ANTI-ROTATION MODULE / ANTI-DISPLACEMENT DESCRIPTION OF THE INVENTION This invention relates to the field of railroad car doors of the type that are provided inside and outside provisional openings in railway cars and slide transversely from the wall of a rail car. of rail when the door is opened. Doors of this type are commonly referred to as shutter doors. Anti-rotation / anti-displacement devices have been used in railway car shutter doors that use pivoting crank bar assemblies to support the door and crankshaft activation bars that extend toward a handle assembly that operates the door. Such operating handle assemblies have a selector gear with an interconnected driving drive pinion gear. The crankshaft bars extend from the selector gear to open and close the door. The gear with pinion has a handle for manual entry to it. The anti-rotation devices of the prior art have a latching gear coupled by steering pawls. Such devices prevent a rapid rotation of the handle in one direction if the door is accidentally moved by the load or by an operator losing control of the handle during the opening of the door. Anti-rotation devices of this prior type can be found in U.S. Patent No. 3,557,731; 3,660,938 and 4,920,894. For years, the locking and fastening mechanism for shutter rail cars has consisted of crankshafts that depend on vertically oriented tubes secured in rotation form to the doors and manually operated gear mechanisms that rotate the tubes and crankshafts between open and closed positions. With the rotation of the tubes in one direction to apply a closing force to the door, a gasket in the door frame is normally compressed to seal the door. When the door is released, the crankshafts rotate in the direction that moves the door laterally and externally so that it clears the door frame for longitudinal movement on sliding guides or rails that extend along the length of the car. Since there is very little friction in the mechanism, the door when it is opened and placed longitudinally away from the opening of the car, can be moved laterally towards the side of the car. Previous attempts to solve this problem as in the aforementioned patents nos. 3,555,731; 3,660,938 and 4,920,894 used a modified sprocket generally with trunnions that engage a flange and hold a sprocket between the sprocket and flange with the movement of the sprocket controlled by a ratchet to prevent uncontrolled movement of the operating handle during the operations of Opening and closing. Another North American Patent no. 6,546,611 shows an anti-rotation device that replaces the pinion gear there are simple with a pair of rotary pinion gears having extended coupling travel restricting stubs extending therefrom. The pinion gears are threaded into a handle drive shaft with a retaining gear assembly that is rotatably positioned on the respective journals between the friction rings and held in place by pressure plates with respective openings. With the unintentional rapid rotation of the drive shaft of the handle, the friction rings press-fit the retaining gears that stop the directional rotation of the pinion gear interconnected therewith. The invention is directed to an anti-rotation / anti-displacement module to replace locking and anti-rotation / anti-displacement mechanisms of sealing doors of existing railway wagons. The module of this invention will allow the module to be an "inclusion" unit for a shutter door. The gear housing will also establish compression on the pinion gear that will provide a consistent torque for each sealing door assembly. The anti-rotation / anti-displacement gear design of this invention utilizes mechanical friction and a floating pinion as a means to control the torsional force through the fragmentary gear by a load on the door. Essentially, a force on the sealing door will not rotate the operating handle, nor will it cause the sealing door to move in and out. A constant force is applied to the gear mechanism that allows consistent, smooth operation through the entire range of motion of the gear mechanism. To open or close the door, the bending force of the module is the main force to overcome. This force is set between 59.53 to 119.05 kilograms per meter (40 to 80 pounds per foot) on the operation handle, depending on the size of the door. The operating mechanism of the standard shutter has a gear ratio of 7.2: 1 or 10.13: 1 through which the power is transmitted to the main gear, which connects the bar and tube assemblies. Conversely, if a load is applied to a door, the aforementioned gear ratio is multiplied by the strength of the module that will exceed the inertia to open and close the door. Other objects of the invention will be found in the following specification, claims and drawings. BRIEF DESCRIPTION OF THE DRAWINGS The invention is shown more or less diagrammatically in the following drawings where. Figure 1 is a partial separated portion of a railway car shutter door with parts omitted, others shown in imaginary lines and other separated for clarity of illustration; Figure 2 is an exploded view of an anti-rotation / anti-displacement module of this invention; Figure 3 is a cross-sectional view taken along line 3-3 of Figure 1; Figure 4 is a cross-sectional view taken along line 4-4 of Figure 1; and Figure 5 is a perspective view of the anti-rotation / anti-displacement module of this invention. Figure 1 of the drawings shows a portion of a shutter door 11 of a rail car. The construction and operating mechanisms of such doors are ancient and well known in the art since they are the anti-rotation / anti-displacement mechanisms previously used to control the rotation of the operating handle of the shutter door and the movement of the door shutter when it is removed from the door opening or moves along its support slide guides along the side of the rail car. Detailed descriptions of the operating mechanisms and the anti-rotation / anti-displacement mechanisms of the prior art can be found in U.S. Patent Nos. 3,557,731; 3,660,938; 4,920,894; and 6,546,611 whose patents are incorporated for reference in this specification for all purposes. Only sufficient portions of the shutter door and operating mechanisms when necessary for an understanding of the operation of the module 13 of this invention and to completely describe the environment in which the module 13 of this invention operates will be specifically described herein. Reference should be made to the prior art patents mentioned in the foregoing for additional details of the previous constructions and the environment in which the module of this invention will operate. The main elements of the operating mechanism of the shutter door 11 with which the module of this invention interacts are the segmental gear 15, the operation handle 17 and the pinion gear shaft which is specifically designed for this module 13. Other Elements of the structure of the shutter door 11 and the shutter door operating mechanism are shown in Figures 3 and 4 of the drawings of the specification. Figure 2 of the drawings is an exploded view of the module 13 of this invention. The module 13 is designed to be installed in or "dropped" in a conventional sealing door operating mechanism to replace the conventional pinion gear, the pinion gear shaft and the anti-rotation / anti-displacement mechanisms installed therein. . The module 13 includes a cylindrical gear housing tube 21 which is shown in the exploded view as open at its opposite ends. The opposite ends of this gear housing are closed by an inner hub cap 23 at one end and an outer hub cap 25 at the opposite end. The inner hub cap 23 is mounted on a main support plate 27 and the outer hub cap 25 is mounted on a bushing cover plate 29, both of which plates are conventional parts of a railway car shutter door and it is best seen in Figure 4 of the drawings. A pinion shaft 31 of this invention is articulated at its opposite ends in the inner and outer hub caps 23 and 25 as best seen in Figure 2 of the drawings. The outer end 33 of the pinion shaft is threaded and the thread extends externally beyond the outer hub cap 25 and through a handle adapter 35 such that a lock nut 37 can be threaded onto the pinion shaft for Attach the handle adapter and handle 17 to the pinion shaft. Located immediately and internally of the threaded end 33 is a square portion 39 of the industrial standard of the pinion shaft for receiving the handle adapter. The handle adapter is conventionally welded to the handle 17 of operation. The inner end 41 of the pinion shaft 31 is cylindrical in shape and articulated in the inner hub cap 23. A friction disk 43 is telescopically raised on the cylindrical end 41 of the pinion shaft and engages an annular flange 45 integrally formed with the pinion shaft. The friction disc is formed of a bronze-aluminum material such as that sold under the designation AMPCO 21 and functions as a replaceable wear element in the module 13. A portion 47 of the pinion shaft 31 is located between its flange 45 and its threaded end 33 and this portion is generally square in cross section with bevelled corners but is larger in cross section than the 39 block portion of industrial standard. A gear 49 with pinion is mounted on the square portion 47 of the pinion shaft 31 so that it can move longitudinally on the pinion shaft but will rotate with the pinion shaft. Located on opposite sides of the movable pinion gear are pairs of concave or push spring washers 51 and 53. The concave or push spring washers referred to herein are metal discs that are formed in an irregular shape so that when the washer is loaded it flexes, act like a spring, and provide a recharge between the surfaces. As is conventional, the concave spring washers of each pair are placed with their convex sides back to back. The spring washers 51 are captured between the flange 45 of the pinion shaft and the pinion gear. The spring washers 53 are positioned between the pinion gear and a thrust plate 55 which engages the outer bus cover 25. The push plate 55 is formed of the same aluminum-bronze material as the friction disk 43 but also has radial notches 56 formed in its face for better grip. An arcuate opening 57 is formed in the gear housing tube 21. An arm 59 is attached, as by welding, to the gear housing tube and extends away from the gear housing tube in a direction generally and diametrically of the arcuate opening 57. A circular passage 61 is formed in arm 59 near its far end. With the assembly of the module 13, it is ready to be installed in a railway car shutter 11 door. The gear housing tube 21 with its inner and outer hub caps 23 and 25 welded thereto establish the compression forces acting against the gear 49 with pinion by compressing the thrust washers 51 and 53 and forcing the friction disk 43 and the push plate 55 against the thrust washers. The module 13 is installed in a sealing door with its internal hub cap 23 set in the main support plate 27 and the outer hub cap 25 established in the hub cover plate 29. A bolt 63 in the sealing door extends through the passage 61 in the gear housing arm 59 (Figure 3) to position and align the module relative to the sealing door. With the module 13 positioned and aligned in the sealing door, the pinion gear will be positioned adjacent the arcuate opening 57 in the gear housing tube 21 to mesh with the segmental gear 15 (FIG. 3) extending through the arched opening. The threaded end 33 of the pinion shaft will extend through the outer bushing cover 25 in the bushing cover plate 29 and in the handle adapter 35 where it receives a fixing nut 37 for holding the operation handle 17 in the hub. 31 pinion tree. The thrust washers 51 and 53 and the pinion gear 49 will be placed on the pinion shaft 31 on the portion of the shaft having bevels 65 of relatively narrow width. In this way the thrust washers and the pinion gear will rotate with the pinion shaft. The push plate 55 will be placed on the portion of the pinion shaft having relatively wider bevels 67 which will allow the push plate 55 to rotate relative to the pinion shaft. To open the shutter door 11, the operation handle 17 is rotated in a counterclockwise direction as seen in Figure 1 of the drawings. The rotation of the handle 17 rotates the gear 49 with pinion also in a clockwise direction. The gear 49 with pinion meshes with and causes the segmental gear 15 to rotate in a clockwise direction that releases the connecting rods and tube assemblies to move the sealing door externally from the opening of the sealing door in a conventional way. Using the module of this invention, a constant force is applied by the spring washers 51 and 53 which is between 59.53 to 119.95 kilograms per meter (40 to 80 pounds per foot) in the operation handle 17 which depends on the size of the shutter door. This constant force is applied to the entire range of motion of the operating handle. If a load is applied to the door, the constant force applied by the spring washers 51 and 53 will resist undesired displacement of the sealing door when it is fully opened or rotated from the operating handle during the opening process.