CA2286991A1 - Autorack rail car structure - Google Patents

Abstract

A rail car has a substructure, a superstructure and intermediate webwork sides joining the substructure and the superstructure to form a truss-likes structure for carrying automobiles.
The resultant truss-like structure does not have a straight through center sill, but does retain end stub sills. The main deck of this structure can be depressed between the rail car trucks, and, in combination with a vehicle supporting deck structure allows vehicles of a greater height to be carried in the depressed center than over the end structure above the rail car trucks. The integrated structure, including a structurally significant roof frame, is also used to support the vehicle carrying decking.

Description

U~1, ly, 1~J~ b;U4C1Y1 1V V, G~4D f, Ref 490~711~1 ENT, LICATION FOR CANAD~~ATENT
~'O ALL WHOM Y'I' MAY CONCER1V:
SE IT KNOWN THAT W8, Greg Aziz, of Ontario Canada, Ilario A. Coslovi, of 796 Forest Crlen Avenue, Burlington, Ontario L7P 3 S3;
and Mohamed A. Khattab, of 2131 Larabee Court, Burlington, Ontario Canada L'7p 353, al! Citizens of Canada, have invented an: A,UTORACK RAIL, CAR
STRUCTURE of which the following is a specification, A ~>'TORAI>C,~'~~CTURE
R~'LD OF THL INVENTION ~ ' This invention relates to structures for rail care such as may be applicable, for example, to rail car$ for carrying automobiles, trucks ar other vehicles.
BACI~C=ROUND OF THE INVEN'1<'I~N
As a general principle of tai! car design and operai:ion it is advantageous to maximize the ratio of gross (fully loaded) car weight to light (empty) car weight, sa that effort expended to drive a train is used to move freight, rather than merely to move the weight of the rail cars.
This can be dons in throe ways. First, the weight of t:he load can he increased, up to a regulated limit. Second, the weight of the rail car can be reduced. Third, the versatility of the rail car can be improved so that it spends less time rollling empty or partially empty. rn applying this principle to automobile carrying rail cars, improvements in the versatility of stacking more than one layer of automobiles pct car and in reducing rail car weight tend to improve energy e~cisncy per unit of weight carried.
ltsil cars have long been used to carry automobiles. An early method w$s to carry automobiles or trucks on standard flat cars. zn the flatcar type of design, the automobiles ao were loaded on a flat deck, and the main fore-and-aft structural member of the rail car was a centre sill, Automobiles are a relatively lorw density load, unlikely to reach the rail car lading limits. Consequently, from at least ae early as U.S. Patent No, 1,2.29,374 issued June 12, 1917 to Youngblood, attempts have been made to stack vehicles and thereby increase the load carried by each rail car.
Ono way to allow higher stacking was to use a centre-depressed rail car as shown in U.S. Patent No. 1,894,534 issued October 9, 1931 to Dolan, in which the main forerand-aft structural members, a pair of side sibs, drop down between the rail car trucks. Youngblood used a full length lifting deck which permitted two loading configurations - a lowered position, and a raised position.
Youngblood shouts a lifting structure installed on an existing car and surrounded by box car sides. Later designs show a flatcar deck and spaced apart vertical stanchions from which the automobile decks era suspended. This kind of flat-car with stanchion structure is 20679063.

NU, Zy46 UG'1', 19. 19~y ~:~S~M
-s shown, far example, in U.S. Patern No. 3,119,350 issued Jan. 28, 1984 to Bellingher; U,S.
Patent No, 3,205,836 issued Sept. 14, 1965 to Wojcikowski; L1,S. Patent No.
3,221,689 issued Dec. 7, 1965 to Baker et al., U.S. Patent No. 3,240,167 issued lVlarch 15, 1986 to ldodesta et al.; and U. S. Pateat No. 3,347,049 issued Dec. 15, 1970 to Sanders.
In one currently used design a flatcar weighs roughly 50,000 Lbs., and the automobile supporting superstructure weighs more than 32,004 Lbs,, for a total of 92,000 Lbs. For an automobile load of 90,000 Lbs., roughly half of the haulGng effort is expended to move the rail cars, And, on the return journey the care tray be empty, Automobile carriers, having had a long hiatoric~al descent from flat cars, have net tendod to ha'vo had subatarnial roof structures. Coverings, if used at ail, have tended to be supported on the tops of the vertical stanchions, and have tended to involve only secondary or tertiary structural auppart. The primary structural members have remained the longitudinal 1 S main sills at the main deck level, whether along the centre of the car, or as large side sills on centre-depreasad cars or wall cars.
A rail car can be idealised as a beam simply supported at, or near, its ends by a pair of rail car trucks, The span of the beam is typically b0 to 75 feet. It must withstand longitudinal loads in tension and comproasion, and longitudinally ,distributed loads acting vertically causing the beam to bend. Design is limited by the yirld stress of the material at the point of maximum bending moment. For a known maximum load distrlbutian, the maximum stress in the material is reduced when the second moment of area of the structure i8 large and when a relatively larger share of the material of tho section is concentrated far from the neutral axis of the section, Use of a deep section with well spaced flanges is likely to permit a smaller quantity of material to be used to parry the same load. Tfiaa by using a truss and so deepening the beam, there is an opportunity to reduce the thickndss of the remaining material.
It remains to consider the versatility of exiiating automobile carrier designs.
Wojcikowaki used three decks running the entire length of the car, those decks being movable to the desired heights for carrying cars. U.S, Patent No. 3,221,659 issued becember 7, 1965 shows another Idnd of adjustable tri-level full-length deck car.
Another tri-level car, with fxed height decks is shown in U.S. patent No. 3,240,167 issued February 27, 1981 to Padesta et al., has $artgplanks to permit automabites to bt: driven from ono rail car to the next in ~ mufti-car train, thus simplifying loading, ao~7so~. i luu, C~4b r, a uur, u. u~~ a:ubrM
-3.
it is advantageous to be able to cant' different heights of vehicles on one train, ar to be able to convert from a thrca level train, for carrying sedans, to a two level train, for carrying utility vehicles, for example, since this may allow an operator to reduce the amount of empty, or less than full, operation.
According to the American Association of Railroads standards, the end of a lower deck of a bi-level car should be located 3'- 8 lr2" above the; top of the rail far a flew rail car.
Tho upper deck should have a minimum clearance of T 3" above the lower deck, and a maximum height of 11' - 3" above the rail. The roof s~:ructure should have a minimum clearance of 7' 9 t~4" above the upper deck, and the overall rail car height of a car falling within AAR Plate F, taken at the rail cac centre line should riot exceed 19'y1". Cars that exceed plate F will can have higher roof structures.
Similarly, the deck heights fnr a tri-level car require that (a) the Iowast deck be 2' 7 1/2" above rail; (b) the middle deck be 8' - 0 11116 " above rail, with a minimum clearance of S' Z 3!8" above the lowest deck; (c) the top deck ba 13' - ~E 3/8" above rail, with a minimum clearance of 5' - 1 718" above the middle dock; and (d) the maximunn rail car height at centre line is 19' - 1" with at least 5' - 5 11/16" clearance above the top deck.
It can be seen from these dimensions that the difference in dimensions between the upper deck of a bi-level configuration and the tap deck of a tri-level configuration is, ideally, 3rBw. Similarly, the difference in dimension between the upper deck of a bi-level configuration and the middle deck of a tri-level eonfiguradon is 38 sn6°~, Given these differences in heights, it would be advantageous to have a deck adjusting system capablo of 25 moving the top and middle dxks through unequal distances, The requirements of automobile mantlfactuxers may change from time to time, according to the mix of vehicles Bald in tllo marketplace. ~fn some circumstances it may be advantageous to employ decks that can be positively and independently driven to provide whatever mix of duck heights may be required, to move the middle desk without moving the upper desk, or to move the upper deck without moving this middle dock, to move both the middle snd upper decks to the level of the main deck to permit an aver tall objet to bo carried, of for some other reason. It may also be desirable to be able to raise or lower one portion of a deck, such as the end portions of the middle deck ovor the bolsters, without having to movo the'ernire deck.
Z~b79063.1 1~U, ~Ly4b r, u~~l, ly. lyUy ~:Ube~t one way tv achieve a higher loading per unit weight of the rail rar, and so make the rail car more ef~vient, is to incraaso the length of the car. However, once the truck canter distance of the car exceeds 46 ft. 3 in., the width of the car must be reduced to account for S awing out as the car travels through corners, At the same time, auto rack rail care tend to be as tall as can be allowed, to permit triple deck loading. 'fhe need to door thieves, and to prevent damage to automobiles during transit, gives rise to the need for an enclosure, or canopy. The combined effect of these factors is to suggest a car that is long, and thin, and tall. The aspect ratio of height to width becomca large, typically somewhat grater than 2 to 1 with height as measured from the shear plate over the main bolster at eathcr truck to the crown of the rood and width as raeasurod at the thickness of the mid-span point of the car over the sides sills. When the middle and upper decks of a triple deck cu are fixed in place, the knee braeea of the decking and the decks themselves tend to help to provide lateral stability in the structure. However, when it is necessary to provide movable decks, the lateral tying efFect of the deckir~ is greatly reduced, and sido-to-side swaying may tend to bo more pronounood. It is advantageous to employ a sturdier roof structure to tie the aides of the car together, and an integratod awcture in which tho car acts as an open truss is desirable.
The issue of swim out is most pronounced at the center seotion of the span.
There 2o tends to be little or no appreciable Swing-out at the main bolsters. The maim bolsters extend on the transverse perpendicular dirxtion, relative to the longitudinal, or rolling, direction of the car, and tend to intersect the main center sill (if the car has one, or stub Bill if not) at the truck center. Even at the truss frarnea immediately adjacent to the truck centers the amount of swing-out is rolativaly slight. In those circumstances the maim bolster, or the adjacent cross-bearers, can be extended beyond the nominal width of tho car (that ie, the width taken at mid span). As the local resistance to intern! deflection is a :function of the depth of the side wall posts, as measurod from the innermost flange to the outermost flange of the post, and as that resistance may tend to vary as the cube of the depth of the posts, even a small increase in effective post depth may tend to provide a significant increase in resistance to swaying, Another way to increase the versatility of the car is to facilitate the carriage of other types of load. For example, an the return trip to any automobile assembly plant, when the car might otherwise nm empty, there may be the opportunity to load parts from a component supplier and carry them for part or all of the return trap to the automobile assembly plant, thus increasing overall utilis$tion of the rail car, However, parts tE;rminal loading docks tend to be 346790fi3.1 UU1, lU. IUJU ~;UbYIH 1VU, Cy4b t', lU

built alongside a railway siding in anticipation of loading tJtrough the side doors of a box car.
Pallets of part$ tend sot to be loaded in the circus loading manner by which automobiles are generally loaded onto auto rack cars. It would be advantageous to be able to Load parts auto an auto rack car from the side.
Pallets of automobile parts are generally loaded on i7at decks, When an auto rack car employs a weh between a pair of rail car trucks, the main deck is no longer flat, and the loading of Qallets is utore dif~lcult. When the autorapk car id being used to back-haul parts it would be advantageous to be able to cover over the well with relatively flat decking" such that the loading of pallets can be facilitated. Such loading can be further assisted by providing a trackway along which pallets can be moved on wheels or rollers, and then seated in place.
The use of a side door in the suspended span of an auto rack car may tend to represent a weatcer region in the truss or beam. In that case the local depth of section of the roof and of the under-structure of the car tQ carry shear past the door, a~td the ability of the roof structure to share the load with the under-structure of the car non be a significant advantage.
Furthermore, in terms of an overall integrated structure, the depth of section is maximized when the lower and upper flanges are separated by the llargeat distance. In terms of the substructure of the car, this depth is greatest when a cettter sill is used in an integrated combination with a pair of side sills. When the roof atructu~rd parries a aigni~cant portion of the load, it may tend to be possible to use a relatively shallow center sill, having a relatively broad bottom flange most distant from the roof structure, and an upwardly and outwardly angled deck structure to carry shear between the main sill and the aide sills.
The use of a shallow center sill permits a depression, or well, to be fvrmerd between the end trucks such as may be desired for parrying automobile of greater height.
Irt the past, the placement of autorack car access ladders has been complicated by the aced to accommodate motion of the comnnonly used radial arm door. An early example of radial arm door is shown In U,S. Patent 3,995,493 of Blunden. The use of a roll up door not requiring a radial arm mechanism tends to facilitate tocatian of the ladder.
Removal of the ladder from the end of the car, and placement within a door envelope not only removes concerns about interaction between the end doors and the ladder support structure, hut also permits access to the ladder to be controlled. When an external side door is locked, enclosing the ladder, it may tend to ba more difficult for thieves to gain access to the roof of the car.
zos~aat.i 1V V, LJ'tV
Vu l, 1J. 1JJJ U~UfWu In an aspect of the invention there is an auto rack rail Gar. It has an auto rarer rail ear body mounttd upon a pair of spaoe~d apart rail car trucks. '.Che rail car body includes decking upon which automobiles can be earned. Tlae body has a first end portion carried over one oftho trucks, a second end portion carried over the other of the trucks and a medial portion connected to the end portions and lying botwccn the trucks. The end pcri'tions havo an end portion outside width. The medial portion has a medial portion outside width. The end portion outside width is grtater than the medial portion autsidc width.
In another aspect of the invention thorc is an auto rack rail car body can'ied upon a pair of spaced apart rail car trunks. The body hen a first e7nd portion carried over one of the trucks. The body has a second end portion carried over tree other of the trucks; and a waist between the first and second end portions. The waist is nan-ower than the first end portion.
In another Feature of that aspect of the invention thef trucks have truck certers and the auto rack car has a longitudinal center line runttiag between the trunk centers. The auto rack car has a pair of side sills, and the width of the waist is measured across the side sills at a mid a~ span position mid way between the trucks. At least ono of the end portions has a bolsttr.
The bolster has distal ends extending to either side of thn longitudinal center tine and the width of the end portions is measured over the distal ends of the bolsters.
In anothd' aspect of the invention there is an auto rack rail car having a main deck, a first moveable deck mounted above the main desk, and av second moveable deck mounted above the first moveable deck. The first and second moveable docks are moveable to a bi-level position. In the bi-level position the first moveabGe deck lion adjacent to at Ieast a portion of the main deck and the second moveable deck J,ies in a gosition spaced from the t3rst deck to permit automobiles to be carried upon the first and second desks, The first and 3o second docks are moveable to a tri-level position, In the ttx~levol position the fast moveable deck is raised to a level to permit automobiles to be carried on the main deck, and the second moveable deck is raised #o a level to permit automobiIe$ to be carried on the first and second moveable decks, In aztother aspect of the invention there is an au~co rack rail car having a pair of zo~~s~. ~

_7_ upwardly extending, spaced apart side walls, and, between the side walls, a mace deck, a ffrst moveable deck mounted above the rrrain deck, and a Second moveable deck mounted above the first moveable deck, The second moveable da:k has a pair of respective right and left hand deck halves each mounted to one of the side walls to pivot about a respective right hand or !eR hand Longitudinal axis. The first and second moveable decks are moveable to a bi-level position. In the bi-level position the first mom:able deck lies in a position spaced from the first deck to permit automobiles to be carried upon the main deck and the first moveable deck. The halves of the second moveable deck lies in a $rst pivoted position adjacent the respective walls. The first and second moveable decks are moveable to a tri-level position.
In the tri-level position the first moveable deck Lies iu a position to permit automobiles to be carried on the main deck, and the halves of the second moveable deck lie in a secaad pivoted position. In the second position the halves are c~a-operable to permit automobiles to bo carried on the first aad second moveable decks.
In another aspect of the invention there is a main deck, a first moveable deck mounted above the main deck, and a second moveable deck mounted above the first moveable deck, The drat and second moveable decks are moveable: to a bi-level position. In the bl-Ievel position the first moveable deck lies in a position spaced from the main deck to permit automobiles to be carried upon the first moveable deck and the main decks, and the second moveable deck is moveable to a raised, storage position above the first moveable deck. The first and second decks are moveable to a tri-level position. In the tri-level position the first moveably deck is lowered to a second, reduced heiight, level to permit automobiles to be carried on the main deck, and the second moveable deck is lowered from the raised, storage position, to a level to permit automobiles to be carried an the first and second moveable decks.
In another aspect of the invention there is a gair of apae0d apart rail car trucks and an auto rack rail car body carried thereupon. The body has sidewalls, a roof, a pair of longitudinal ends, and at (east one end door located at one of the longitudinal ends to permit loading of automobile from the one longitudinal end. There is decking carried within the body to permit the carriage of automobiles. At least one of the walls has a aide wall opening defined therein to permit loading of cargo onto the )rail! car through the opening, In anothar aspect of the invention there is a pair of spaced apart rail car uucks and as aura rack rail car body mpt,anted thereupon. A main deck has a first end portion lying over aos~oas.r uu~r, ly, 1~~~ ~:u~rM ~u, Cy4b r, l~
_$_ one of the trucks, a second end portion lying over the other of the trucks, and a depressed center portion lying between the trucks, The end portions lie at a level higher than the depressed center portion and are connected to the depressed center portion by tamping. A
first moveable deck is mousited above the main deck. The first moveable deck is moveable to a lowered position impeding access to the depressed Center section, and to a raised position permitting automobiles to be conducted along the tamping to a loaded position upon the depressed center portion.
BRIEF DESGBI»'IUN OF TFlfE DRAWIlYGS
For a better understanding of the present invention and to show more clearly how it may be carried into effect, reference will now be made by way of example to the aoeompanylng drawings, which show an apparatus according to the preferred embodiment of the present invention and in which:
Figure 1 is a side view of a two unit articulated rail car for carrying automobiles embodying the present invention.
Figure Z is a perspective view of a skeleton of a single unit automobile rail car, with optional flat main deck, of construction similar to the articulated rail car of Figure 1.
Figure 3~t is a perspective view an '3a-3a' of the car carrier of Figure 1.
2a Figure 3b is a perspective view of a relatively flat decked rail car at ~
section corresponding to the section of Figure 3a.
Figure 3c is a perspective view o~ a prior art tall car at a section corresponding to the section of the automobile carrying rail car shown in Figure 3si.
Figure 4a is a perspective view taken from underneath the section of Figure 3a showing a stub sill and body bolster.
Figure db is a perspective view taken from below the section of Figure 3b.
Figure 4c is a perspective view taken from underneath the section of Figure 3c, showing an example of a prior art underfrnme construction.
Figure sa showy a partial end view of the rail car of Figure 1 in bi-level copfiguration.
Figure 5b shows a partial end view of the rail car of Figure i in tri-level can&guration.
Figure 6 is a simplified side view of the rail car of Figure i showing a movable deck operating mechanism.
Figure 7 is a conceptual p1$rt of a deck locking mechanism for the rail car of Figure 1.
Figure 8a is a conceptual view ofthe dock operating mechanism ofFigure 6.
Figure 8b shows a simplified diagram of a transmission system far driving the 20679943.1 -g-movable deck operating mechanism ofF'igure 6.
Figure 9a shows an enlarged side view of a porraon of the mechanism of Figure 6.
Figure 9b shown ~ and view ofs deck support corresponding to Figure 9a.
Figure i0s shows an alternative mechanism to that shown in Pigure 9a.
Pigure 10b shows a side view of the mechanism of Figure ioa.
Figure 11 shows $ bell-crank mechanism for use with the locking syatcm of Figure ~.
Figure 12a is a side view of a locking pin of the locking system of Figure 7.
Figure 12b shows a view on stepped section '12b-12b' of l~igurt 12a.
Figure 13a shows a perspective view of an arm for the locking system of Figurc'7.
Figure 13b is a view on arrow '13b' of Figure 13a, but with the arm shown in an intermediate position.
Figure 14 is a cross-section of a movable car desk for the rail car of Figure 1.
Figure 15 shows a perspective scrap view of the car deck of Figure 14 in the region of a deck hanger for connection to the mechanism of Figure d.
Figure 16a shows as isometric view, in partial scab section, of a side post and jack screw for use in moving darks;
Figure 16b shows a side view of the screw of Figure 16a and associated deck structure;
Figure 17 ahpws a schematic for a drive system for moving the decks of art auto rack car.
figure i8a shows an alternative moveable deck system to that of Figure 5a in a bi-leve! configuration;
Figure iSb shows the moveable deck system of Figure 18a in a tri-level configuration;
Figure 18c shows a detail of a~ deck of a middle deck of the deck system of Figura 18a;
Figure 19a shows an alternative moveable deck system to that of Figure 5a in a bi-level configuration;
Figure i9b shows the moveable deck system of Figure 19a ltl a tri-level conf guration;
Figure a0a shows an alternative moveable dock system to that of Figure Sa in a bl-level configuration;
Figure ZOb shows the moveable deck system of Figure 20a in a tri-level configuration;
Figure 21 shows a plan view of an alternative auto rack rail car to the rail car of 70699043.1 ul,l, 1~. 1JJJ ~:U~rIH 1VU, CJ4b r, 15 - io-Figure 1, having widened end portions;
Figure 2Z shows a view at the bolster ofthe auto rack rail car ofFigure 21;
Figure 23a shows a section along the longitudinal centerline of an alternative auto-rack >-ail car to the rail car of Figure 2 with the rail car in a tri-level configuration;
Figure 23b shows tile auto rack car of Figure 23a in a bi-level configuration;
Figure Z4s shows an alternative auto rack rail car to the rail car of Figure 23a in a tri-level configuration:
Figure 2~4b shows the rail car of Figure Z4a in a bi-level position;
Figure 25a shows an alternative auto rack rail car to the rail car of Figure 23a is a tri-level configuration;
Figure 25b shows the rail car of Figure 25a in a bi-levet position;
Figure 26a shows an alternative sofa rack rail car to the rail car ofFigure 23a in a tri-level configuration;
Figure Z6b shows the rail car of Figure 2da in a bi-level pasition;
Figure Z7 shows a cross-section of the substructure assembly of the rail car of Figure Zsa at mid span between the trucks; and Figure ~g shows a perspective view of the substructure assembly of Figure 27.
D
The description of the invention is beat understood by commencing with reference to Figure 1,~ in which some proportions have been exaggerated for the purposes of conceptual illustration, Figure 1 shows a two unit articulated rail-car, 20, each unit, Za or 24, having a support structure, namely a truss structure 2b, carried upon" and spanning, the longitudinal space between, an end truck 28 and an articulated truck 30, which it shares with the other unit.
Truss structure 26 supports ateging for carrying vehicles, namely a main deck 32, a middle deck 34, and an upper dock 3b upon which a load of automobiles 38 as trucks 40 caa be carried. Middle deck 34 and upper deck 36 are movable on a centrally controlled deck height adjustment system 42, ahawn schematically is Figure 6, which permits transformation from a bi-level configuration, or the reverse, to a tri-level configuration in a matter of minutes.
Figure 2, shows a truss structure 44 having substantially the same construction as 20479P6~.1 V V 1 . 1 J, 1 J J J U . U J 1 1~1 1 w V , L J 'f U 1 , 1 V

suss structure 2b, but intended for use as a single unit rail car, rather than as a unit of a multiple unit articulated rail car. It differs from truss structure 26 principally in that it is longer, and has an optional relatively pat deck, as opposed to a deep center depressed main deck. Where applicable, features shared by truss structure 26 and truss structure 44 are given the same identifying numbers in the various views, Truss structure 44 has a pair of side sills 46 and 48 bounding main deck 32. Stanchions, or uprights 50, are spaced oleos, and extend upwardly from, each of aide sills 4b and 48, to meet longitudinally extending top chords S2 and 54. Laterally mounted roof frames 56 extend above dock 3d as an overhead framework spanning the distance between cop chords 52 and 54. frames 56 have backs 58 and a pair of outwardly and dovvnwardly tending segmented legs 60. Each leg b0 terminates in a foot b2 mounted to top chord 52 or 54, as the case may be, immediately above the top end of a corresponding upright 50. Stringers G3, 64, b5 and 6u extend longitudinally between frames 56 at the aligned vertices of backs 5$ and legs 60 and at the kaee joints of lags 60. in the preferred embodiment described, chords 52 and 54 are 5" x 5" x 3/16" square steel tuba having a top surface nominally 210" above top of rail. The stringers are 3'' x 3" x 311G"
square steal tube, stringers b3 and b5 having upper edges nominally 231" above top of rail, stringers 64 and b6 having upper surfaces nominally 242" above top of rail.
Dther sizes of tube, angle iron and so on could be used without deporting from the spirit of the invention.
The rigidity of the truss ati-ucture 44 is enhanned, first, by diagonal members 68 and 70 extending upwardly from the junction of each penultimate upright 72 with sill 46, ar 48, to the junotion of each ultimate upright 74 and top chord 52, or 54; second by g8ncrous inner and outer stanchion root gusset plates 76 and 78; and third, by triangulating roof members SO
and 82, running an alternating diagonals between adjacent roof frames 56 and stringers 64 and d6. The final members of truss structure 26 are end frames 84 and $6, of reduced section, for supporting fore and a8 roof extensions 88 and 90. A fibreglass covering 92, shown only partially, is wrapped over truss structure 44 when complete.
In this way truss structure 44, and also truce structure 26, each have a substructure, whose elements include sills 46 and 48; an overhead superstructure, whose elements include top chords 52 and 54, roof frames 56, stringers, 63, b4, b5 and bb, and shear members 80 and 82; and webwork whose elements include uprights 50, gusset plates 76 and 78, and diagonal members 68 and 70. Other intermediate diagonal mtmbers may also be used without departing from the spirit ofthe invention.
aus~oss,i um. 1U, IUaU ~:UUru uu. LU4~ r, 11 By analogy to a deep beam, the substructure and the superstructure act in a manna similar to flanges, and the webwork is so named because it joins the substructure and the superstructure with an effect similar to the web of a beam. In such a form, the substructure and the superstructure will tend to co-operate, in connpression and tension respectively, to resist bending moments induced by vertical loads applied along truss structure 44. The effective depth o~ this quasi-beam is of the same order of magnitude as the overall height of the structure. This is sigaificantly greater than merely the local depth of section of a traditional center sill or a pair of side sills, In contrast to older style cars, rail car 20 has no continuous main centre sill. Furthermore, although side sills 46 and 48 are used, their local sectional area, and local second moment of area, is significantly reduced relative to traditional main, centre sills.
It will be noted that, disregarding the contribution of diagonal members, the cross sectional area of the superstrucxure whose elements include top chords 52 and 54, roof games 56, stringers, d3, 64, 63 and 66 is nominally about 15 in. sq. Tlte cross sectional area of the substructure, that is, side sills 44 and 46, is just over ~48 in. sq., giving a ratio of 5/16, or 31 %. It will be appreciated that other proporhions could be chosen, whether 115, 114, 113, 215, or another suitable ratio which provides both satisfactory resistance to bending and satisfactory resistance to longitudinal draft and buff loads, while maintaining an acceptable centre of gravity. Similarly, tlse second moment of area and the controidal height, that is, the height of the neutral axis in bending, may also differ from the values given for the preferred embodiment described. For exempla, for some purposes and lengths of automobile carrier second moments of area mey be Little more than 20,400 or 50,000 ins, for other purposes values in the range of 100,000; 200,000 ; 250,000; 370,400; 400,000 or 500,000 irr4 may be found to be more suitable, The centroidal height at a biven longitudinal section, whether at a location over the trucks or between the trucks may be at, or slightly above, dtck level, or they may be significantly higher, A centroidal height of 12 or 24 inches above the lowest, or main, deck can provide a significant improvement in structural characteriatica. As noted, the embodiments described above have centroidal heights more than 30 inches above the top of side sills 46 and 48. In the ease ofcenter-depressed units is which the main deck is suspended below the level of the side sills with the vehicle wheel trackway contact height as little as 15 inches above top of rail, cemroidal heights in the ;range of 50 to 60 inches, and perhaps as much as 75 inches above the traclsway at mid span are within the range of contemplation.
In Figures 3s and 4a, connector end structure 96 of a unit 22 of rail car 20 rests upon zu~~va.~

V~1, lU, 1~~U D~ lUIlP1 1V V, G,~4U f, iD' truck 30 on a center plate 98. 'fhe load carried by eentex plate 98 is spread lonplitudinally into stub sill 100, and thence 1$terally to side sills 4b and 48 by the transversely extending arms of main body bolster 102, end crass-beam 104, and first cross beam 106. As shown, stub sill 100 is broadest at its bi-forested outboard end, 108. (Other types of coupler and stub sill combinations ~uld be used). Stub sill 100 has an inwardly. narrowing bell mouth for accommodating a coupler llo, a medial portion of approximately constant suction extending between and cross beam 104 and main body bolster 102, and a tapering inward portion which ends at first cross beam 106. Left and right hand sheer plates 112 and 114 are welded between stub sill 100 and aide sills 46 and 48 respectively. They are loceted atop main body bolster 102 and end cross beam 104 and extend to the end of the car unit. They serve to encourage transfer of draft and buff loads between coupler 110 and side sills 46 and 48.
Shear plates 112 and 114 are welded to provide whoGl track vu~ays 116 straddling" and at a lower level than, the tap of stub sill 100, to allow a margin of extra height for vehicles loaded on the lowest deck.
Referring to Figures i, 3a and 4a, adjoining the iilboard edge of shear plates 112 nod 114 main deck 32 has a downwardly romped portion 118 lying generally inboard of main body bolster 10z and extending past first and second laterally erdending U-sectioned cross beams 106 and 122 to terminate at a generally level central depressed floor portion i24. The underside of depressed floor portion 124 is supported along the irltervenirlg span to another stub sill at the other end of rail car x0 by laterally extending U-shaped channel cross beams 130, 132, x34 and 136. Crass beams 106 and 122 extend perpendicularly between, and are welded to, side sills 46 and 48 at stations ~~ponding to the locations of uprights 50.
Beams 130, i32, 134 seed 136 also extend perpendicularly between, but at a level below, side sills 46 and 48 at stations corresponding to the stations of uprights s0. In these locations hangar brackets 140, 142, 144, and 146, and aide sheet 148 are used to provide a suitable load carrying connection, Manger brackets 140, 142, 144, and i46 may effectively serve as extensions of uprights 80. Main desk 32 is also suppmrted by track reinforcing channels 150 which run longitudinally between adjacent cross beams 106, 122, 130, 132, 134 and 136.

In the centre depressed articulated conf guration of Figures 1, a family van, or small utility vehicle, 138 is shown supported by central depressed floor portion 124, whereas vehicles of lower profiles, that is, vehicles of lower overall height, can be carried in areas at trucks 28 and 30.
10679063.1 uul, lU. IUUy a:lUru luu, Gy~~ r, iy Referring now to Figures 3b and 46, an alternative, relatively flat-deck structure has a center plate 98, a longitudinal stub sill Ioo, Bide Bills l~2 and 164; a main body bolster 10Z, end cross-beam 106, and first crass beam 104 ail substantially the same as in Figure 3a and 4a except as noted below. Main deck 152 has a first downwardly camped portion 154 lying generally between sad crass beam 106 and main body bolster IOZ, a generally level Landing portion 156 extending inboard from body bolster i02, a second downwardly camped portion 158, and finally, a relatively flat main deck floor 160 forming a wide, medial level web between side sills iG3 snd 164. The underside of main deck floor 160 is supported along the intervening span to another stub sill at the other end a rail car analogous to rail car 20 by laterally extending U-shaped channel crass beams 166 which extend perpendicularly between, and are welded to, side sills 162 and 1d4 at stations corresponding to the locations of uprights 50. Main dock floor 160 is also supported by track reinforcing channels 168 which run longitudinally between adjacent cross beams 166.
Hy contrast, as shown in Figures 3c and 4c, labelled "Prior Art", the dii~ereaces from the preferred embodiment of Figures 3a and 4a, and of the alternative embodiment of Figures 3b at~d 4b, can be seen. Figures 3c and 4C shave a eflntinuaus main sill 180, whose main, full depth portion 182 is absent fro~tt the structures illustrated in Figures 3a, 3b, 4a and 4b.
Although only four diagonal membtrB, 68 and 70, have been shown in Figure 2, a larger number of diagonal members could be used, ~~r large gusset plates, such as, for example gusset plates 76, 78 could be used at both tap and bottom ends of uprights 72.
Diagonal reinforcement members could equally be used between top chords 5~ and stringer 64 and 66 and adjacent frames 56.
Furthermore, the open webwork shown, of vertical stanchions, diagonal braces, and gussets could be replaced by an alternative shear trattaferring assembly, whether a latticework, a reinforced shell, a wall made from vertically corrugated sheet, or the like, By way of comparison, while the former, flat car type of structure had a second moment of eras for resisting longitudinal bending of roughly 12,000 ins, and a neutral axis at a height of roughly 24" above the top of the rail. That i$, the neutral axis of the former structure was below the level a~ the main deck, In the eentrQ depressed embodiment described, each of units 2Z and Z4 has a designed efFective second moment of area at mid-span in excess o'.f 454,000 ins, with a neutral axis some 70 inches above the top of the rail, zos~oa3.i vm, lU, lU~y 0, llrir~ nv, LU4U r, LU

that is, mare than 30 inches above the main deck level over the end trunks.
The flat decked embodiment of truss structure 44 has a designed mid-span effective second moment of area in excess of 400,000 in°, and a neutral axis morn than 70 inches above the top of the rail. The oombined effective mid,apan cross-sectional area of aide sills 46 and 48, estimated to be less than SO in.sq., is leas than the farmer main central sill ekfeetive area of about b0 in. aq, and markedly less than the combined former affective cross section of side sills and centre sill of roughly 7b in, sq. In the case of the mid-span of truss structure d4 the comparable design effective area is less than 45 in sq. Tho corresponding seGtloual weights per lineal foot TCflect this difference.

Figure$ 5a and 3b shorw half sections of unit 2~ of rail cat 20 havln8 middle deck 34 and an upper deck 3d in a bi-lovel configuration such that vehicles may bo carried on main deck 32 and upper dock 36, but not on middle deck 34. By contrast, Figure Sb shows rail car Z,0 in a tri-level configuration in vsrhich middle deck 34 has bean lowered to position 1V>4, and upper deck 36, has been raised to a position T~ such that three levels of vehicles can carried instead of two. Further, the use of deck height adju6tmont system 4~, in conjunction with a rail car, such as rail car 20, having a centre depressed :main deck can allow taller vehicles, i.e., vehicles having greater height, such as utility vehicle 138 to be loaded while middle deck 34 is in a raised, or partially raised, position. Deck 34 may then be lowered, locked in place, and loaded, In the preferred embodiment shown, in which the dimensions refer to rail car ZO in an unloaded condition, as designed, the topmost surface of stub sill 100 is located 4I" above the tap of the railway track. The upper surfaces of shear plates 112 and 114 have an unloaded design height of 38" above rail, The clearance from shear plates 112 and 114, tv the underside of middle deck 3d is $7" in the bi-level configuration paaition M,, Tho mld~ear upper surface of main deck 32 is 31, 5" above rail, giving a corresponding clearance of 93.5".
Also in Figure 9a, the uppermost surface of upper deck 34 , at poeitio~ Ti is roughly 131 3/4" above rail, and has a centre-line vertical clearance inside roof frames Sd of 93 1/4". The position of upper deck 36 la dr~ignated in Figure 5a as 'Ti. In the tri-level configuration of Figure 5b, ax position Me, middle deck 34 has been lowered roughly 31 l/8" to have a centre line eloarance of d2 3/$" from main deck 32, and upper deck 36, at position Te, has been raised to have a centre-line clearance of roughly 67" inside roof frames 5b, This loaves a clearance of 61 7/$" between upper deck 36 and middle deck 34, 1067906'3.1 u~l, u, u~~ ~: uriH uu, ~~4e r, ~i -16w Adjustmant of the positions of upper deck 36 and middle deck 34, is described with the aid of Figures 6 thrau~h 15. heck height adjustment systems 42 is controlled by an operator who turnis a crank 202 connected to the input shaft of a gear reducer 204. An output shaft 205 from gear reducer 204 extends across rail car 20, Shad 206 drlvas a pair of left and S right side end sprockets 210 and 212, and, by means of left and right side bevel gear sets Z14 and 21d, loft and right hand coaster-rotating fore and aft drive shafts Z18, 220, 222, and 224.
Each of these drlvc shafts leads to an output pair of bevel dears z2b, 228, 230 and 232 respectively, which each drive a stub axle 234 aad outboard drive pinion 23b.
Each of drive pinions 210, Z1.2, or 235 imparts motion to a lower partial chain 238, Chain 238, a pair of wire ropes 240 and 242 and a driven partial chain 244 farm a loop for driving a driven sprocket 245. l7rivea sprocket 245 is connected to one of several pairs of rotating arms and drag-links, each ultimately connected to the middle and upper decks, such as wit) be more f1~11y described below, Through this transmission a person (or a motor) turning crank Z02 can adjust the levels of middle deck 34, and upper deck 36.
It will be noted that crank ZOZ is shown at two different heights relative to gear reducer 204. These locations are designated as HI and Hs, and are joined by a common chain loop. Crank 202 has a removable handle that its into a socket at one or the other height, as can be chosen by the operator. In some circumstances the rail car may be drawn up next to a platferm, such that the crank would be at the operator's foot level.
In that case the operator can fit the crank into the upper socket at location Ha. In the case wherr the rail car la not next to a platform, the upper crank location could be uncomfortably high, In that case crank 102 would be inserted in the lower crank location H~, In Figure 7, three pairs of arms, 250, 252, and 234 arc pivotally mounted at forward, central, and aft positions on suitable support structure, such as uprights 50.
Another three pairs of arms 256, Z58 and 2b0 arc located on the opposite side of the rail car in corresponding positions. Irr shorter units, two mechanisms may be used.
As shown in Figure 9s, each pair of arms is matzntod on an axle 262, and has an upper deck arm 264 extending radially away from axle 36Z a distance Rd_ A radially opposite middle deck arm 2d6 extends radially away a dist~cc Rte. Attached to respective distal portions of arms 2b4 and 266 are an upper dock drag link 26s and a middle deck drag link 2~0. In operation, movement of partial chain 244, as indicated by arrow y , causes rotation of sprocket 246 through an angle indicated by arrow a, with resulting displacement of middle 2.0679063.1 nu, G~4~ r, GG
uul. 1~, l~y~ ~:llrM

deck 34 and upper deck 36 as indicated by arrows dm and dt respectively.
In the preferred embodiment R," may be longer than >E~ for the same length of links 2b8 and a'70. However, drag links Z68 and 270 need not be of equal length.
Also mounted about axle 262 ie driven gear sprocket 246, noted above, rigidly connected to arms 264 and 266, such that rotation of one is accompanied by rotation of the others.
Central arms 252 and 258 rotate in the opposite sense to fore and aR arms 25p, 254, 25b and 260, a feature tending ' to permit the docks to be driven downward, or upward, as opposed to requiring help from gravity, and tending also to force the decks to move along a unique path. That is, the conftguration resists Longitudinal displacement of decks 34 and 36.
Figures 14 and Z5 Shaw, typically, the structure of other upper deck 36 or middle deck 34, and details of the mating connection with either drag link 268 or drag link 270. The decks are formed tom a longitudinally corrugated sheet Z72 having a crowned crass section when viewed longitudinally as in Figure 14. Left and right hand track stiffeners 274 and 276 is the form of a tubular stool beam or equivalent which are welded to the underside of shoot 272. Stiffeners 274 and 276 extend the length of shoats Z72.
At each loeking,stativn a tap doubler 278 is welded to the top face of sheet Z72 with fore and aft edges located approximately on the cemre-limes of parallel corrugations, an inboard edge located above the centre of stiffener 274 or 276, and an outboard edge 280 extending wall outboard of the side edge of sheet 272, An end wall Z82 is welded across the ends of the corresponding corrugations. A pair of transverse vertical gussets 284 and 286 are welded in the downwardly opening channels of the parallel corrugations of sheet 272. They extend outwardly from track stii~'ener Z74 to meet a lower doubter plate 288 vn either end of end wall Z$Z. A depending web Z~0 is set outboard oiy and parallel to and wall 282 between gussets Z84 and 28b to form a rigid box structure, Finally, a clevis 24a is mounted to the top side of doubter 278, in line with depending web 290, to accept the one end of link Zb$ or Z70.
Although deck adjustment height system transmission 42 is used to adjust the heights of middle dock 34 and upper deck 36, It is not used to maintain them in position. For that purpose a locking system has been provided. The system given ins Figure 7, shows a total of twenty four locking pin and guide mechanisms 300, twelve for each of middle deck 34 and upper deck 36. Symmetrically dis#ributed at the C.L. of tkie car. The number of locking and guiding mechanisms is dependant on the length of the lack.
soa~sos~. ~

~~ , iV. iVVV V'1L~~'~ ~~ n LVTV ~ LV
~$ r Mechanisms 300 art jointed by a common release mechanism 302. Fore and a8 release sprockets 304 and 306 arc mounted to the underside of decks 34 and 36.
They cant' an operating cable 308, with a suitable chain link portion 310, ixi Figure 7, cable 3Q8 connects with six iinkage quadrants 312 spaced along the length of the car at positions corresponding to the locking stations, Each quadrant 312, Figure 11 hag a pair of diagonal linking arms 3i4 located an operating cable 308 such that moverxJent of operating cable 308 causes quadrants 312 to turn in unison.. Each quadrant 312 also has a pair of shorter cross arms 316 connected by pin jointed linkages to lei and right hand connecting rods 318, Whon to each quadrant is turned from 'A' to 'B', shown in shadow, connecting rods 318 will be pulled inboard.
At the outboard end of each connecting rod 318 is a spring loaded pin 320 mourned to the underside of sheet Z72, shown in tap and side views in Figures 12a and lZb respectively.
When pin 320 is fully outwardly extended it can locate in any convenient aperture 322 in upright QO under the urging of a spring 324 trapped bexween a Qanged outboard end 326 of connecting red 318 and a shoulder 328 of pin head 330. Upright 50 has a wear plate 332 mounted on its inwardly exposed face. When quadrant 312 turns, connecting rod 318 is retracted and works against a securing pin 334 located in the shank of pln 320 to withdraw pin 320 i~om upright 50, t7nce Withdrawn, decks 34 and 36 tray move up or down as required, Whcn quadrant 312 is returned to 'A', connec,~ting rod 31$ returns to its extended position, rf pin 3Z0 is still riding on wear plate 332, securing pin 334 will float in a slot 336 until the outboard tip of pin 320 finds the next aperture 322 arid is urged home by spring 324.
A handle 338 is provided with sprockets 304 arid Sob. In the preferned embodiment, as shown in Figures 13a and i3b, handle 338 is hinged to pivot away from sprocket 304 between a non-operative position 'C', and an operative position 'D'. In 'D' a socket 340 in handle 33$ picks up on a lug 342 on sprocket 364, With lug 342 engaged, a pull on handle 338 as indicated by arrow 'E' will cause release mechanism 302 to operate.
Turning finally to Figures 9a and 9b, in the preferred embodiment each of decks 34 and 36 will find its lowest position on fixtd blocks 344 mounted to uprights 50. When moved to their upper positions pin 320 will seek aperture 322 as described above. in an alternative embodiment upper and lower apertures could be provided in uprights 50 far both' raised and lowered positions, 206'19063.1 V~1, 1~, l~Jy b:lGflVl 1V V, GJ40 f, G4 Alternative embodiments to those described above may be employed without departing from the principles of the present invention, For example, the staging upon which the vehicles are to be carried need not be the specific preferred form of decking shown, It may, far example, relate to spaced apart trackways carried on an open dame with adjacent catwalks. Alternatively it may relate to trackwaya independently cantilevered out from each of the walls, or to continuous decking sheets with central portions removed.
ft may relate to an open grillwork, or grating, such as may be found suitable.
14 Similarly, alternative deck adjustment mechanisms may be used, One such example is shown in Figures 10a and lOb. Ae before, a crank 40x is used to drive a deck adjustment mechanism. Crank 40~ turns a smatl gear 404 linked by a chain 40G to a large gear 408.
Large gear 408 is co-axially mounted with a smaller gear, 410, over which a chain 412 rides.
Chain 412 has one end 4x4 connected to middle deck 34, and another end 416 connected to upper deck 36. There is a gear reduction between small gear 404 and large gear 408, and a further mechanical advamage between large gear 408 and arnaller gear 410. This particular alternative does not rely on a positively driven mechanism, but rather depends on gravity.
Lxtensian of chain 412 to form a continuous loop about an idler sprocket would permit the system to be positively driven. Alternatively, given an adequate reduction gear, decks 34 sad 36 could be yoked directly to chain 40a, ante again in a positively driven manner. A number of similar variations on chain an sprocket systems are possible. Similarly, although bevel gears and shafting are shown, a hydraulic, electric, or pneumatic system could be used to drive the deck adjustment system.
zs The principles described above are applicable to single unit vehicle carrying rail cars or to multiple unit articulated vehicle carrying rail cars. In the case of an articulated rail car, such as two unit articulated rail car ZO or three, four, or five unit articulated rail care, each t'IY
unit has correspondir'tg n~veabte decks. These moveable decks are moveable to permit loading of the lowest deck by end loading from one, or either, end of the articulated rail car.
A vehicle loaded at one end can then be conducted fl'om one unit to the next alonS e~ntinuous trackways not only between the higher portions over the rail car trucks and the depressed portions slung between pairs of rail car trucks, but also between rail car units, Similarly, the respective second (or third) docks of the rail car units can be moved to corresponding heights to p~nit end loaded vehicles to move from the second, (or third), deck of ono rail car unit to 206790Q3,1 UG'!'. ly, ly~~ ~;l3rM IVU. ~~46 !', ~5 another, The adjacent second and third deeka of the respective rail car unit:
are generally separated by a bridgeable gap, with temporary bridging used when the rail cars are stationary to permit vehicles to be moved from one unit to another across the gaps, Other forms of drive mechanism can be used to cacao positive displacement of the upper decks. In particular, as indicated in Figures 16a and 16b, rather than using the wheel and quadrant system Shawn in Figure Se, a rail car has a vertical post 420 in the nature of a roll formed chanr<e1 having a pair of inwardly turned toes 4x1 and 4~2, leaving a gap 4Z4, the space inside post 4Z0 generally defining a sleeve. A screw 42b extends vertically within post 4Z~, to such height as may ba desired for tl~e purposes of moving a deck. A
moving black, or carriage 428 has leading and trailing nuts 430 that ride upon screw 426. (Only the leading nut 430 is vi$ible in Figure 16a). As can be understood, turning of Screw 42b within nuts 430 will tend to cause carriage 428 to advance upwardly or retreat dawnwardly along screw 4~6.
Carriage 428 has high density nylon pads 472 an 4~9 along its vertical faces tQ bear on, and slide against, the innor faces of post 4Zb, An arm 432 extends &orn the main body 431 of carrriage 4Za and protrudes outwardly through gap 424 present a lug 434 for engagement with a mating clevis 433 and pin 435 mounted to a deck 43b, which may be either an upper deck, or a middle deck, The connecting element of deck 43b can be a suspending element, such as hangar bracket 438, in which the main portion of the hangar bracket is in tension, and the deck is carried at a level below pin 433 located at the end of a mounting arm 437.
Alternatively the connecting elemem can be a prop 440 that is predominantly in compression, with pin 435 lying generally below the Ievel of supported lack d4~, as indicated. In a manner analogous to that shown in Figure 8b, and described above, a rtumbar of jacking straws, such as screw 426 can be driven from a common gearbox, with shafting and bevel gears, permitting eaoh deck to be positively driven, to any of a plurality of raised ar lowered position$ ftom a single cranking poaitlon. The motidn of the mid and upper level docks is independent, and while they can be driven at the same time, they need not be.
As indicated in the schematic illustration of Figure 1.7; gearbox 444 can be driven zither by hand $om crank 44b, or by u$ing an auxiliary power source 448, such an auxiliary engine, a pneumatic system run an train supplied compressed air, or from and external source.
Alternatively, a hydraulics or cablo driven lining mechanism can he provided for each of the decks. The operator can select the input shag, far either cranking by hand or powered operation, and can also select the output shaft, either for driving the middle deck, the tap deck, or both at once.
Other modes of operation of moving deck systems are possible than that shown in ios~. ~

V V 1 . 1 J. 1 J J J U ~ 1 J 1 N! ~ 1 w V , L J '! U 1 , L V
- zl -Figures 5a and Sb, and described above, In Figures 18a and isb, a rail car 450 that is otherwise similar to that ofFi~urea 5a and 5b, has an upper deck 452, a middle deck 454, and a main, or lower deck 456, Figure 18a shows a hi-level position in which middle deck 454 has been lowered to rest upon main deck 436. l~fiddle deck 454 ig notched, as shown by arrow 458 in Figure 18c, to accommodate the upwardly protruding coupler housing 46p. The view of Figures 1$a and 18b is taken near the bolster, that is, at the end of the car. Although the middle dock may lie upon the main deck as shown, at the end portion of the deck, it may not necessarily lie upon the main deck in the middle portion of the car, if the middle portion of the main deck descends to a lower level, such as when the deck has a well, or other depression such as indicated generally as 461. in Figure 18e. In Figure 18b, docks 452 and 454 are shown is the same tri-level position as shown in Figure 5b, middle deck 454 haviqg been raised to a tri.level middle deck position from a lowered position, sad upper deck 45Z
having been also raised to a tri~ltivel upper deck position from the bi-level middle deck position shown in Figure i8a. Decks 452 and 454 can be mounted on deck adjusting screws as shown in Figure 16, and described above.
In another alternative, as shown in Figures 19a and i9b, a rail car 4d2, otherwise similar to rail car 20, has an upper deck 464 and a middle deck 466. Middle dark 466 is movable between an upper bi-level position, as shown in Figure 19a, and a tri-level middle deck position as shown in Figure 19b, similar to #hose shown is Figures Sa and 'Sb. Upper deck 464 is mounted on left and right hand dog-legged support brackets 46S and 467 which are mounted tv lugs 468 and 469 which are carried by a lifting means, whether by cables, hydraulfc sygteme, chains, or by means such as the jacking screws 426 described above. The dog-legged shape of brackets 465 and 46'7 permits tie center, or trackway portion 47p of deck 464 to be raised above the level of the top chords, indicated as items 5Z
and 54, a,nd allows it to nest in a storage position inside the generally aro-like polygonal profile of roof frames 5b whea rail car 462 is in the bi-level configuration. 'his permits an increase vertical clearance between decks 464 and 462 in the bi-level configuration over that which would otherwise be available if upper deck 464 had the mare shallow curvature of deck 46z, or were flat in profile. In Figure 19b, upper deck 464 is lowered to its tri-level position, similar to the tri-level position ofFigure 5b. As with decks 452 and 454 in Figures 18a and i$b, decks 464 and 464 in Figures 19a and 19b can be driven at the same time, or sequentially, and are independently driven to the desired positions, In the alternative embodiment of Figures 20a and 20b, a rail car 474 has a main deck z. i v~l. 1~, 1~~~ U.1'l1111 lvV, G54U 1, Lf 476, a middle deck, 478, and a split upper deck 480 having a leR hand side 4S1 and a right hand side 482. In the bi-level position shown in Figure 20s, upper deck 4$1 is shown in an upwardly rotated position for storage when car 474 is in the bi-level configuration, In Figure 24b, right hand aids 48Z is shown in the tri-level position, and is prevented from moving past its full travel position by a chain, or links 454, eat sad abutment plate 485, and interlaclting bars 4S6 (on the left hand side) and 4$9 (on the right hand side).
Interlocking bars 486 are offsot from frames 5G to permit them, in the storage position of Figure 20a, to nest between frames next to the outer skin of the roof panels 488. liars 486 are also offset ham the mating bars on the opposite sides of the car, The deck halves, sides 48i and 48Z, are constrained to pivot about pins 49o synchronously such that bars 48G snd, 4S7 will move peat each other in use. ~'he constraint can be a cable system that unovinda left and right hand cables from a common drum, or a sprocket and chain system that turns both sides equrt.lly, or a gear system.
Once the deck is lowered, removable shear pins link berg 486 and 487, preventing them from moving, Further motion of the decks is also constrained by the compressive faro applied at abutment plates 485, and by links 454. Middle deck 47S moves between bi-level and tri-level positions in a manner similar to deck 466 of Figures 19x, and 19b, and can be driven by the same type of mechanical device such as a screw, ar by a chain or cable system, a hydraulic system, or gearing and shafting.
Figure 21 shows a plan view of the main deck of a triple deck auto rack cnr, 300, that has a frame structure generally similar to the truss-sad-skin structure of truss structure 26 of Figure 1, or truss suucnxre 44 of Figure 2. It diil"ers from these insofar as it does not have a canatam longitudinal width at, for example, tho level of the main deck.
Rather, as seen in the section of Figure 22, the distal ends 502 sad 503 of left and ri8ht arms 504 and 503 of main bolster 506 extend laterally outward from main $ill 508 at the truck center sad are carried through the respective webs of left and right side sills 51o sad 512, and extend therebeyond.
Those portiana extending beyond aide sills 510 sad 512, the respective bolster extensions, provide as extended base against which to anchor deeper roof framt posts than would otherwise be used, or, as shown, past reinforcements 514 and S16 respectively, that reinforce posts 5x8 and 520 of frame 5Z2 generally, The adjacent roof frames 824 and 526 having poets 5zg, 529, 530, and 531, are also stiffened by reinforcements similar to reiaforcornenta 514 and 516. It should be noted that the lateral extent of the reinforcemeata spawn in Figure 21 is not to scale but has been exaggerated for the purposes of lllustration.
The actual mid span width between the side sills at a level 2 ft. 7 in. above tap of rail, to the level of the top chord, is 9 ft I1 in. The corrospondin~ width at tho balaters end at the next endward, or 30679063.1 um. ly, l~yy ~:l4rn uu, Gy40 r, C~

outboard, adjacent crass-bearer, and at tile two ndxt adjacent inboard cross bearers is 10 ft, 8 in. The overall length of a rail car such as that of is Figure 21 is, typically, about 90 ft.
Reinforcements 5x4 end 51.6 arc wide flanged beams located so that tl>a flanges lie in vertical planes parallel to the rolling direction of the car, with their upper ends trimmed, and flanged, to a narrow tip 532 next to the top chords 52 and 54. While reinforcement$ s14 and 516 are shown extending to the full height of the structure, even an at least partial vertical reinforcement, such as to the mid level of posts 518 and 520, would tend to provide an improvement in resistance to swaying. Diagonal braoing and an outer skin 534 can be added to further stiffen the end portions of triple deck car 500.
In Figures 23a, 23b, S4~t, z4b, 25a, 25b, 26a end Z6b there tire four styles of 1Qw-bcllied auto rack car, shown in simplified, skeletal form as if looking from the centerline of the cars outward toward the inside of the walls, with neither skins nor deck adjusting mechanisms shown, In Figures 23a and 23b, sat auto rack rail car 540 has a truss StructurC
542 suspended between trucks 544 and 546. Truss structure 542 is symmetrical about the longitudinai central plane of rail car 540. It has a truss substructure, each side having a side sill 548, each having a pair of ends sections, being first end section 550 end second end section 552 which overhang trucks 544 and 546 respectively by, typically, I2 ft measured from the truck centers. $etwoen trucks 544 and s46 is a medial portion 554 of side sill 548, joined at each end-to-end sections 550 and 552 by a sloping transition section, s56 or 558.
The left and ri~llt aide sills are joined by a main deck structure 56o that acts as s web between them. Although, for the purposes of conceptual illustration, the centr4l portion 561 of main deck structure 5b0 is shown at roughly a middle height relative to adjacent aide sill 548, it would actually be closer to, or suspended at, the bottom extremity thereof since vehicle headroom ie important, and the lower the deck, the lower the center of gravity of the fully laden car. Similarly, the coupler housing, stub sill structure, cross bearers and bolster structure has been omitted for the purposa$ of clarity. It should be noted that main deGlc structure 560 includes two end portions 555, a central portion 557, and romped portions 559 34 joining end portions 555 to central portion 557 such that main deck stnicturo 560 can be loaded from the end in the circus loading maruier when adequate access is provided.
Truss structure 542 also has a quasi-web or web in the nature of an open beam framework 562 having uprights 5b4 and diagonal bracing 565, 566, 567, 568, all tied together at a top chard 570. Truss structure 542 also has an upper flange structure, in the nature of a 1D674063.1 CA 02286991 1999-10-19 y~~, ~J.,u ,, ~J
v v 1. 1 J. 1 J J J U ~ 1 J 1 ua ~24-roof superstructure 572 similar to that shown in Figures 1 and 2, having longitudinal stringers, and diagonal bracing welded together with the arch-like forma of upper portions of successive end frames 574, transition frames 575, and depressed deck portion frames Sh6.
A middle deck is shown as 578 and an upper deck is shown as 580. In Figure 24a, the decks are shown in a tri-level position, as in Figure 18b. The decks are moveable between the tri-level position of Figure ~4a and a bi-level position as indicated in Figure 24b, similar to the bi-level position of Figure 18a. A nunnber of diflferem mechanisms can be chosen to achieve this motion, such as the screw of Figure 16, or the alternatives noted above.
A aide door is indicated as 58Z. It is a roll-up door that is carried on tracks tQ roll up withitl the roof of auto rack rail car 540. The lower sill ~of door 582 lies at the Ievel of mlddlG
deck 578 when middle deck X78 is lowered to the bi-Ieva! position. In that position middle deck 578 impedes, or closes off entirely, access to the depressed center region 584 of main deck structure 560. heck 578 ia, however, at a level at which a fork lift can deposit pallets of parts, or other objects, through side dour 582, and position them on middle deck 578 (or upper deck 580, if it is located at an appropriate height). These pallets can then be set on dollies to permit them to be moved to a suitable position on middle deck 878 or 580, as the case may be.
The introduction of a rolativaly large opening into the vertical web structure of rail car 540 may tend to create a potential weakness and an asymmetry in the skeletal structure of rail car 540. This is loosened by placing an upper dovbler 586 adjaaem to top chord 570, a lower sill doubler 590 along the bottom edge of the door opening 891, and extending to side sill 548, and by mounting door jamb doublars 592 and 594 to either aide of dQar opening 591, and by providing smoothly radiused, flanged, door opening corners as shown.
Furthermore, opening 591 is not located at the longitudinal center of the car, but is offset two full frames from the center. Further still, the door an the opposite side of rail car 840 is offset symmetrically in the other direction such that the left and right hand side doors are not 34 pppOSlta eaph other, but rather offset to either end of the car respectively.
Figures 24a and 24b show as auto rack rail Gar 600, similar to rail car 840, hut differing in having a pair of straight side sills, of which only one, side sill 602, is shown, the car being symmetrical about the longitudinal centerline. . It has a shallow depressed canter section d04, with main deck 606 being carried above a wide, shallow center siI! GoB. Since xoa~sos~. i 1VV, Cy40 Y. ~U
Ul.l, 1~, 1~~~ D:IUCiII

the upper chord 6i0 of side sill 602 is straight, rather titan steppod downward in the manner of aide sill 545, uprights 612 of frames 614 do not extend ~aa deeply as in the case of rail car 540. In other respects this car is similar to rail car B4a.
Figures Z5s and z6b show respective tri-level and bi-level positions of an auto rack rail car 620 that is also generally similar to sofa rack rail c~sr 540. It dif~'ers to the extent that rather than having a fully stepped aide sill, such as side siill 548, rail car 620 has a side sill 62Z that has a straight through top, or upper chord, bZd. Side sill 62Z has gllahow end portions 626 :nd 628 at trucks 630 and 632, and a rolatively deeper central section 634 betweon the trucks, with tapered transitions between the center and the ends sections. Figures 26a and 26b show respective tri-level and bi-level positions of an auto rack rail car 640 that is, again, generally similar to auto rack rail car 940, but which difftrs in having a pair of relatively light aide sills, 642, and a main deck having a central portion 644 suspended between depending aids post extensions 646.
In all of the various emboditnenta of Figures 23e, 24a, 23a, and 26s, auto rack rail cars are shown having a depressed control portion, and a amid-level deck that is moveable to impeded, or close off accoss to the depressed central region when lowered to a level generally colre8ponding to the lave! of the end portions of the main deck at the shear plates over the bolsters. In this position the side doors, whether roll-up or laterally sliding, can be used to permit side loading of cargo such as pallets of parts, engines, ar other objects.
Figures z8 and Z9 show, respectively, a cross-section and a perspective view of a portion of the substructure of the auto rack rail car 6U0 of Figures ~4a and 24b, with its web structure of side pasts and bracing, and it roof frame s>aructure removed. In this viow the main center sill is indicated gezierally as 650 and a pair of left and right hand side sills are indicated as 652 and b54 reapectlvely. 5tnrctural load corulection paths between main center sill 650 and aide sills 65a and 654 are established by croa;s boariag arms 656, 66», 660, 6bZ, and others like them aiong the length of the car between the rail car trucks (not shown in Figures 27 and 28). Floor panel 66d and inclined side panels 666 and 6b8 assist in forming a shear load connection between main center sill 650 and side sills b52 and 654, such that the Combined structul-e tends to have performance characteristics similar tv an upwardly opening channel section. T'he channel open area, indicated generally a: 670 grovidea a depressed zone or region in which automobiles can be carried with ~3reater vertical clearance relative to other overhead decking than over Shear plate 6?2 at the longitudinal location of the main ZOb79063.1 1~U, ~~~b r. ~ 1 ULI. lJ.ly~y ~:lbrM
_ 26 .
bolster and the truck center at the end portion of the mean dock of the rail car 600.
Main center sill 650 has a central inverted channel 674, an upper flange 676, a lower flange 67$ and sido webs ds0 and 68Z. While conventiiona! main center sills in flat cars may generally be of the order of 16 to 24 inches doep and of similar width, main center sill 650 is, as shown, 7 inches deep, but, moro generally can have a depth of the order of 6 to 1 o inches deep, with lower flange 678 is shown having a width of 40 inches, ar alternatively 48 inches, although thin width could lio in a narrow range between 40 and 48 inches, or in a larger range from 30 to 72 inches. The local second moment of area of main center sill 650 is correspondingly reduced as compared to a eorrventional, relatively deeper eerrter sill.
However, by acting in contort with side sills 652 and 654 as an integrated substructure, and by acting as putt of the overall truce structure of rail ctu~ G00, main center sill 650 may tend to act a: a large flange in tension under vertical bending loads, while the relatively deep roof frame structure acts as an opposing flange in comprea~~ian, as described above in the context ofFigures i and 2.
Floor 664 and shear plate 684 are joined be an inclined ramp 686. At the structural transition between floor 664 sad shear plate 684, main center gill 650 extends symmetrically along the longitudinal center line of rail car 600 in a deepening and narrowing transition, with an upward sweep of the lower flange into a stub silt with the size and shape of the stub sill at the location ofthe truck center as shown in Figure 4a.
Each of aide bearing arena 658, 660, 662 and 664 has an upwardly curving rib-like shape, and a channel-like section, with fore-and aR Sh~:ar webs 685, and a channel back 690.
Considering the view of Figure 27, bearing arm 655, being typical, has a segmented farm, havitrg an inner gartion 692 trimmed to mate with upper and lower flanges d'7~
and b7S, web 680 (or 682 as the case may be) of main canter Bill 6;50, snd the underside of floor b70; an upwardly and aUtwardly cs.nted intermediate portion 69d that lies genera.tly against, arid is welded ta, inclined side panel 666 (ar 668 as the case may be); and a tapering distal portion 69b that is welded to the outside face of lower, inwardty tapering portion 69Z
of side sill 652 or 654, as the case may be.
Although the feature of Figure 1 through a8 have been described incrementally, it will be appreciated that many of those features can be combined. For example, a car having widenal end portions, such ae main bolster extensions ar cross-bearer extensions to permit zob~a reinforcement against aide swaying, can have either a generally flat dealt configuration as in Figure 2, or can be articulated as in Figure 1, or can have auy of the side sill or main sill configurations of Figures 23a, 24a, 25a or 26a.
Similarly, such a car ten employ the jack screw mechanism of Figure iGa, or a hydraulic, pneumatic, electrical, or other elevating means, A side door for loading parts can be ugod not only with an auto rack car having a depressed center section, but also with a generally flat miain deck, and can be used with a car having a narrow waist, as in Figure 21, or a constant width, and can be used with an auto rack rail car having fixed decks, rather than moveable ones, depending on the size of pallets of parts to be loaded, or the clearance provided by the width of tho door and the height between decks.
Although a particular preferred embodiment of the invention, and a number of alternative embodiments have lien described herein and illustrated in the Figures, the principles of the present invention are not limited to those specific embodiruents, Tho invention is set only to be linuted by the claims which fallow, and to their equivalents.
aa~~~os~. t

Claims (38)

1. A rail car for carrying vehicles comprising;
a support structure carried by a pair of longitudinally spaced rail car trucks;
staging mounted to the support structure upon which vehicles are transportable;
the support structure having a superstructure mounted above the staging, a substructure mounted on the trucks, and a pair of side webworks extending between said substructure and the superstructure; and the substructure and the superstructure co-operable to resist vertical bending of the support structure between the trucks.

2. The rail car of claim 1, wherein the staging includes platformwork far carrying at least two layers of automobiles beneath the superstructure.

3. The rail car of claim 1 wherein the staging includes platformwork convertible between a configuration for carrying two levels of vehicles and a configuration for carrying three levels of vehicles.

4. The rail car of claim 1 wherein the staging includes a main deck having a central portion between the trucks and at least one end portion above one of the trucks, the central portion being lower than the end portion.

5. The rail car of claim 1 wherein the rail car includes a stub centre sill locatable above one of the trucks, for receiving a rail car connector for connection to another rail car,

6. The rail car of claim 1 wherein the staging includes a main deck having a trackway for vehicles, the main deck having a portion extending over one of the trucks and, at a location between the trucks, the support structure has a neutral axis for longitudinal bending that is at least as high as the trackway is at that location between the trucks.

7. The rail car of claim 1 wherein the staging includes a main deck having a trackway for vehicles, the main deck having a portion extending over one of the trucks and a location between the trucks, the support structure has a neutral axis for longitudinal bending that is at least as high as the trackway is, at a location over one truck.

8. The rail oar of claim 1 wherein at a location between the trucks the support structure has a longitudinal second moment of area greater than 20,000 in4 and a neutral axis at least 34 inches above rail.

9. The rail car of claim 1 wherein the substructure has a local second longitudinal moment of area, at midspan between the trucks, of less than 8000 in4.

10. The rail car of claim 1 wherein the substructure includes a pair of spaced apart side sills and tho staging includes platform work extending between the side sills,

11. The rail car of claim 10 wherein each of the side sills has a local second moment of aces less than 400 in4.

12. The rail car of claim 5 wherein each side sill has a sectional weight less than 100 lbs.
per linear foot.

13. The rail car of claim 4 wherein the substructure includes a pair of spaced apart side sills, and the staging includes a platformwork mounted to the side sills.

14. The rail car of claim 12 wherein a portion of the platform work is suspended at a level lower than the side sills.

15. The rail car of claim 1 wherein, at a location between the trucks, the substructure and the superstructure each have an effective cross-sectional area, and the effective cross-sectional area of the superstructure is at least 1/5 as great as the effective cross-sectional area of the substructure.

16. A rail car for carrying vehicles, comprising a truss suspended between two rail car trucks and staging mounted to the truss for supporting the vehicles, the truss having an overhead frame structure, a pair of side sills, and a pair of side webworks joining each side sill to the overhead frame structure.

17. The rail car of claim 16 wherein the staging includes decking extending between the side sills.

18. The rail car of claim 16 wherein the staging includes decking supported between the side sills, the decking having a central portion between the trucks and an end portion about one of the trucks, the central portion being at a lower height than the end portion.

19. The rail car of claim 16 wherein the staging includes decking supported between the side sills, the decking having one portion extending between the side sills and another portion suspended at a level below the side sills.

20. The rail car of claim 18 wherein the one portion and the other portion are elements of a continuous main deck, and the staging includes a displaceable second deck mounted to the truss and movable to a loading position above the main deck while vehicles are in position on the main deck.

21. The rail car of claim 15 wherein the rail car has two ends and further comprises a stub centre sill mounted to one end thereof the centre sill having an outboard end for receiving a rail car connector.

22. The rail car of claim 21 wherein the staging includes decking supported between the side sills at a medial level relative to the centre sill whereby depressed trackways are formed on either side of the centre sill.

23. The rail car of claim 21 wherein the staging includes a main deck having an end portion above one of the trucks, an inboard portion between the trucks at a lower bright than the end portion, and a descending portion between the end portion and the inboard portion, and the stub sill has an inboard end formed to accommodate the descending portion.

24. The rail car of claim 23 wherein the stub sill diminishes in cross suction from the outboard end to the inboard end.

25. The rail car of claim 23 wherein the inboard portion of the main deck is at a lower height than the stub sill.

26. The rail car of claim 20 wherein the rail car includes s third deck above the second deck.

27. The rail car of claim 26 wherein the third deck is movable between a high position and another position.

28. The rail car of claim 27 wherein the second deck and the third deck are conjointly movable.

29. The rail car of claim 26 wherein the second and third decks are moveable toward one another to a position for carrying cars on the third deck; and moveable away from one another to another position for carrying cars on both the second and third decks.

30. The rail car of claim 29 further comprising a drive system for moving the second and third decks between the positions and a locking system for retaining the second and third decks in the positions.

31. An auto rack rail car comprising;
an auto rack rail car body mounted upon a pair of spaced apart rail car trucks, said rail car body including decking upon which automobiles can be carried;
said body having a first end portion carried over one of said trucks, a second end portion carried over the other of said trucks, and a medial portion connected to said end portions and lying between said trucks, said end portions having an and portion outside width, said medial portion having a medial portion outside width, said end portion outside width being greater than said medial portion outside width,

32. An autorack rail car comprising;
an auto rack rail car body carried upon a pair of spaced apart rail car trucks, said body having a first end portion carried over one of said trucks; said body having a second end portion carried over the other of said trucks; and a waist between said first and ascend end portions, said waist being narrower than said first end portion.

33. An auto rack rail car as claimed in claim 32 wherein;

said trucks have truck centers and said auto rack car has a longitudinal center line running between said truck centers;
said auto rack car has a pair of side sills, and said width of said waist is measured across said side sills at a mid span position mid way between said trucks;
at least one of said end portions has a bolster, said bolster having distal ends extending to either side of said longitudinal center line; and said width of said end portions is measured over said distal ends of said bolsters.

34. An auto rack rail car having a main deck, a first moveable deck mounted above said main deck, and a second moveable deck mounted above said first moveable deck;
said first and second moveable decks being moveable to a bi-level position, in said bi-level position said first moveable deck lying adjacent to at least a portion of said main deck and said second moveable deck lying in a position spaced from said first deck to permit automobiles to be carried upon said first and second decks;
said fast and second decks being moveable to a tri-level position, in said tri-level position said first moveable deck being raised to a level to permit automobiles to be carried on said main deck, and said second moveable deck being raised to a level to permit automobiles to be carried on said first and second moveable decks.

35. An auto rack rail car having a pair of upwardly extending, spaced apart side walls, end, between said aide walls, a main deck, a first moveable deck mounted above said main deck, and a second moveable deck mounted above said first moveable deck;
said second moveable deck having a pair of respective right and left hand deck halves each mounted to one of said side walls to pivot about a respective right hand or left hand longitudinal axis;
said first and second moveable decks being moveable to a bi-level position, in said bi-level position said first moveable deck lying in a position spaced from said first deck to permit automobiles to be named upon said main deck and said first moveable deck, said halves of said second moveable deck lying in a first pivoted position adjacent said respective walls;

said first and second moveable decks being moveable to a tri-level position, in said tri-level position said first moveable deck lying in a position to permit automobiles to be carried on said main deck, and said halves of said second moveable dock lying in an second pivoted position, in said second position said halves being co-operable to permit automobiles to be carried on said first and second moveable decks.

36. An auto rack rail car comprising:
a main deck, a first moveable deck mounted above said main deck, and a second moveablo deck mounted above said first moveable deck;
said first and second moveable decks being moveable to a bi-level position, in said bi-level position said first moveable deck lying in a position spaced from said main deck to permit automabiles to be carried upon said first moveable deck and said main desks, and said second moveabte deck being moveable to a raised, storage position above said first moveable deck;
said first and second decks being moveable to a tri-level position, in said tri-level position said first moveable deck being lowered to a second, reduced height, level to permit automobiles to be carried on said main derk, and said second moveable deck being lowered from said raised, storage position, to a level to permit automobiles to be carried on said first and second moveable decks.

37. An auto rack rail car comprising:
a pair of spaced apart rail car trucks and an auto reek rail car body carried thereupon, said body having sidewalls, a roof, a pair of longitudinal ends, and at least one end door located at one of said longitudinal ends to permit loading of automobiles from said one longitudinal end;
decking carried within said body to permit the carriage of automobiles;
at least one of said walls having a aide wall opening defined therein to permit loading of cargo onto said rail car through said opening.

38. An auto rack rail car comprising:

a pair of spaced apart rail car trucks and an auto rack rail car body mounted thereupon;
a main deck having a first end portion lying over one of said trucks, a second end portion lying over the other of said trucks, and a depressed center portion lying between said trucks, said end portions lying at a level higher than said depressed center portion and being connected to said depressed center portion by ramping;
a first moveable deck mounted above said main deck, said first moveable deck being moveable to a lowered position impeding access to said depressed center section, and to a raised position permitting automobiles to be conducted along said ramping to a loaded position upon said depressed center portion.