CA2001947A1 - Railroad car for automobile transport with hinged deck lift apparatus - Google Patents
Railroad car for automobile transport with hinged deck lift apparatusInfo
- Publication number
- CA2001947A1 CA2001947A1 CA 2001947 CA2001947A CA2001947A1 CA 2001947 A1 CA2001947 A1 CA 2001947A1 CA 2001947 CA2001947 CA 2001947 CA 2001947 A CA2001947 A CA 2001947A CA 2001947 A1 CA2001947 A1 CA 2001947A1
- Authority
- CA
- Canada
- Prior art keywords
- deck
- shaft
- car
- railroad car
- hinged
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Abandoned
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Abstract
ABSTRACT OF THE DISCLOSURE
A railroad car for transporting vehicles com-prising a first deck having side sills; a side wall along each side of the car; each side wall including columns connected to each of the side sills; a second deck horizontally located above the first deck and con-nected to the columns; the second deck having a hinged section joined to each opposing end of a central portion, connected to the columns, to pivot about a horizontal axis; each hinged section being vertically pivotal and having side edges; each end of the car having a rotatable horizontal shaft extending laterally through the car and terminating in first and second ends adjacent respective side sills; a crank connector on the shaft first and second ends to apply torque to the shaft to rotate it in one direction and then in a second but opposite direction; each end of the car having an axially displaceable member, such as a linear actuator, along each side wall operatively engaging the shaft so that rotation of the shaft in one direction axially mechanically extends the displaceable member and raises the second deck hinged section and rotation of the shaft in a second but opposite direction mechanically retracts the displaceable member and lowers the second deck hinged section; and each of the axially displaceable members having an upper end connected to a respective second deck side edge to raise and lower the hinged deck when the axially displaceable member is extended and retracted.
A railroad car for transporting vehicles com-prising a first deck having side sills; a side wall along each side of the car; each side wall including columns connected to each of the side sills; a second deck horizontally located above the first deck and con-nected to the columns; the second deck having a hinged section joined to each opposing end of a central portion, connected to the columns, to pivot about a horizontal axis; each hinged section being vertically pivotal and having side edges; each end of the car having a rotatable horizontal shaft extending laterally through the car and terminating in first and second ends adjacent respective side sills; a crank connector on the shaft first and second ends to apply torque to the shaft to rotate it in one direction and then in a second but opposite direction; each end of the car having an axially displaceable member, such as a linear actuator, along each side wall operatively engaging the shaft so that rotation of the shaft in one direction axially mechanically extends the displaceable member and raises the second deck hinged section and rotation of the shaft in a second but opposite direction mechanically retracts the displaceable member and lowers the second deck hinged section; and each of the axially displaceable members having an upper end connected to a respective second deck side edge to raise and lower the hinged deck when the axially displaceable member is extended and retracted.
Description
-` 2001947 This invention relates to railroad cars used to transport vehicles such as automobiles and trucks, and which are generally referred to as auto rack cars.
More particularly, this invention is concerned with a railroad car for transporting vehicles which is provided with a mechanical device for raising and lowering one or more hinged upper deck sections so as to provide ~ -temporary clearance for vehicles to pass between deck ends. `
BACKGROllND OF TE~E INVhrNTION . . : ~
: ` ''' ':
Railroad cars are widely used in the United States and other countries to transport vehicles such as automobiles and trucks from manufacturing plants to dis~
tribution centers. Such railroad cars are referred to in the trade as auto rack cars.
The railroad auto rack cars include a first deck or floor and a pair of column-supported side walls which, if desired, support at least one, and often two, elevated decks. Additionally, a roof is generally included to protect the vehicles against damage. The 25 decks carry lined-up, tied down vehicles. -Blunden U.S. patent No. 3,426,704 discloses a triple deck open-topped railroad car for carrying vehicles. Each side of the car has a plurality of vertically positioned horizontally spaced apart columns or uprights which are joined to the lower deck side sills. These columns support the elevated second and third decks. The columns can also support wall panels and a roof to protect the vehicles against vandalism.
In many vehicle-carrying railroad cars, including the car disclosed in Blunden U.S. patent No.
3,426,704, the ends of the first deck are higher because : ;, .
the draft sill of the underframe is raised to meet the common coupling requirements with adjacent rail cars in a train. This reduces the vertical clearance between the ends of the first and second decks to an extent which prevents many vehicles, which must travel over ramps on the end of the first deck to clear the draft sill, from passing through. To provide the required clearance it has been found necessary to hingedly mount one or both of the end sections of the second deck so that they can be rotated upwardly a short distance to thereby obtain the necessary vertical clearance between the ends of the first and second decks. Blunden U.S.
patent No. 3,426,704 discloses a car with such hinged deck sections.
The hinged deck sections are generally counterbalanced so as to be held in raised position.
They are pulled down manually to abut a horizontal position when the second deck is to be loaded with vehicles. Stop means limits vertical upward and down-ward displacement of the hinged deck sections. However, for safety reasons and efficient loading of the second deck, it is conventional to lock the deck sections in place when in either of the stated positions. A locking device in use for this purpose comprises a rod or pin which is removably inserted in a hole in a locking plate on the car wall. Robertson et al U.S. patent No.
4,759,669 discloses such a locking device as well as a second deck with hinged end sections.
Blunden et al U.S. Patent No. 3,116,844 dis~
closes a hydraulic device for raising and lowering a hinged deck end section of a vehicle transporting rail-road car to move the hinged section from horizontal position to a ramp down which vehicles can roll from the second deck to the level of the first deck and then onto another ramp which goes to ground level. Hydraulic devices are initially costly to manufacture and install .:
,:
More particularly, this invention is concerned with a railroad car for transporting vehicles which is provided with a mechanical device for raising and lowering one or more hinged upper deck sections so as to provide ~ -temporary clearance for vehicles to pass between deck ends. `
BACKGROllND OF TE~E INVhrNTION . . : ~
: ` ''' ':
Railroad cars are widely used in the United States and other countries to transport vehicles such as automobiles and trucks from manufacturing plants to dis~
tribution centers. Such railroad cars are referred to in the trade as auto rack cars.
The railroad auto rack cars include a first deck or floor and a pair of column-supported side walls which, if desired, support at least one, and often two, elevated decks. Additionally, a roof is generally included to protect the vehicles against damage. The 25 decks carry lined-up, tied down vehicles. -Blunden U.S. patent No. 3,426,704 discloses a triple deck open-topped railroad car for carrying vehicles. Each side of the car has a plurality of vertically positioned horizontally spaced apart columns or uprights which are joined to the lower deck side sills. These columns support the elevated second and third decks. The columns can also support wall panels and a roof to protect the vehicles against vandalism.
In many vehicle-carrying railroad cars, including the car disclosed in Blunden U.S. patent No.
3,426,704, the ends of the first deck are higher because : ;, .
the draft sill of the underframe is raised to meet the common coupling requirements with adjacent rail cars in a train. This reduces the vertical clearance between the ends of the first and second decks to an extent which prevents many vehicles, which must travel over ramps on the end of the first deck to clear the draft sill, from passing through. To provide the required clearance it has been found necessary to hingedly mount one or both of the end sections of the second deck so that they can be rotated upwardly a short distance to thereby obtain the necessary vertical clearance between the ends of the first and second decks. Blunden U.S.
patent No. 3,426,704 discloses a car with such hinged deck sections.
The hinged deck sections are generally counterbalanced so as to be held in raised position.
They are pulled down manually to abut a horizontal position when the second deck is to be loaded with vehicles. Stop means limits vertical upward and down-ward displacement of the hinged deck sections. However, for safety reasons and efficient loading of the second deck, it is conventional to lock the deck sections in place when in either of the stated positions. A locking device in use for this purpose comprises a rod or pin which is removably inserted in a hole in a locking plate on the car wall. Robertson et al U.S. patent No.
4,759,669 discloses such a locking device as well as a second deck with hinged end sections.
Blunden et al U.S. Patent No. 3,116,844 dis~
closes a hydraulic device for raising and lowering a hinged deck end section of a vehicle transporting rail-road car to move the hinged section from horizontal position to a ramp down which vehicles can roll from the second deck to the level of the first deck and then onto another ramp which goes to ground level. Hydraulic devices are initially costly to manufacture and install .:
,:
because of the pumps, hydraulic cylinders, control valves and hydraulic lines which are needed and all this equipment would require periodic inspection and maintenance. Additionally, the value of the equipment is an inducement to thievry. ~lso, manual operation of a hydraulic system is likely to be inherently slow, and the tight space constraints in the railroad car further restricts operating a pump manually. Even if a source of power were available adjacent a loading or unloading terminal hydraulic devices would not be free of the described problems.
From the above it is believed clear that some other means is needed to raise and lower a hinged deck end section of an auto rack car.
SUMMARY OF T~E INVENTION
A railroad car for transporting vehicles is provided comprising a first deck having side sills and being supported near each end by a railroad truck; a vertical side wall along each side of the car; each side wall including a plurality of spaced apart vertical columns having lower ends rigidly connected to each of the side sills; a second deck horizontally located above the first deck and connected to the columns; the second deck having a hinged end section which can pivot about a horizontal lateral axis; the hinged section being vertically pivotal and having side edges; the end of the car beneath the hinged section having a rotatable sub~
stantially horizontal shaft extending laterally across the car and terminating in first and second ends adjacent respective side sills; means on the shaft first and second ends to apply torque to the shaft to rotate it in one direction and then in a second but opposite 35 direction; an axially displaceable member along each ;~
side wall operatively engaging means on the shaft so ''"':`'''','. :' Z001947 ~
' .'~ ~.,.' that rotation of the shaft in one direction axially mechanically extends the displaceable member and raises the second deck hinged section and rotation of the shaft in a second but opposite direction mechanically retracts the displaceable member and lowers the second deck hinged section; and each of the axially displaceable members having an upper end connected to a respective second deck side edge to raise and lower the hinged deck when the axially displaceable member is extended and re-tracted.
The extension means can be engageable by meansto rotate the shaft in both directions from one or both sides of the car. The extension means can project beyond one side, or both sides, of the first deck or of i5 the car.
The side sills can be 'lush with or extend above the top of the first deck, and the shaft can be about flush with the top of the first deck.
The end of the car below the hinged portion can have a pair of vehicle ramps which are higher at the end of the car than inward from the car end, each ramp can have a top, and the shaft can extend under the top of the ramps.
Lock means can be provided at the outer end of each hinged section to movably secure the outer end in upward and downward positions; and means can be included to maintain the lock means in a non-locking position so that the hinged section can be raised and lowered, un-restrained by the lock means, by rotating the shaft until the hinged section is in the desired position and then the lock means can lockably secure the hinged portion in a desired upward or downward position. The described function can be achieved by use of a releas-able latch means.
The axially displaceable member can include a linear actuator; the linear actuator can comprise a 200194~
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stationary substantially cylindrical housing axially circular in lateral section and having therein an axially turnable screw means which is longitudinally stationary; the screw means and the displaceable member S can be axially telescoped with respect to each other;
block means can mutually engage the screw means to the axially displaceable member; means can engage the screw means and the axially displaceable member to prevent axial rotation, but to permit axial movement, between them; and, the means by which the axially displaceable member operatively engages the shaft can include the screw means and the block means.
The axially displaceable member can include a movable tube essentially permanently positioned in the housing and having an outer end portion projecting out of the housing; and, a link member can be joined to the movable tube outer end portion and be pivotally con-nected to the second deck side edge.
Each linear actuator housing can be pivotally laterally connected to a first deck side sill.
The horizontal shaft can include an extension projecting outward past the linear actuator housing;
and, the extension can have an outer end engageable by means to rotate the shaft in both directions.
Each side sill can be hollow and extend above the first deck, the shaft can be about flush with the top of the first deck, and a lower portion of the housing can be positioned in the side sill. However, each side sill can have a top about flush with the first deck, the shaft can be about flush with the top of the first deck, and a lower portion of the housing can be positioned on the top of the side sill and desirably is pivotally laterally connected to the side sill.
The link member extending to the second deck hinged section can include a portion, desirably tubular, .. . . . ~ .
which substantially telescopes over the outside of the ~ -:: ; : :i~.;.:
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housing to maintain axial alignment between the housing - -and link.
In a more specific embodiment the invention :
provides a railroad car for transporting vehicles com- -.
5 prising a first deck having side sills and being sup- . ~
ported near each end by a railroad truck; a vertical :
side wall along each side of the car; each side wall including a plurality of spaced apart vertical columns . .~
having lower ends fixedly connected to each of the side .~ `
10 sills; a second deck horizontally located above the .
first deck and fixedly connected to the columns; the second deck having a hinged section joined to each opposing end of a central portion, fixedly connected to :
the columns, which can pivot about a horizontal axis; - :~
15 each hinged section being vertically pivotal; each - .:
hinged section having side edges; each end of the car having a rotatable substantially horizontal shaft ex~
tending laterally across the car and terminating in : ~
first and second ends adjacent respective side sills; :
20 means on the shaft first and second ends to apply torque .: .
to the shaft to rotate it in one direction and then in a ~ ~
second but opposite direction; each end of the car .-having an axially displaceable member along each side . -~
wall operatively engaging means on the shaft so that ~ ~:
25 rotation of the shaft in one direction axially .
mechanically extends the displaceable member and raises -. .::
the second deck hinged section and rotation of the shaft in a second but opposite direction mechanically retracts : .
the displaceable member and lowers the second. deck. .~
30 hinged section; and, each of the axially displaceable .~:
members having an upper end connected to a respective -:~ :
second deck side edge to raise and lower the hinged deck :~ .
when the axially displaceable member is extended and retracted.
20~19~7 BRIEF DESCRIPTION OF T~E DRAWINGS
Figure 1 is a side elevational view of the ad-joining ends of two identical autorack railroad cars which are coupled together;
Figure 2 is a sectional view taken along the line 2-2 of Figure l;
Figure 3 is an enlarged elevational view of the end of the left autorack car shown in Figure l;
Figure 4 is a sectional view taken along the line 4-4 of Figure 3;
Figure 5 is an enlarged view of that portion of Figure 4 showing the lower part of the linear actuator mounted in the side sill;
Figure 6 is a side elevational view, from outside of the car of the side sill where the lower part of the linear actuator is mounted, which is similar to the lower part of Figure 3;
Figure 7 is an elevational view from inside the car of the side sill where the lower part of the linear actuator is mounted;
Figure 8 is a longitudinal sectional view, partially broken away, which shows the ballscrew mani~
pulator device of a linear actuator;
Figure 9 is a partial elevational view showing the lower end of a linear actuator mounted on a side sill having a top which is flush with the flat deck of an autorack railroad car;
Figure 10 is a sectional view taken along the line 10-10 of Figure 3 showing the deck locked in down position; and Figure 11 is a side elevational view similar to Figure 10 but showing the locking rod held in retracted position by a releasable latch.
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, DETAILED DESCRIPTION OF THE DRAWINGS
To the extent it is reasonable and practical the same or similar elements which appear in the various views of the drawings will be iclentified by the same numbers.
With reference to Figure 1, each of the two identical cars 20,30 is essentially the same on both sides of a vertical lateral plane which passes through the center line. Each car 20,30 has a first deck or floor 32 with longitudinal side sills 34,36 (Figures 1 and 2) extending for essentially the length of the car. The side sills 34,36 extend above the deck 32.
The deck 32 is supported by conventional rail-road trucks 38 at each end. A plurality of verticalspaced apart columns 40 are located along each car side with a column 401 at each end. The lower ends of the columns 40,401 are rigidly connected to the side sills 34,36. A trapezoid-shaped plate 42 is joined to the lower end of each column 40 and to a respective side sill 34,36 for reinforcement (Figure 1).
The columns 40,401 support an elevated second deck 44 above the first deck 32, and elevated third deck 46 above the second deck 44, and a roof 48 at the top of the columns. Both ends of each car are provided with one or more doors (not shown) which can be opened to permit loading and unloading of vehicles and then closed for transport purposes. Wall panels 50 are attached to the side of the cars to prevent entry by vandals and to further protect the vehicles against damage.
The second deck 44 has a central or middle portion 60 which is rigidly connected to some of the columns 40. Each end 62 of the central portion 60 . . .
terminates inwardly a substantial distance from the car 35 end (Figure 1). Extending outwardly from each of the -ends 62 is a hinged section 64 which is pivotally joined -` 2001947 g thereto by hinge means 66 so that rotation about a hori-zontal axis can be readily effected. Each hinged section 64 rests on a load bearing stop or support attached to the adjacent column 40 on each side of the car so as to maintain the hinged deck section in approximately horizontal position when the second deck is loaded or partially loaded with vehicles. Such stops are not shown-~ the dra~ings but are--u-l~l*^-disclosed in Robertson et al U.S. patent 4,759,669, the entire con~
tents of which is incorporated herein by reference.
--The-~ee end 68 of each hinged deck section~_64 is vertically displaceable upwardly about ten to twelve inches from horizontal position (Figure 1). A spring, not shown but which is shown in Robertson et al U.S.
patent 4,759,669, may be attached to each side of hinged deck section 64 and third deck 46. The springs con~
tinuously urge the hinged deck section 64 upwardly but maximum upward movement may be limited by one or more stops, not shown here but which are shown in said patent 4,759,669, on end columns 401.
Each end of each car has a stub center sill receiving pocket 70 which projects above first deck 32 and receives coupler 71 (Figures 2 and 4). The pocket 70 extends above first deck 32 for a height sufficiently high so that the bottom of a vehicle having its wheels on the deck would not clear the pocket 70. Therefore, a ramp 72 is provided on each side of pocket 70 so that the vehicle wheels can roll from lower deck 32 onto the ....- ~ ~....,;
ramps and then over a bridge plate to the next autorack ~- -car or down an unloading platform. Of course, the reverse of this procedure can be followed to load the autorack car.
When vehicles roll on the ramps 72 it is usually necessary to have the hinged sections 64 in 35 upward or raised position when vehicles are loaded onto, ~:
or unloaded from, the first deck 32 because the ramps 72 `-.. . ; .,,~
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reduce the effective clearance between the vehicle roof and the bottom of the second deck. Unless the clearance is increased at least temporarily loading and unloading of vehicles on the first deck can not be done safely or at all because the roofs of the vehicles will hit the upper deck. Hinging of the deck section 64 provides the required temporary clearance and it also permits the second deck to be horizontally positioned when loaded with vehicles.
The following described apparatus is provided on the autorack car to facilitate lifting the hinged section 64.
An opening 74 is cut into the top and is ex-tended down along the inner side wall of each side sill 34,36. This opening is then covered by angled cover plate 76 which is provided with an opening 78. Cover plate 76 nests in face-to-face contact with the side sill. A horizontal plate 80 is removably mounted on the top of cover plate 76. Horizontal plate 80, the top of cover plate 76 and the top of the side sill 34 or 36 are then joined together by bolts 82. Each bolt 82 is re-movably screwed into a nut 84 tack welded to the bottom surface of the side sill top. Suitable holes are provided in plates 76,80 and the side sill for the bolts to be properly aligned with the nuts from above the side sill and then threaded into the nuts (Figures 3 to 7).
Extending downwards from the bottom of hori-zontal plate 80 are spaced apart stub plates 86,88. The horizontal plate 80 has an opening 90 in the top which is slightly smaller than opening 78 in cover plate 76.
The stub plates 86,88 are located along opposing sides of opening 90 so as not to obstruct it.
The lower end of a linear actuator 290 is located inside of side sill 34,36 both of which are hollow. The linear actuator 290 lower end has a gear box housing 92 from which axially aligned take-off shaft .,, :~ ~.' 2001947 :-122 and in-put shaft 130 project outwardly from opposite sides. Extending upwardly from gear box housing 92 is an outer or external tube 98 which is not axially dis-placeable. The lower end of external tube 98 has a pair S of external horizontal axially aligned trunnions 102,104 which fit into holes or bearing supports in stub plates 86,88. The linear actuator 290 is mounted to plate 80 as described by sliding external tube 98 through opening 90 and then fixing the trunnions in place.
The lower end of tubular link member 100 tele-scopes over the linear actuator external tube 98 (Figure 8). The linear actuator internal tube 102 telescopes into external tube 98. The outer end of internal tube 102 has an axially projecting finger 104 with a lateral hole 106. Tubular link member 100 has a pair of lateral holes which can be aligned with hole 106 so that bolt 110 can be slid into these three holes to secure tubular member 100 to internal tube 102.
Each of the side edges of hinged deck section 64 has a bracket 112 to which tubular me~ber 100 is pivotally connected by horizontal lateral bolt 114.
A horizontal laterally positioned tubular shaft 120 ~Figure 2) is connected at each end to power take-off shaft 122 on each linear actuator 290 mounted in the respective side sill 34,36. The shaft 120 is mounted adjacent lower deck 32 and it passes under ramps 72 and behind the draft gear housing represented by stub center sill pocket 70. By locating the shaft 120 in ,that position it is still readily accessible and can be removed and installed through holes 126,128 cut in the side walls of each of the side sills 34,36. To protect the shaft a cover plate 124 is placed over it between each ramp 72 and the adjacent side sill 34,36. The cover plate 124 is shaped like an inverted V with the bottom edges welded to the lower deck 32.
~., ~, ., -The gear box housing 92 at the lower end of each linear actuator 290 has the power in-put shaft 130 axially aligned with power take-off shaft- 122. The power in-put shaft 130 can have a square end to receive a compatible socket 132 on the end of crank 134 so as to rotate in-put shaft 130 in either direction. When the crank 134 is manually rotated in one direction the inner cylinder 102 of the linear actuator moves axially out-wardly and raises the hinged deck section 64 and when the crank is rotated in the opposite direction it lowers the hinged deck section 64. Furthermore, the described operation can be effected from either side of the car by one person or from both sides of the car by two persons with one person on each side. When the crank is removed no shaft or extension protrudes beyond the outer side wall of the side sills. This is a safety feature in that the side sill is maintained smooth and free of an obstruction which might otherwise endanger a worker when he or the autorack car moves alongside.
A second embodiment of the invention is illustrated by Figure 9. This figure shows the linear actuator 290 mounted on the top of a side sill 140 which is flush with a lower deck 142 of an autorack railroad car. Two spaced apart vertical parallel plates 144,146 are connected to the top of the side sill 140. The trunnions 148 on the linear actuator are pivotally mounted in the upper part of plates 144,146. Holes in the lower part of plates 144,146 provide access to the , power in-put shaft 130 and power take-off 122 shaft of the linear actuator 290 so that socket 132 can removably engage the in-put shaft and shaft 120 can be permanently connected to the power take-off shaft in the same manner as described in conjunction with the first embodiment.
Furthermore, a linear actuator 290 is mounted on each side sill so that when one is driven the other is simultaneously driven whereby they jointly raise or - l~QOlg~
lower the hinged deck section to which they are con~
nected in the same way as previously described in con-junction with the first embodiment illustrated by Figures 1 to 9.
The linear actuator 290 used in the described apparatus is commercially available from Thomson Saginaw, Michigan, and other companies. The gear box housing 92 of the linear actuator has internal gearing such that when the in-put shaft 130 or the power take-off shaft 122 is rotated the ballscrew 160 is caused to rotate in one direction or the other without being displaced axially. However, rotation of the ballscrew 160 causes the ballscrew block 162 to be displaced axially. The ballscrew block 162 is connected to the inner end of inner tube 102 so that axial movement of the ballscrew block 162 causes simultaneous movement of the inner tube in the same direction.
Instead of driving the mechanism manually by use of a crank, one can use alternative power means such as a pneumatic, electric or hydraulic motor.
It is important for safety reasons to have the ... . ~
hinged deck section 64 secured in place when it is in up or down position. To secure it in place, a suitable locking device 170 is provided. Figures 10 and 11 show a suitable locking device, much of which is disclosed in Robertson et al U.S. patent No. 4,759,669.
For safety reasons and operating efficiency a pair of locking devices 170 is provided which are cap~
able of locking the hinged section 64 in maximum upward and downward positions. A locking device 170 is mounted on each of the forward bottom side edges of hinged section 64. The two locking devices 170 are mirror images of each other but are otherwise identical.
Accordingly, only the elements of one locking device 170 is illustrated by Figures 10 and 11~
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Connected to the bottom of laterally positioned deck reinforcing channel member 176 is a bracket 178 having a horizontal web 180 and spaced apart downwardly depending vertical flanges 182,184. The flange 184 is removably connected to web 180 by two bolts 186.
A hole is provided in flange 182 to receive the forward end 190 of rod 188. A stub tube 192 is mounted to flange 182. The stub tube 192 has an axial hole which is axially positioned with respect to the hole in flange 182. The rod 188 of the locking device 170 is sized to fit loosely in the hole in stub tube 192 so that it can slide freely therein. Tab strips 194 extend from web 180 to stub tube 192 and serve to stiffen the structure.
The locking device 170 has a handle 196 supported by handle support 198 connected to rod 188.
The handle support 198 has a vertical plate 200 which ends in a hook 202 at its lower end. Plate 200 is fixedly connected to rod 188 so that they move as a unit. The handle 196 extends through the hook 202 and is supported by it. Coil spring 204 is mounted in com-pression on rod 188 between plate 200 and flange 184 which is removable to permit installation of the spring and the rod. Clearance is provided between the end of stub tube 192 and plate 200 so that the rod 188 is con-tinuously urged into locking position by spring 204, even after locking has been accomplished. The forward or locking end 190 of rod 188 has a flat sloped top surface 206 and a flat sloped bottom surface 208.
Mounted on the side of column 401 is a retainer or locking plate 21Q having a vertical web 212 and top and bottom sloping flanges 214,216. The top sloped surface 206 on the end of rod 188 mates in face-to-face contact with the surface of flange 216 in locking position when the hinged deck ~ection 64 is in : :' ~, ~
200~947 ~ ~:
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down position (Figures 3 and 10). The end 190 of rod 188 is not fully forwardly extended in such locked position so that such face-to-face contact can be maintained even after substantial wear of the mating surfaces has occurred. The action of spring 204 con-tinually forces the end 190 of the rod 188 outwardly, thereby maintaining such contact even after wearing has taken place. It is to be understood that the described locking arrangement requires that the hinged deck section 64 be in downward position resting on supports which bar any further lower displacement.
A vertical flange 220 is mounted on the bottom of web 180. A vertical latch 222 is pivotally mounted at one end by bolt 224 to flange 220. The lower edge of lS latch 222 has a cut-out or detent 226 which can receive the top edge 228 of plate 200 and thereby hold the forward end 190 of rod 188 out of locking engagement and out of contact with locking plate 210. When each of the two locking devices, one on each side edge of the hinged deck 64, has been secured in unlocked position as described the hinged deck section can be raised by the herein described lifting apparatus until the deck section lifting apparatus until the deck section has been lifted to its upper position. Then the lever 222 of each of the two locking devices 170 can be lifted to free rod 188 and permit it to plunge forward by action of spring 204 until the forward end 190 engages flange 214. When it becomes appropriate to lower the hinged deck section, rod 188 is pulled back out of locking position until the top edge 228 of plate 200 engages detent 226 in latch 222. Then the deck can be lowered until it reaches its bottom or horizontal position. At that point latch 222 is released by raising it enough to clear top edge 228 so that spring 204 can force the rod forward end 190 into contact with flange 216.
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--` 200~947 The foregoing detailed description has been given for clearness of understanding only, and no un-necessary limitations should be understood therefrom, as modifications will be obvious to those skilled in the 5 art. .
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From the above it is believed clear that some other means is needed to raise and lower a hinged deck end section of an auto rack car.
SUMMARY OF T~E INVENTION
A railroad car for transporting vehicles is provided comprising a first deck having side sills and being supported near each end by a railroad truck; a vertical side wall along each side of the car; each side wall including a plurality of spaced apart vertical columns having lower ends rigidly connected to each of the side sills; a second deck horizontally located above the first deck and connected to the columns; the second deck having a hinged end section which can pivot about a horizontal lateral axis; the hinged section being vertically pivotal and having side edges; the end of the car beneath the hinged section having a rotatable sub~
stantially horizontal shaft extending laterally across the car and terminating in first and second ends adjacent respective side sills; means on the shaft first and second ends to apply torque to the shaft to rotate it in one direction and then in a second but opposite 35 direction; an axially displaceable member along each ;~
side wall operatively engaging means on the shaft so ''"':`'''','. :' Z001947 ~
' .'~ ~.,.' that rotation of the shaft in one direction axially mechanically extends the displaceable member and raises the second deck hinged section and rotation of the shaft in a second but opposite direction mechanically retracts the displaceable member and lowers the second deck hinged section; and each of the axially displaceable members having an upper end connected to a respective second deck side edge to raise and lower the hinged deck when the axially displaceable member is extended and re-tracted.
The extension means can be engageable by meansto rotate the shaft in both directions from one or both sides of the car. The extension means can project beyond one side, or both sides, of the first deck or of i5 the car.
The side sills can be 'lush with or extend above the top of the first deck, and the shaft can be about flush with the top of the first deck.
The end of the car below the hinged portion can have a pair of vehicle ramps which are higher at the end of the car than inward from the car end, each ramp can have a top, and the shaft can extend under the top of the ramps.
Lock means can be provided at the outer end of each hinged section to movably secure the outer end in upward and downward positions; and means can be included to maintain the lock means in a non-locking position so that the hinged section can be raised and lowered, un-restrained by the lock means, by rotating the shaft until the hinged section is in the desired position and then the lock means can lockably secure the hinged portion in a desired upward or downward position. The described function can be achieved by use of a releas-able latch means.
The axially displaceable member can include a linear actuator; the linear actuator can comprise a 200194~
`
stationary substantially cylindrical housing axially circular in lateral section and having therein an axially turnable screw means which is longitudinally stationary; the screw means and the displaceable member S can be axially telescoped with respect to each other;
block means can mutually engage the screw means to the axially displaceable member; means can engage the screw means and the axially displaceable member to prevent axial rotation, but to permit axial movement, between them; and, the means by which the axially displaceable member operatively engages the shaft can include the screw means and the block means.
The axially displaceable member can include a movable tube essentially permanently positioned in the housing and having an outer end portion projecting out of the housing; and, a link member can be joined to the movable tube outer end portion and be pivotally con-nected to the second deck side edge.
Each linear actuator housing can be pivotally laterally connected to a first deck side sill.
The horizontal shaft can include an extension projecting outward past the linear actuator housing;
and, the extension can have an outer end engageable by means to rotate the shaft in both directions.
Each side sill can be hollow and extend above the first deck, the shaft can be about flush with the top of the first deck, and a lower portion of the housing can be positioned in the side sill. However, each side sill can have a top about flush with the first deck, the shaft can be about flush with the top of the first deck, and a lower portion of the housing can be positioned on the top of the side sill and desirably is pivotally laterally connected to the side sill.
The link member extending to the second deck hinged section can include a portion, desirably tubular, .. . . . ~ .
which substantially telescopes over the outside of the ~ -:: ; : :i~.;.:
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housing to maintain axial alignment between the housing - -and link.
In a more specific embodiment the invention :
provides a railroad car for transporting vehicles com- -.
5 prising a first deck having side sills and being sup- . ~
ported near each end by a railroad truck; a vertical :
side wall along each side of the car; each side wall including a plurality of spaced apart vertical columns . .~
having lower ends fixedly connected to each of the side .~ `
10 sills; a second deck horizontally located above the .
first deck and fixedly connected to the columns; the second deck having a hinged section joined to each opposing end of a central portion, fixedly connected to :
the columns, which can pivot about a horizontal axis; - :~
15 each hinged section being vertically pivotal; each - .:
hinged section having side edges; each end of the car having a rotatable substantially horizontal shaft ex~
tending laterally across the car and terminating in : ~
first and second ends adjacent respective side sills; :
20 means on the shaft first and second ends to apply torque .: .
to the shaft to rotate it in one direction and then in a ~ ~
second but opposite direction; each end of the car .-having an axially displaceable member along each side . -~
wall operatively engaging means on the shaft so that ~ ~:
25 rotation of the shaft in one direction axially .
mechanically extends the displaceable member and raises -. .::
the second deck hinged section and rotation of the shaft in a second but opposite direction mechanically retracts : .
the displaceable member and lowers the second. deck. .~
30 hinged section; and, each of the axially displaceable .~:
members having an upper end connected to a respective -:~ :
second deck side edge to raise and lower the hinged deck :~ .
when the axially displaceable member is extended and retracted.
20~19~7 BRIEF DESCRIPTION OF T~E DRAWINGS
Figure 1 is a side elevational view of the ad-joining ends of two identical autorack railroad cars which are coupled together;
Figure 2 is a sectional view taken along the line 2-2 of Figure l;
Figure 3 is an enlarged elevational view of the end of the left autorack car shown in Figure l;
Figure 4 is a sectional view taken along the line 4-4 of Figure 3;
Figure 5 is an enlarged view of that portion of Figure 4 showing the lower part of the linear actuator mounted in the side sill;
Figure 6 is a side elevational view, from outside of the car of the side sill where the lower part of the linear actuator is mounted, which is similar to the lower part of Figure 3;
Figure 7 is an elevational view from inside the car of the side sill where the lower part of the linear actuator is mounted;
Figure 8 is a longitudinal sectional view, partially broken away, which shows the ballscrew mani~
pulator device of a linear actuator;
Figure 9 is a partial elevational view showing the lower end of a linear actuator mounted on a side sill having a top which is flush with the flat deck of an autorack railroad car;
Figure 10 is a sectional view taken along the line 10-10 of Figure 3 showing the deck locked in down position; and Figure 11 is a side elevational view similar to Figure 10 but showing the locking rod held in retracted position by a releasable latch.
;','' ''',''.'' ,,,' ... ~ .::....
, DETAILED DESCRIPTION OF THE DRAWINGS
To the extent it is reasonable and practical the same or similar elements which appear in the various views of the drawings will be iclentified by the same numbers.
With reference to Figure 1, each of the two identical cars 20,30 is essentially the same on both sides of a vertical lateral plane which passes through the center line. Each car 20,30 has a first deck or floor 32 with longitudinal side sills 34,36 (Figures 1 and 2) extending for essentially the length of the car. The side sills 34,36 extend above the deck 32.
The deck 32 is supported by conventional rail-road trucks 38 at each end. A plurality of verticalspaced apart columns 40 are located along each car side with a column 401 at each end. The lower ends of the columns 40,401 are rigidly connected to the side sills 34,36. A trapezoid-shaped plate 42 is joined to the lower end of each column 40 and to a respective side sill 34,36 for reinforcement (Figure 1).
The columns 40,401 support an elevated second deck 44 above the first deck 32, and elevated third deck 46 above the second deck 44, and a roof 48 at the top of the columns. Both ends of each car are provided with one or more doors (not shown) which can be opened to permit loading and unloading of vehicles and then closed for transport purposes. Wall panels 50 are attached to the side of the cars to prevent entry by vandals and to further protect the vehicles against damage.
The second deck 44 has a central or middle portion 60 which is rigidly connected to some of the columns 40. Each end 62 of the central portion 60 . . .
terminates inwardly a substantial distance from the car 35 end (Figure 1). Extending outwardly from each of the -ends 62 is a hinged section 64 which is pivotally joined -` 2001947 g thereto by hinge means 66 so that rotation about a hori-zontal axis can be readily effected. Each hinged section 64 rests on a load bearing stop or support attached to the adjacent column 40 on each side of the car so as to maintain the hinged deck section in approximately horizontal position when the second deck is loaded or partially loaded with vehicles. Such stops are not shown-~ the dra~ings but are--u-l~l*^-disclosed in Robertson et al U.S. patent 4,759,669, the entire con~
tents of which is incorporated herein by reference.
--The-~ee end 68 of each hinged deck section~_64 is vertically displaceable upwardly about ten to twelve inches from horizontal position (Figure 1). A spring, not shown but which is shown in Robertson et al U.S.
patent 4,759,669, may be attached to each side of hinged deck section 64 and third deck 46. The springs con~
tinuously urge the hinged deck section 64 upwardly but maximum upward movement may be limited by one or more stops, not shown here but which are shown in said patent 4,759,669, on end columns 401.
Each end of each car has a stub center sill receiving pocket 70 which projects above first deck 32 and receives coupler 71 (Figures 2 and 4). The pocket 70 extends above first deck 32 for a height sufficiently high so that the bottom of a vehicle having its wheels on the deck would not clear the pocket 70. Therefore, a ramp 72 is provided on each side of pocket 70 so that the vehicle wheels can roll from lower deck 32 onto the ....- ~ ~....,;
ramps and then over a bridge plate to the next autorack ~- -car or down an unloading platform. Of course, the reverse of this procedure can be followed to load the autorack car.
When vehicles roll on the ramps 72 it is usually necessary to have the hinged sections 64 in 35 upward or raised position when vehicles are loaded onto, ~:
or unloaded from, the first deck 32 because the ramps 72 `-.. . ; .,,~
- ~" 2001947 ~
- 1 0 - ` ` ` : .
. .
reduce the effective clearance between the vehicle roof and the bottom of the second deck. Unless the clearance is increased at least temporarily loading and unloading of vehicles on the first deck can not be done safely or at all because the roofs of the vehicles will hit the upper deck. Hinging of the deck section 64 provides the required temporary clearance and it also permits the second deck to be horizontally positioned when loaded with vehicles.
The following described apparatus is provided on the autorack car to facilitate lifting the hinged section 64.
An opening 74 is cut into the top and is ex-tended down along the inner side wall of each side sill 34,36. This opening is then covered by angled cover plate 76 which is provided with an opening 78. Cover plate 76 nests in face-to-face contact with the side sill. A horizontal plate 80 is removably mounted on the top of cover plate 76. Horizontal plate 80, the top of cover plate 76 and the top of the side sill 34 or 36 are then joined together by bolts 82. Each bolt 82 is re-movably screwed into a nut 84 tack welded to the bottom surface of the side sill top. Suitable holes are provided in plates 76,80 and the side sill for the bolts to be properly aligned with the nuts from above the side sill and then threaded into the nuts (Figures 3 to 7).
Extending downwards from the bottom of hori-zontal plate 80 are spaced apart stub plates 86,88. The horizontal plate 80 has an opening 90 in the top which is slightly smaller than opening 78 in cover plate 76.
The stub plates 86,88 are located along opposing sides of opening 90 so as not to obstruct it.
The lower end of a linear actuator 290 is located inside of side sill 34,36 both of which are hollow. The linear actuator 290 lower end has a gear box housing 92 from which axially aligned take-off shaft .,, :~ ~.' 2001947 :-122 and in-put shaft 130 project outwardly from opposite sides. Extending upwardly from gear box housing 92 is an outer or external tube 98 which is not axially dis-placeable. The lower end of external tube 98 has a pair S of external horizontal axially aligned trunnions 102,104 which fit into holes or bearing supports in stub plates 86,88. The linear actuator 290 is mounted to plate 80 as described by sliding external tube 98 through opening 90 and then fixing the trunnions in place.
The lower end of tubular link member 100 tele-scopes over the linear actuator external tube 98 (Figure 8). The linear actuator internal tube 102 telescopes into external tube 98. The outer end of internal tube 102 has an axially projecting finger 104 with a lateral hole 106. Tubular link member 100 has a pair of lateral holes which can be aligned with hole 106 so that bolt 110 can be slid into these three holes to secure tubular member 100 to internal tube 102.
Each of the side edges of hinged deck section 64 has a bracket 112 to which tubular me~ber 100 is pivotally connected by horizontal lateral bolt 114.
A horizontal laterally positioned tubular shaft 120 ~Figure 2) is connected at each end to power take-off shaft 122 on each linear actuator 290 mounted in the respective side sill 34,36. The shaft 120 is mounted adjacent lower deck 32 and it passes under ramps 72 and behind the draft gear housing represented by stub center sill pocket 70. By locating the shaft 120 in ,that position it is still readily accessible and can be removed and installed through holes 126,128 cut in the side walls of each of the side sills 34,36. To protect the shaft a cover plate 124 is placed over it between each ramp 72 and the adjacent side sill 34,36. The cover plate 124 is shaped like an inverted V with the bottom edges welded to the lower deck 32.
~., ~, ., -The gear box housing 92 at the lower end of each linear actuator 290 has the power in-put shaft 130 axially aligned with power take-off shaft- 122. The power in-put shaft 130 can have a square end to receive a compatible socket 132 on the end of crank 134 so as to rotate in-put shaft 130 in either direction. When the crank 134 is manually rotated in one direction the inner cylinder 102 of the linear actuator moves axially out-wardly and raises the hinged deck section 64 and when the crank is rotated in the opposite direction it lowers the hinged deck section 64. Furthermore, the described operation can be effected from either side of the car by one person or from both sides of the car by two persons with one person on each side. When the crank is removed no shaft or extension protrudes beyond the outer side wall of the side sills. This is a safety feature in that the side sill is maintained smooth and free of an obstruction which might otherwise endanger a worker when he or the autorack car moves alongside.
A second embodiment of the invention is illustrated by Figure 9. This figure shows the linear actuator 290 mounted on the top of a side sill 140 which is flush with a lower deck 142 of an autorack railroad car. Two spaced apart vertical parallel plates 144,146 are connected to the top of the side sill 140. The trunnions 148 on the linear actuator are pivotally mounted in the upper part of plates 144,146. Holes in the lower part of plates 144,146 provide access to the , power in-put shaft 130 and power take-off 122 shaft of the linear actuator 290 so that socket 132 can removably engage the in-put shaft and shaft 120 can be permanently connected to the power take-off shaft in the same manner as described in conjunction with the first embodiment.
Furthermore, a linear actuator 290 is mounted on each side sill so that when one is driven the other is simultaneously driven whereby they jointly raise or - l~QOlg~
lower the hinged deck section to which they are con~
nected in the same way as previously described in con-junction with the first embodiment illustrated by Figures 1 to 9.
The linear actuator 290 used in the described apparatus is commercially available from Thomson Saginaw, Michigan, and other companies. The gear box housing 92 of the linear actuator has internal gearing such that when the in-put shaft 130 or the power take-off shaft 122 is rotated the ballscrew 160 is caused to rotate in one direction or the other without being displaced axially. However, rotation of the ballscrew 160 causes the ballscrew block 162 to be displaced axially. The ballscrew block 162 is connected to the inner end of inner tube 102 so that axial movement of the ballscrew block 162 causes simultaneous movement of the inner tube in the same direction.
Instead of driving the mechanism manually by use of a crank, one can use alternative power means such as a pneumatic, electric or hydraulic motor.
It is important for safety reasons to have the ... . ~
hinged deck section 64 secured in place when it is in up or down position. To secure it in place, a suitable locking device 170 is provided. Figures 10 and 11 show a suitable locking device, much of which is disclosed in Robertson et al U.S. patent No. 4,759,669.
For safety reasons and operating efficiency a pair of locking devices 170 is provided which are cap~
able of locking the hinged section 64 in maximum upward and downward positions. A locking device 170 is mounted on each of the forward bottom side edges of hinged section 64. The two locking devices 170 are mirror images of each other but are otherwise identical.
Accordingly, only the elements of one locking device 170 is illustrated by Figures 10 and 11~
,.;, . :, --~ 200~947 ~
Connected to the bottom of laterally positioned deck reinforcing channel member 176 is a bracket 178 having a horizontal web 180 and spaced apart downwardly depending vertical flanges 182,184. The flange 184 is removably connected to web 180 by two bolts 186.
A hole is provided in flange 182 to receive the forward end 190 of rod 188. A stub tube 192 is mounted to flange 182. The stub tube 192 has an axial hole which is axially positioned with respect to the hole in flange 182. The rod 188 of the locking device 170 is sized to fit loosely in the hole in stub tube 192 so that it can slide freely therein. Tab strips 194 extend from web 180 to stub tube 192 and serve to stiffen the structure.
The locking device 170 has a handle 196 supported by handle support 198 connected to rod 188.
The handle support 198 has a vertical plate 200 which ends in a hook 202 at its lower end. Plate 200 is fixedly connected to rod 188 so that they move as a unit. The handle 196 extends through the hook 202 and is supported by it. Coil spring 204 is mounted in com-pression on rod 188 between plate 200 and flange 184 which is removable to permit installation of the spring and the rod. Clearance is provided between the end of stub tube 192 and plate 200 so that the rod 188 is con-tinuously urged into locking position by spring 204, even after locking has been accomplished. The forward or locking end 190 of rod 188 has a flat sloped top surface 206 and a flat sloped bottom surface 208.
Mounted on the side of column 401 is a retainer or locking plate 21Q having a vertical web 212 and top and bottom sloping flanges 214,216. The top sloped surface 206 on the end of rod 188 mates in face-to-face contact with the surface of flange 216 in locking position when the hinged deck ~ection 64 is in : :' ~, ~
200~947 ~ ~:
- 15 ~
down position (Figures 3 and 10). The end 190 of rod 188 is not fully forwardly extended in such locked position so that such face-to-face contact can be maintained even after substantial wear of the mating surfaces has occurred. The action of spring 204 con-tinually forces the end 190 of the rod 188 outwardly, thereby maintaining such contact even after wearing has taken place. It is to be understood that the described locking arrangement requires that the hinged deck section 64 be in downward position resting on supports which bar any further lower displacement.
A vertical flange 220 is mounted on the bottom of web 180. A vertical latch 222 is pivotally mounted at one end by bolt 224 to flange 220. The lower edge of lS latch 222 has a cut-out or detent 226 which can receive the top edge 228 of plate 200 and thereby hold the forward end 190 of rod 188 out of locking engagement and out of contact with locking plate 210. When each of the two locking devices, one on each side edge of the hinged deck 64, has been secured in unlocked position as described the hinged deck section can be raised by the herein described lifting apparatus until the deck section lifting apparatus until the deck section has been lifted to its upper position. Then the lever 222 of each of the two locking devices 170 can be lifted to free rod 188 and permit it to plunge forward by action of spring 204 until the forward end 190 engages flange 214. When it becomes appropriate to lower the hinged deck section, rod 188 is pulled back out of locking position until the top edge 228 of plate 200 engages detent 226 in latch 222. Then the deck can be lowered until it reaches its bottom or horizontal position. At that point latch 222 is released by raising it enough to clear top edge 228 so that spring 204 can force the rod forward end 190 into contact with flange 216.
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--` 200~947 The foregoing detailed description has been given for clearness of understanding only, and no un-necessary limitations should be understood therefrom, as modifications will be obvious to those skilled in the 5 art. .
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Claims (30)
1. A railroad car for transporting vehicles comprising:
a first deck having side sills and being sup-ported near each end by a railroad truck;
a vertical side wall along each side of the car;
each side wall including a plurality of spaced apart vertical columns having lower ends fixedly con-nected to each of the side sills;
a second deck horizontally located above the first deck and rigidly and fixedly connected to the columns;
the second deck having a hinged end section, which can pivot about a horizontal lateral axis;
the hinged section being vertically pivotal and having side edges;
the end of the car beneath the hinged section having a rotatable substantially horizontal shaft ex-tending laterally across the car and terminating in first and second ends adjacent respective side sills;
means on the shaft first and second ends to apply torque to the shaft to rotate it in one direction and then in a second but opposite direction;
an axially displaceable member along each side wall operatively engaging means on the shaft so that rotation of the shaft in one direction axially mechanically extends the displaceable member and raises the second deck hinged section and rotation of the shaft in a second but opposite direction mechanically retracts the displaceable member and lowers the second deck hinged section; and each of the axially displaceable members having a lower end pivotally connected to the first deck and an upper end pivotally connected to a respective second deck side edge to raise and lower the hinged deck when the axially displaceable member is extended and retracted.
a first deck having side sills and being sup-ported near each end by a railroad truck;
a vertical side wall along each side of the car;
each side wall including a plurality of spaced apart vertical columns having lower ends fixedly con-nected to each of the side sills;
a second deck horizontally located above the first deck and rigidly and fixedly connected to the columns;
the second deck having a hinged end section, which can pivot about a horizontal lateral axis;
the hinged section being vertically pivotal and having side edges;
the end of the car beneath the hinged section having a rotatable substantially horizontal shaft ex-tending laterally across the car and terminating in first and second ends adjacent respective side sills;
means on the shaft first and second ends to apply torque to the shaft to rotate it in one direction and then in a second but opposite direction;
an axially displaceable member along each side wall operatively engaging means on the shaft so that rotation of the shaft in one direction axially mechanically extends the displaceable member and raises the second deck hinged section and rotation of the shaft in a second but opposite direction mechanically retracts the displaceable member and lowers the second deck hinged section; and each of the axially displaceable members having a lower end pivotally connected to the first deck and an upper end pivotally connected to a respective second deck side edge to raise and lower the hinged deck when the axially displaceable member is extended and retracted.
2. A railroad car according to claim 1 in which:
the axially displaceable member includes a linear actuator;
the linear actuator comprises a stationary substantially cylindrical housing circular in lateral section and having therein an axially turnable screw means which is longitudinally stationary;
the screw means and the displaceable member being axially telescoped with respect to each other;
a block means mutually engaging the screw means to the axially displaceable member;
means engaging the screw means and the axially displaceable member to prevent axial rotation, but to permit axial movement, between them; and the means by which the axially displaceable member operatively engages the shaft includes the screw means and the block means.
the axially displaceable member includes a linear actuator;
the linear actuator comprises a stationary substantially cylindrical housing circular in lateral section and having therein an axially turnable screw means which is longitudinally stationary;
the screw means and the displaceable member being axially telescoped with respect to each other;
a block means mutually engaging the screw means to the axially displaceable member;
means engaging the screw means and the axially displaceable member to prevent axial rotation, but to permit axial movement, between them; and the means by which the axially displaceable member operatively engages the shaft includes the screw means and the block means.
3. A railroad car according to claim 2 in which the axially displaceable member includes:
a movable tube essentially permanently positioned in the housing and having an outer end portion projecting out of the housing; and a link member joined to the movable tube outer end portion and pivotally connected to the second deck side edge.
a movable tube essentially permanently positioned in the housing and having an outer end portion projecting out of the housing; and a link member joined to the movable tube outer end portion and pivotally connected to the second deck side edge.
4. A railroad car according to claim 2 in which each housing is pivotally laterally connected to a first deck side sill.
5. A railroad car according to claim 2 in which the horizontal shaft includes:
an extension projecting outward past the linear actuator housing; and the extension having an outer end engageable by means to rotate the shaft in both directions.
an extension projecting outward past the linear actuator housing; and the extension having an outer end engageable by means to rotate the shaft in both directions.
6. A railroad car according to claim 1 in which the horizontal shaft includes:
extension means projecting beyond each side of the first deck; and the extension means is engageable by means to rotate the shaft in both directions from both sides of the car.
extension means projecting beyond each side of the first deck; and the extension means is engageable by means to rotate the shaft in both directions from both sides of the car.
7. A railroad car according to claim 1 in which the side sills extend above the first deck and the shaft is about flush with the top of the first deck.
8. A railroad car according to claim 7 in which the end of the car below the hinged portion has a pair of ramps which are higher at the end of the car than inward from the car end, each ramp has a top, and the shaft extends under the top of the ramps.
9. A railroad car according to claim 3 in which the link member includes a section which sub-stantially telescopes over the outside of the housing to maintain axial alignment between the housing and link.
10. A railroad car according to claim 9 in which the section is tubular.
11. A railroad car according to claim 4 in which each side sill is hollow and extends above the first deck, the shaft is about flush with the top of the first deck, and a lower portion of the housing is positioned in the side sill.
12. A railroad car according to claim 1 in which:
each hinged section has an outer end with lock means attached to it to movably secure the outer end in upward and downward positions; and means which maintains the lock means in a non-locking position so that the hinged section can be raised and lowered, unrestrained by the lock means, by rotating the shaft until the hinged section is in the desired position and then the lock means can lockably secure the hinged portion in a desired position.
each hinged section has an outer end with lock means attached to it to movably secure the outer end in upward and downward positions; and means which maintains the lock means in a non-locking position so that the hinged section can be raised and lowered, unrestrained by the lock means, by rotating the shaft until the hinged section is in the desired position and then the lock means can lockably secure the hinged portion in a desired position.
13. A railroad car according to claim 2 in which each side sill has a top about flush with the first deck, the shaft is about flush with the top of the first deck and a lower portion of the housing is positioned on the top of the side sill.
14. A railroad car according to claim 13 in which the housing is pivotally laterally connected to the side sill.
15. A railroad car according to claim 13 in which the end of the car below the hinged portion has a pair of ramps which are higher at the end of the car than inward from the car end, each ramp has a top, and the shaft extends under the top of the ramps.
16. A railroad car for transporting vehicles comprising:
a first deck having side sills and being sup-ported near each end by a railroad truck;
a vertical side wall along each side of the car;
each side wall including a plurality of spaced apart vertical columns having lower ends fixedly con-nected to each of the side sills;
a second deck horizontally located above the first deck and fixedly connected to the columns;
the second deck having a hinged section joined to each opposing end of a central portion, rigidly and fixedly connected to the columns, to pivot about a hori-zontal axis;
each hinged section being vertically pivotal;
each hinged section having side edges;
each end of the car having a rotatable sub-stantially horizontal shaft extending laterally through the car and terminating in first and second ends adjacent respective side sills;
means on the shaft first and second ends to apply torque to the shaft to rotate it in one direction and then in a second but opposite direction;
each end of the car having an axially dis-placeable member along each side wall operatively engaging means on the shaft so that rotation of the shaft in one direction axially mechanically extends the displaceable member and raises the second deck hinged section and rotation of the shaft in a second but opposite direction mechanically retracts the displace-able member and lowers the second deck hinged section;
and each of the axially displaceable members having a lower end pivotally connected to the first deck and an upper end pivotally connected to a respective second deck side edge to raise and lower the hinged deck when the axially displaceable member is extended and retracted.
a first deck having side sills and being sup-ported near each end by a railroad truck;
a vertical side wall along each side of the car;
each side wall including a plurality of spaced apart vertical columns having lower ends fixedly con-nected to each of the side sills;
a second deck horizontally located above the first deck and fixedly connected to the columns;
the second deck having a hinged section joined to each opposing end of a central portion, rigidly and fixedly connected to the columns, to pivot about a hori-zontal axis;
each hinged section being vertically pivotal;
each hinged section having side edges;
each end of the car having a rotatable sub-stantially horizontal shaft extending laterally through the car and terminating in first and second ends adjacent respective side sills;
means on the shaft first and second ends to apply torque to the shaft to rotate it in one direction and then in a second but opposite direction;
each end of the car having an axially dis-placeable member along each side wall operatively engaging means on the shaft so that rotation of the shaft in one direction axially mechanically extends the displaceable member and raises the second deck hinged section and rotation of the shaft in a second but opposite direction mechanically retracts the displace-able member and lowers the second deck hinged section;
and each of the axially displaceable members having a lower end pivotally connected to the first deck and an upper end pivotally connected to a respective second deck side edge to raise and lower the hinged deck when the axially displaceable member is extended and retracted.
17. A railroad car according to claim 16 in which:
the axially displaceable member includes a linear actuator;
the linear actuator comprises a stationary substantially cylindrical housing circular in lateral section and having therein an axially turnable screw means which is longitudinally stationary;
the screw means and the displaceable member being axially telescoped with respect to each other;
block means mutually engaging the screw means to the axially displaceable member;
means engaging the screw means and the axially displaceable member to prevent axial rotation, but to permit axial movement, between them; and the means by which the axially displaceable member operatively engages the shaft includes the screw means and the block means.
the axially displaceable member includes a linear actuator;
the linear actuator comprises a stationary substantially cylindrical housing circular in lateral section and having therein an axially turnable screw means which is longitudinally stationary;
the screw means and the displaceable member being axially telescoped with respect to each other;
block means mutually engaging the screw means to the axially displaceable member;
means engaging the screw means and the axially displaceable member to prevent axial rotation, but to permit axial movement, between them; and the means by which the axially displaceable member operatively engages the shaft includes the screw means and the block means.
18. A railroad car according to claim 17 in which the axially displaceable member includes:
a movable tube essentially permanently positioned in the housing and having an outer end portion projecting out of the housing; and a link member joined to the movable tube outer end portion and pivotally connected to the second deck side edge.
a movable tube essentially permanently positioned in the housing and having an outer end portion projecting out of the housing; and a link member joined to the movable tube outer end portion and pivotally connected to the second deck side edge.
19. A railroad car according to claim 17 in which each housing is pivotally laterally connected to a first deck side sill.
20. A railroad car according to claim 17 in which the horizontal shaft includes:
an extension projecting outward past the linear actuator housing; and the extension has an outer end engageable by means to rotate the shaft in both directions.
an extension projecting outward past the linear actuator housing; and the extension has an outer end engageable by means to rotate the shaft in both directions.
21. A railroad car according to claim 16 in which the horizontal shaft includes:
extension means projecting beyond each side of the first deck; and the extension means is engageable by means to rotate the shaft in both directions from both sides of the car.
extension means projecting beyond each side of the first deck; and the extension means is engageable by means to rotate the shaft in both directions from both sides of the car.
22. A railroad car according to claim 16 in which the side sills extend above the first deck and the shaft is about flush with the top of the first deck.
23. A railroad car according to claim 22 in which each end of the car has a pair of ramps which are higher at the end of the car than inward from the car end, each ramp has a top, and the shaft extends under the top of the ramps.
24. A railroad car according to claim 18 in which the link member includes a section which sub-stantially telescopes over the outside of the housing to maintain axial alignment between the housing and link.
25. A railroad car according to claim 24 in which the section is tubular.
26. A railroad car according to claim 19 in which each side sill is hollow and extends above the first deck, the shaft is about flush with the top of the first deck, and a lower portion of the housing is positioned in the side sill.
27. A railroad car according to claim 16 in which:
each hinged section has an outer end with lock means attached to it to movably secure the outer end in upward and downward positions;
said lock means including a laterally movable lock rod along each hinged section side edge;
the rod having a forward end extendable beyond the hinged section side edge into locking engagement with a retainer on the adjoining car wall;
spring means which forces the rod into tight locking position with the retainer when the hinged section is in raised position or lowered position; and means which maintains the lock rod in a retracted non-locking position so that the hinged section can be raised and lowered, unrestrained by the lock rod, by rotating the shaft until the hinged section is in the desired position and then the lock rod can lockably engage the retainer.
each hinged section has an outer end with lock means attached to it to movably secure the outer end in upward and downward positions;
said lock means including a laterally movable lock rod along each hinged section side edge;
the rod having a forward end extendable beyond the hinged section side edge into locking engagement with a retainer on the adjoining car wall;
spring means which forces the rod into tight locking position with the retainer when the hinged section is in raised position or lowered position; and means which maintains the lock rod in a retracted non-locking position so that the hinged section can be raised and lowered, unrestrained by the lock rod, by rotating the shaft until the hinged section is in the desired position and then the lock rod can lockably engage the retainer.
28. A railroad car according to claim 17 in which each side sill has a top about flush with the first deck, the shaft is about flush with the top of the first deck and a lower portion of the housing is positioned on the top of the side sill.
29. A railroad car according to claim 28 in which the housing is pivotally laterally connected to the side sill.
30. A railroad car according to claim 28 in which each end of the car has a pair of ramps which are higher at the end of the car than inward from the car end, each ramp has a top, and the shaft extends under the top of the ramps.
Applications Claiming Priority (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| US31801689A | 1989-03-02 | 1989-03-02 | |
| US318,016 | 1989-03-02 |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CA2001947A1 true CA2001947A1 (en) | 1990-09-02 |
Family
ID=23236262
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CA 2001947 Abandoned CA2001947A1 (en) | 1989-03-02 | 1989-11-01 | Railroad car for automobile transport with hinged deck lift apparatus |
Country Status (1)
| Country | Link |
|---|---|
| CA (1) | CA2001947A1 (en) |
-
1989
- 1989-11-01 CA CA 2001947 patent/CA2001947A1/en not_active Abandoned
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Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| FZDE | Dead |