MX2011000053A - Top chord stiffener for enclosed railcar. - Google Patents

Abstract

A superstructure for a railcar comprising at least a first side assembly, a roof extending from the first side assembly and being comprised of at least a first top chord extending inwardly and upwardly from the first side assembly and a first top chord stiffener comprised of at least a first leg and a second leg. The first and second legs are disposed at a right angle to each other, and the first top chord stiffener is attached to the first top chord and the first side assembly.

Description

UPPER ROPE REINFORCEMENT FOR CLOSED WAGON RELATED REQUESTS The present Patent Application is a continuation application in part under the U.S.C. 35 § 120, and claims priority of the Patent Application of E.U.A. Serial No. 12 / 019,078, which, in turn, claims the benefit of the filing date under the U.S.C. 35 § 1 19 (e), the Patent of E.U.A. No. 7,401, 559, which in turn claims the benefit of the filing date under the U.S.C. 35 § 1 19 (e), of the provisional Patent Application of E.U.A. Serial No. 60 / 554,804, filed March 19, 2004, all of which are incorporated herein by reference.

FIELD OF THE INVENTION The transportation of trucks, buses, large tractors and other large mobile freight by rail has created a demand for super-closed wagons, since most wagons do not have adequate internal dimensions to accommodate such large cargo or other way they are not able to enclose this load. A closed car is preferred for transportation because it minimizes exposure to the elements, vandalism and other general damage to the load. Large closed wagons are currently used to transport cars and light trucks, several of which can be "stacked" vertically in the same multi-level car. The technique describes numerous ways to achieve the stacking of vehicles in a car incorporating multiple platforms, creating numerous levels, so that the vehicles occupy space along the full height of the car. The presence of intermediate platforms in such large wagons, usually called madrinas, obstructs the vertical height and the horizontal width of the interior of the car, so that individual vehicles with larger dimensions, such as semi-truck tractors, can not be adjusted or otherwise take advantage of these larger cars. The construction of the single-level super structure has been hampered by the need for alternative structural support, previously provided by the platforms or intermediate levels that stabilize the car to sufficiently sustain the bending stress.

The construction of single-level closed superstructure wagons has included the manufacture of a complete abrasion wagon or alternately converting an existing multi-level super-sized wagon or another wagon by conditioning it with a single-level superstructure or deck, resulting in an increased vertical useful weight compared to that of the wagon before the conversion. Such conversion has often been limited, however, to super-structure applications for existing multi-level wagons or super wagon structures having widths proportional to the wagon width before conversion.

The manufacture of closed wagons of a single level, such as the manufacture of most wagons, is very expensive and can have a prohibitive cost. The construction or modification of a wagon must comply with the industrial standards which dictate the exterior dimensions and clearances, including the external width of the wagon in relation to the length. There is a need in the industry to have the ability to economically manufacture a closed single-level super structure car having substantial unobstructed internal dimensions, both vertically and horizontally, while retaining structural stability.

BRIEF DESCRIPTION OF THE INVENTION The present invention is directed to a super structure for a wagon comprising at least a first side assembly, a roof extending from the first side assembly and being comprised of at least one first upper rope extending inwardly and upwards from the first side assembly and a first top rope reinforcement comprised of at least a first leg and a second leg. The first and second legs are arranged at a right angle to each other, and the first upper cord reinforcement is attached to the first upper cord and the first lateral assembly.

BRIEF DESCRIPTION OF THE DRAWINGS Figure 1 is a perspective view of a closed wagon converted in accordance with the present invention having a super structure with an open door; Figure 2 is a perspective drawing of the interior of a modality of Figure 1 showing the super structure; Figure 3 is a perspective drawing of a large vehicle being unloaded from the super structure of the closed car; Figure 4 is a cut drawing of the parts that make up the super structure; Figure 5 is a perspective drawing of the exterior of the super structure that incorporates the wagon accessories; Y Figure 6 is a perspective drawing of a bridge plate in use and in a storage position inside an embodiment of Figure 1, showing the super structure; Figure 7 is a drawing of a flow chart of the steps for manufacturing a closed wagon; Y Figure 8 is a schematic side view of the super structure of Figure 2; Figure 9 is a cross-sectional view along the line F-F of Figure 8; Y Figure 10 is a cross-sectional view along the line G-G of Figure 8.

DETAILED DESCRIPTION OF THE DRAWINGS AND CURRENTLY PREFERRED MODALITIES The method detailed below and the resulting single wagon allow maximum use of the interior space of a widened car manufactured using an existing car body, so that it can accommodate a large load, including trucks from class 5 to class 8, buses , tractors and other large cargo. As shown in Figure 1, the closed super-structure car 2 includes an existing car 4 and a superstructure 6, comprising side assemblies 8, a roof 14, door beams 16, and end doors 18. The side assemblies 8 of the super structure 6 consist of side posts 28 and side sheets 30, which together form a continuous vertical side wall, bottom side cords 10 and large top cords 12. The closed car manufacturing method is for trimming, lengthening or modify an existing wagon in another way and join an enlarged superstructure to the modified wagon. It should be understood that the descriptions of the parts of the wagon that are attached, applied or attached can be achieved by welding, mechanical fasteners or any other suitable means to join the components of the car. wagon. Most of the components of the car are manufactured from steel, various metals, alloys or other strong materials.

An existing wagon refers to wagons that were previously used or constructed for other purposes and have been taken out of circulation and used in the present invention. Examples of existing wagons used in the railroad industry for various purposes and suitable for use in the present invention include wagons for all purposes, platform wagons, carriages, freight cars, support wagons, gondola wagons, bunk wagons, covered hopper wagons, trailer wagons, flat wagons, standard level wagons, or lower level wagons, among others. The wagon 4 is preferably a flat wagon and more specifically, it is preferably a standard level flush flat wagon, such as the JTTX 89 'General Service Standard Level Flatcar. The use of other types of wagons is within the scope of the present invention, although it may require additional work to prepare them for the application of a superstructure. Because of their abundance, multi-level automatic support wagons are a good source of existing wagons to be used in the present invention. Automatic support wagons, or other wagons containing attached super-structures, are preferably modified by removing the structures, which extend, particularly in vertical form, from the base of the wagon, including any side walls, roofs, end doors or other specialized structures, so that the structure that remains has the general structure of a flat wagon. Additionally, the previous modification of the wagons, including the multi-level automatic support wagons, sometimes requires the removal of sections of the corners of the wagons to join the multi-level structure, in which case, the corners must be restored before attaching the new superstructure. Trimming or lengthening the wagon may require reinforcement of the resulting carriage body, so as to again meet industry strength standards, however the wagon length does not require modification to be within the scope of the present invention.

In a preferred embodiment, the existing car is modified to a length of about twenty-four to twenty-six meters. Because industry standards dictate the width-to-length ratios of wagons, the length and width of the wagon of the superframe can vary depending on the desired dimensions. The preferred method, generally known in the art, is to cut the wagon by removing a section from between a length of about one and a half meters to three meters and then carefully welding the two portions of the wagon together again; or alternatively, to lengthen the car sections are added to the middle of an existing car.

Alterations to an existing carriage preferably produce a modified wagon 4 with a carriage platform 20, two side sills 22, two end sills 24, a central sill and other components under the frame (not shown) and at least two trucks 26 or wheel games. Reinforcement of the car body may be necessary to comply with industry standards. In a preferred embodiment, the carriage cover is approximately 0.79375 cm (5/16") in thickness.The side sills 22, which travel along the length of the carriage, preferably have a general shape of C, on the upper part of which is attached the platform of the carriage 20. The platform of the carriage 20 is generally rectangular and can be aligned either flush with or offset inward from the edge of the side soleras 22. Once the existing carriage 4 is has modified properly, you can add the superstructure 6 to the wagon.

There are several portions of the super structure that can be manufactured separately and assembled in several sequences to create the side assembly 8, like the one shown in figure 4. Particularly, the side cords of the lower part 10 and the upper cords 12 are attached to either end of the vertical side posts 28 creating a structural frame. The side sheets 30 are connected to and between the adjacent side posts and are welded to the upper cords 12 and the cords of the lower side 10, as well as to the side posts 28.

The lower side rope 10 is a generally angular structural portion, substantially of the same length as the car deck 20, and is constructed from one or more pieces of strong material, preferably steel. The rope of the lower side 10 is preferably connected in parallel to the car 4 so that it rests on the upper part of the car deck 20 or can rest on the upper portion of the side floor 22, which is not occupied by the platform of the car. carriage, described above. The rope of the lower side 10 extends outward from and hangs on the side sill 22, as shown in Figure 4, until it is on its opposite edge by the side posts 28 and the side sheets 30. In a preferred embodiment , the rope of the lower side has an extension portion connected to one side of the wagon and has a small vertical ridge extending upwards on the opposite side. The area between where the rope of the lower side 10 is attached to the carriage platform or the side solerails and where the rope of the lower side meets the side posts 28 and the side leaves 30, is an extension of the width of the car that creates Effectively, a higher interior side dimension than that previously had in the unmodified car.

The side posts 28 of the side assembly 8 are preferably rectangular hollow metal pipe. Although the side posts used in conventional closed superframes are approximately ten centimeters by 20 centimeters in cross section, those used in the present invention are smaller within the range of approximately five centimeters by seven to ten centimeters). In a preferred embodiment, the side posts 28 extend vertically, approximately three and a half meters from the strings of the bottom side 10 and carriage platform 20. The height of the side posts can be varied based on the desired or required industry standards. For example, the side assemblies can be higher if the lower level carriage bodies are used or if the roof is designed for the higher empty space profile.

As shown in Figure 1, the corner posts 32 can be joined at the four corners of the carriage, and are preferably made of a stronger construction, such as the use of steel thicker than that used for the side posts. The remaining vertical side posts 28 can be evenly distributed along the length of the side assembly 8. The number of side posts 28 used will depend on the length of the side assembly 8 or the platform of the car 20. For example, in a preferred embodiment, a twenty-five meter long modified car uses approximately twenty side posts and approximately two outline posts per side of the car.

A plurality of side sheets 30, preferably is attached to the side posts 28 and to each other to create a continuous side wall, as can be seen in figures 1 and 2. The side sheets 30, preferably also bind to both the cords of the bottom side 10 as to the upper cords 12, all together comprising the side assembly 8. The dimensions of the side sheets 30 are variable based on the length and height of the car and the spacing of the side posts 28 (or on the contrary, the spacing of the side posts can be varied based on the dimensions of the side sheets). Preferably, the side sheets have a minimum depth while still being thick enough to absorb a portion of the bending stress, preferably a depth of about .0254 centimeters (1/10") or less In a preferred embodiment of the present invention , the side sheets 30 are positioned so that the front vertical edge 36 of one of the side sheets is flush with the rear vertical edge 38 of the side sheet that joins a side post 28. In that case, the posts sides 28 are on the inner side of two side sheets 30 at the intersection, as shown in figures 1 and 2. The vertical flush edges 36 and 38 of the joining portions of the side sheets are then joined, preferably by welding, to the side posts 28 and to each other The welding of the sheets both to the side posts and to each other, allows a greater stability and strength of the lateral assembly 8 .

In a preferred embodiment, an end side sheet 84 may be joined between an equine post 32 and a side post 28 on the inside side of the superframe 6, as shown in Figure 5. Although this may be slightly overlapped on the interior space, it is not as well as minimal while allowing the empty space outside for wagon components, such as steps and hands, as described below. The insertion portions of the side sheets can also be incorporated into the side assemblies to allow the clearance of moving parts, such as hand brakes that are also described later.

In one embodiment of the present invention, the use of posts with smaller dimensions, compared to conventional closed super structures, is due in part to the construction of the side assemblies, which distribute the bending stress on both the posts lateral like the lateral leaves. Conventional side sheets are often surface covers and do not contribute to the support of the bending stress. As shown in Figures 1 and 4, the small perforations 40 can be integrated within the side sheets 30 to allow a passage of light and air, while minimizing damage and vandalism to the load of the car.

The following dimensions are for a preferred embodiment and are exemplary only. The resulting distance between the innermost surfaces of the side posts 28 and those on the other side of the car is approximately three meters seven centimeters (10 '- 1 1/4"). The distance between the interiors of the side sheets 30 on either side of the car (excluding the end side sheets and the corner posts) is preferably only slightly wider than three meters seventeen centimeters (10 '- 5 1/4"). In a preferred embodiment, the outer width of the super structure is approximately three meters eighteen centimeters (10 '- 5 1/2") In comparison, the modified carriage previously used in the preferred embodiment has a width of approximately 2.74 meters. (9 ').

Frequently in the matter, the sides of a closed structure in a wagon are flush with the wagon sills, although in this embodiment of the present invention, the extension of the width is possible, in part due to the modification of the wagon, so that the industry standards allow for a wider width, as well as the distribution of the load on the side assemblies.

As shown in Figures 1 and 4, a plurality of reinforcing plates 42, attached to both the side sills 22 of the wagon and to the bottom of the rope of the lower side 10, can be used to support and reinforce the lateral extension of the side ropes of the car. The reinforcing plates 42 are preferably added to those side posts 28 and are joined in general alignment with the side posts 28 to maximize support and strength. In a preferred embodiment, the reinforcement plates 42 are triangular, with one edge of the triangle welded to the side portion of the C-shaped side sill 22 and an adjacent side of the triangular reinforcement plate also welded to the underside of the rope of the lower side 10. The reinforcing plates 42, which extend outwards from the side solerails 22, receive and support the bottom-side rope 10. Although the preferred embodiment uses triangular-shaped reinforcement plates 42, any form of the Reinforcement plate or other reinforcement type support attached to the exterior of the carriage platform is within the scope of the present invention.

Modifying a wagon to receive a structure wider than the wagon before conversion (preferably through the use of side extensions and support plates) with surface side walls (preferably due to the construction of the surface side posts 28 and side sheets relatively Thin 30) results in a greater internal horizontal width than if the side sheets and side poles of regular dimensions were attached flush with the side sills.

The large upper ropes 12, preferably extend from the upper edge of the side sheets 30 and the side poles 28 to provide additional stability to the wagon 2. Although the conventional wagons use upper ropes that generally extend a few centimeters to fifteen centimeters of height, the upper cords of the preferred embodiment extend over a longer interval of about thirty to sixty-one centimeters (V to 2 ') in height. The upper rope 12 can be made from one or more pieces of steel, and are generally in an angular plane, preferably running approximately the length of the continuum of the side sheets 30. The upper cords 12 extend generally upwards and inwards from the sides. side sheets. In a preferred embodiment shown in Figure 4, the shape of the upper rope includes a short vertical flange, which is attached to the side sheets, a large angled portion extends the height of the wagon and a horizontal flange, extending inward from the angled portion, which joins the roof. The angled portion is the section which is longer and generally longer than in conventional upper ropes: at least six inches long against the angled portion of the conventional upper rope being only a few centimeters long. The upper cord reinforcements 44, similar in construction to the side posts 28, are preferably joined to the upper cords 12 similar to and preferably in alignment with the side posts 28. The upper cord reinforcements 44 are also preferably attached to the side posts aligned 28. The upper rope reinforcements 44 can be made from the same rectangular hollow pipe used for the side posts 28 or from pipes with other numerous shapes or profiles that reinforce the upper rope. The upper rope reinforcements 44, preferably provide support to the upper rope 12, preventing it from collapsing and helping to distribute the weight with the side sheets and the side posts. An upper rope longer than is normally used, maximizes the interior space because it invades less, and provides more useful interior area. The use of longer upper ropes can be a means to adapt the construction of the super structure to further maximize the interior dimensions, based on the existing empty space profiles.

An alternative embodiment of the upper rope reinforcements 44 is shown in Figures 8 to 10. Figure 8 shows a schematic side view of Figure 2 and Figures 9 and 10, showing cross-sectional views along the lines GG and FF of figure 8, respectively.

In this alternative embodiment, the upper rope reinforcements 44 are replaced with a support having a generally L-shaped 102 forming what is referred to as a "box" shaped reinforcement. A support with a generally L-shaped 102 is placed on each side of the car 2 and each support with a generally L-shaped 102 preferably extends the length of the car 2. Each support with a generally L-shape has a first leg 04, which preferably it is parallel to the floor 20 of the wagon 2. Extending from the first leg 104 at a right angle is a second leg 106. The second leg 106, preferably is parallel to the side sheets 30. A third leg 108 extends from the second leg 106 at an obtuse angle. The angle of the third leg 108, compared to the second leg 106, is preferably generally equal to the angle of the upper cords 12.

This embodiment of the upper cord reinforcement 44 is preferably welded to the side posts 28 and the longitudinal upper edges of the side sheets 30 along the first leg 104 of the upper cord reinforcement 44. The third leg 108 is in turn welded to the inside of the upper rope 12.

The upper ropes 12 of the wagon, preferably attached along the longitudinal upper edges of the side sheets 30, can be joined by a generally rectangular roof 14. In the preferred embodiment, the roof 14 is approximately two meters fifty-three centimeters ( 8 '- 2") wide and can be constructed from standard box car roof sheets In a preferred embodiment, the roof 14 is generally parallel to the carriage platform 20. Standard box car roofs normally They are made of galvanized steel, however other materials and roof designs are within the scope of the present invention and can be used to connect the two upper ropes, provide protection against the weather and can act as a structural component. 14, preferably it is slightly smaller than the longitudinal dimensions of the upper ropes 12 and the cover of the wagon 20 to accommodate give the frames of the doors 16, as described later. The roof can incorporate other features such as water-tight construction or allowing the passage of light inside the super-structure, if desired.

As shown in Figure 4, the door frames 16 are preferably comprised of two portions, particularly a generally flat door frame sheet 70 attached to a generally rectangular or trapezoidal beam 72. The door frame sheet 70 is attached against the upper cords 12, preferably the horizontal portion or flange, and extends partially under the roof 14. The longer upper cords 12 preferably keep the roof 14 and the door frame sheet 70 away from interference with the interior of the superstructure. The beam 72 is preferably smaller in length than the rectangular sheet and is attached parallel to the end sills 24. In a preferred embodiment, the beam 72 is attached to the door frame sheet 70 and the upper cords 12, in such a way that the far edges of the beam 72 are flush with the adjacent upper rope 12 and the front side of the beam is flush with the plane of the end sill, closing at right angles the two side assemblies. In a preferred embodiment, the door frame sheet 70 is approximately two and a half meters (8 ') wide and five to seven and a half centimeters (2"- 3") long.

The two side assemblies 8 of the superframe 6, in addition to being joined and secured together by the roof 14, can also be stabilized at their ends by the two door frames 16. The use of door frames 16 provides lateral support to the shape of the super structure, eliminating the need for intermediate platforms for support, and providing a portion for the exterior placement of the door closing system 46, as further described below, so that no interior space is occupied by the End door locks 18.

The doors with multiple folds are preferably used as they fold back and away easily with little space needed and do not obstruct the entrance to the interior of the super structure. As shown in Figures 1 and 6, the multiple-fold end doors 18 are attached at the ends of the super structure 6. In a preferred embodiment, a group of two doors with three bends is used at each end, each door having three panels 52 joined together along their lateral ends by hinges per panel. The edges rear doors 48 of the doors 18 are preferably hinged to the corresponding corner posts 32 using external hinges 50. The externally hinged doors, with multiple folds allow access to the interior of the super structure, without the obstructions that are normally observed with the Radial doors, which can clog is interior wide space, or unique panel doors, which often need substantial space beyond the end sill to open. The use of external hinges 50 in the same way, decreases the obstruction to the interior of the super structure, because the hinges 50 by themselves do not invade the interior of the car and because the doors 18 can be made to rotate laterally further due to that its axis of rotation is on the outside of the structure. The doors can be opened in a compact manner and pushed out of the way during loading and unloading and preferably, this can be done independently of the height of the dock / ramp because the bent length is shorter than the coupler extending to pass the end of the car. Preferably, a group of two multi-fold doors is used at each end of the super structure.

In a preferred embodiment of the present invention, the door panels 52 are constructed of a relatively thin material, either single layer or multiple layers. In a preferred embodiment, the thin multi-layer door panel is constructed of a plastic core with hard foam laminated between two sheets of thin steel. Other core materials for the multi-layer panel, could include other hard plastics, wood, aluminum plate, braided board, materials in the shape of honeycomb or any other rigid material. As an example, the preferred embodiment includes door panels having two layers of steel, each approximately 0.048 centimeters thick, with the entire panel measuring only about 1.27 centimeters thick. An example of a commercially available multilayer material is Duraplate ™. The union of thinner doors to the super structure, in turn, optimizes the longitudinal loading space of the car, since that space is not consumed by the intrusion of the thickness of the door. Additionally, lighter doors can be opened by a person, preferably, without requiring more than twenty-seven kilograms of force.

In a preferred embodiment, several steps are combined to result in a maximum internal capacity. Particularly, the use of thin multi-fold doors produces an inner super structure length that is not more than six inches less than the length of the full carriage body measured on the tabs; the use of thin, long upper ropes, superficial side poles and side sheets that absorb the load, allows an interior width that is only one and a half meters narrower than the outer width of the side assemblies; and the construction of the side assembly as a whole and the manner in which it distributes the load, allows a general height of the door opening, in a preferred embodiment, of approximately four meters with fifty centimeters (14 '- 8") These dimensions will be used as an example and to show the relative differences between before and after the modification and the general proportions of construction, and should not be construed as limiting the scope of the present invention. The use of a low level cart, the use of different clearance profiles, or other types of carts can change the height and width of the door opening.

Various other steps can be conducted to produce a super structure with optimized interior space. A multi-point door closure accessory system 46, which utilizes the full length and partial length of the closing devices and which are shown in Figure 1, are preferably mounted on the exterior of the door panels 52, increasing to the maximum the interior length. In a preferred embodiment, the multi-point door closure system is a tube and cam type system. The primary door closure accessories used to secure the doors in their closed position can be received by a receiver or lock guard 56 attached to the exterior of the door frame 16. The guard 56 is preferably more superficial in height than the frame of the door 16 to which it is mounted, and both the guard 56 and the frame 16, are more superficial in height than the thickness of the roof 14. Because the door closing accessories mounted on the door 46 can be received and coupled in the guards, which are mounted within the thickness of the roof, the vertical interior height is optimized. The primary door closing accessories are preferably secured in the guards 56 mounted on the exterior of either or both of the door frame 16 and the end sill 24. Generally, the exterior surface of the door, the door frame 16, and the end sill 24 are all aligned in the same plane when the doors 18 are in their closed position. The primary closure fittings can preferably be pushed or pulled in or out of the guard 56 by means of the handles of the closure system. All these portions of the closure system 46 are preferably located on the outside of the doors to conserve the space they could occupy if they were mounted so that the guards were located for the door frame, requiring the doors to extend deeper into the door frame. the inside of the super structure, or if the closing accessories were mounted on the inner surface of the door panel, reducing the interior height and length.

In a preferred embodiment, shown in Figure 6, the multiple-fold end doors 18 can be opened in an accordion-like fashion and closed in place, generally parallel to the side sheets 30. This can be accomplished by receiving clamps 74 mounted to the bottom on the inner side of the outer door panel 52 ', which is the door panel closest to the corner posts, so that a rod 76 passing through these clamps, as well as similar inner clamps 78 aligned in the interior of the side assemblies 8 rigidly fix the end door 18 in place. This arrangement allows unobstructed access to the interior. Although a part of the space is occupied with receiving clamps 74 and the inner clamps 78 on the door and on the inside of the super structure, these are preferably located very low on the side assembly 8 and the doors 52 ', where the maximum empty space is not vital and does not they extend both internally, and other carriage-like features in their stored position as will be described below. The closed accordion position further prevents the doors from having a wide swing and allows access to the handbrake 80 located on the outside of the side assembly 8, while the doors are still open. Alternatively, the door 18 could pivot about the hinges 50 to be adjacent to the outside of the side sheets 30.

The preferred closure accessory system 46 can also suitably align the door in a flat position, as if it were a single door panel, when it is closed. The ability to close the multiple fold doors 18 in a flat shape allows the structure and supports the rear frame when the doors are in their closed position, while reducing the possibilities of overload and / or movement due to low activity or rotation on the hinges. In a preferred embodiment, the primary lock is located on the central panel 52"of the door 18 ', with secondary closure means on the inner panel 52 and the outer panel 52'. The blocks or guides can be assembled to achieve both a flat orientation of the door as to secure the rear door panels to the super structure or wagon.

For example, a pickup guide 54 can be mounted to the approximate center of the door frame to trap and receive a pin 68 mounted to the exterior of the inner panel 52 and extending vertically upwardly from the top of the panel, so that it can be caught by the guide, ensuring that the last panel of the door is flat against the superstructure. Additional pins can be mounted on the outside of the panels and extend vertically downward from the bottom of the door to be received in the guide 54 or other receiving means on the end sill 24. Additional blocks can be placed on the outer side of the guards to avoid the door closing accessories so as not to adequately engage the guards, while the door closing handles are rotated to their closed position. This feature preferably prevents the door closing handles from being placed in the closed position, without the fittings being properly coupled in the guards.

To preserve additional space, the required equipment, such as hand brakes 80, hand holders 34, and steps 82, may preferably be arranged or joined so as not to impose on the interior space while maintaining the empty operating spaces, as shown in Figure 5. This can be done, for example, by attaching said devices to the side sill 22, which is placed inwardly from the plane of the side sheets 30, instead of the super structure itself , which causes problems of external empty space or needs impact the interior space. The positioning of a handbrake on the side sills of the wagons, which have not been extended horizontally, may not conserve space because it still increases the external dimensions of the car. Additionally, an insert portion 84 of the side assembly, formed by attaching a side sheet between the corner post and the first side post on the inside of the superstructure, as opposed to the outside, allows the positioning of the step 82 and the handles 34, of so that they are within the empty space of operation and do not extend significantly beyond the plane of the side assemblies 8. Similarly, a cut 86 can also be constructed inside a side sheet 30 'aligned with the handbrake 80, so that the handle 81 of the handbrake is allowed to fully rotate upwards with empty space for sufficient hand and achieves this without extend significantly beyond the plane of the continuous side sheets. The cut 86 can be achieved by dividing a joint of the individual side sheets 30 to the side posts 28 partially on the outside and partially on the inside of the super structure 6 with any resulting openings covered with similar material. Again, although the cut 86 slightly invades the inside of the super structure, it does so adjacent to the already inserted panel 84 and at a low height, where the empty space is not vital.

Several features inside the super structure, can be used to secure, load or unload cargo in the form adequate The interior of the superframe 6, preferably includes at least one group of rim guide tracks or gripping traces 58 attached to and extending longitudinally along the carriage platform 20. The gripping traces 58 and shims and Associated harnesses are used to help guide, position and secure the truck or other large load 60 that is being placed on the car. The shims 62 can be coupled to the gripping traces 58 at the front and rear of the tires of the vehicle to decrease the displacement of the load. The shims 62 are stored in the clamps on the end sides of the interior when they are not used to limit the consumption of the interior space, as shown in Figure 2. As mentioned above, the interior space occupied by the shims is directed towards the lower part of the inner super structure, where empty space is not vital. An example of commercially available shims is the Winchock ™.

The protection of the edge of the vehicle door is preferably provided by the protective sheets 88, which are a thin plastic material or other soft or elastic material attached longitudinally along the inside of the side assembly 8. An example of the material Commercially available for the door edge protection sheets of the vehicle is Zefreck's EdgeGard ™. Preferably, the generally translucent protective sheets 88 are placed through a lower row of perforations 40, which reduces the ingress of dust and debris while still allowing the passage of light. The row of perforations more near the top of the car, preferably allows ventilation. The row of perforations closest to the top of the car, preferably allows ventilation. The protection sheets 88 prevent damage to the load, so that the vehicle doors open during loading or unloading. As shown in Figure 1, the cloth harnesses 64 used to secure the load can be stored, when not in use, by hanging them from the clamps located along the inside of the side sheets 30. Hang the fabric harnesses of that shape allows them to be readily available while occupying a significant amount of the interior of the super structure.

Portable bridge plates 66, used to load and unload vehicles, can be stored inside the car when it is not in use. Bridge plates are generally used to extend along the distance between two coupled cars or between the end of the car and the surface on which vehicles are being unloaded, accommodating and supporting the wheels of the vehicle. The bridge plates 66, shown in Fig. 6, are preferably slightly arched steel rectangular sheets with tubular channels 92 which pass laterally along the ends of the plates. Generally, two bridge plates 66 are aligned with the fingerprints and must be wide enough to accommodate small or large vehicle wheels. The wagons of the present invention can be configured to allow circus loading when multiple wagons are placed together, with the doors at both ends of all the open wagons and the bridge plates installed between the wagons. The vehicles can then be loaded and unloaded through multiple cars. Generally, this type of loading or unloading operation greatly reduces the time to complete a loading or unloading operation.

As shown in Figure 6, when the bridge plates 66 are in use, the tubular channel 92 of the bridge plate is aligned with at least two end hearth collars., which preferably are aligned on either side of the tubular channel 92 of the bridge plate. A bridge plate rod 96 is preferably inserted through an end sill collar 94, continues through the tubular channel 92 and passes through another end sill collar 94, to secure the bridge plate 66 to the end plate 24 of the car. The storage of bridge plates, when not in use, had previously been cumbersome and difficult. In a preferred embodiment, the bridge plate is generally narrower than the distance between the innermost gripping tracks 58 of the carriage platform 20. As shown in Figure 6, the bridge plates can slide between the gripping tracks 58 and secured in the stored position by aligning the tubular channel 92 with carriage platform collars 98, which are generally similar in shape to the end hearth collars. When the bridge plate 66 is positioned so that the tubular channel 92 is aligned with and between at least two carriage platform collars 98, the bridge plate rod 96 can be inserted in a similar manner through the channel 92 and the carriage platform, collars 98, to secure the bridge plate during storage and create a useful site for the bridge plate rod 96. The bridge plates in a preferred embodiment, are about twelve and a half centimeters high, which are not substantially higher than the fastening tracks 58, which extend approximately nine centimeters from the platform of the car 20. The bridge plates 66 are preferably stored directly on the platform of the car where the requirements of empty space they are not so rigorous and will not interfere with the load or will detrimentally decrease the height of the interior door opening. Preferably, two bridge plates can be stored by placing one of them on either end of the carriage bed between the retaining tracks in the door openings.

The following is an example of the sequence, by which an existing car can be prepared and the super structure assembled and applied, although the sequence can be varied. The existing car can be prepared and the super-structure sub-assembled sequentially or simultaneously. Preferably, modifications to the wagon will essentially be completed with the time when the super structure is applied thereto. First, the engineering review is completed to determine the exact location where modifications to the existing car should be made. The review may include examining the modifications, such as cutting the car in two and removing a section length, so as to minimize the loss of structural integrity and the required remodeling, and determine the reinforcements required to ensure structural integrity. Various procedures and processes can be used to select the right car body to modify. After removing the required section, all metal edge conditions are prepared properly to ensure proper alignment and alignment. The two sections of the trolley body can then be aligned using attachments to meet the curvature, the central length of the truck, the length of the trolley and the requirements for detachment of the platform. Various welding and ultrasonic techniques are used to complete and inspect welded assemblies. If the carriage is being lengthened instead of cut, an additional lower frame section is produced and inserted into the created opening. The devices applied or the modifications made to the previous use of the wagon are removed as well as the hand brakes, the side handles and the steps. Components, such as -couplers, suction gears, brake valves, etc., are inspected and reconditioned or replaced, as deemed appropriate.

Next, the side posts, corner posts, lower side strings and top side strings are connected together to form a frame, preferably by welding. The side sheets can then be applied to the resulting frame to form the side assemblies. The side assemblies can be applied to the wagon and applied door frames to connect the side assemblies together at the ends. The roof, which may have been previously sub-assembled (although not necessarily so), is applied to the lateral top strings and door frames.

Finally, the following components can be applied to the wagon, in almost any order: the reinforcement plates to the side solerails and the lower side strings, the handbrake, the steps, the handles, the doors and the securing accessories associated, fastening tracks, shims, door edge protection, fabric rim harnesses, and bridge plates. The complete trolley and the superstructure can then be painted and the appropriate markings applied.

It is intended that the above detailed description be considered as illustrative rather than limiting, and that it is understood that it is in the following claims, including all equivalents, that it is intended to define the spirit and scope of the present invention.

Claims (5)

NOVELTY OF THE INVENTION CLAIMS

1- A super structure for a wagon, said super structure comprises: at least a first side assembly, a roof extending from said first side assembly, said roof comprised of at least a first upper rope extending towards in and up from said first side assembly; and a first upper cord reinforcement comprised of at least a first leg and a second leg, said first and second legs being disposed at a right angle to each other, said first upper cord reinforcement being attached to said first upper cord and said first cord side assembly.

2. - The super structure according to claim 1, further characterized in that said first upper cord reinforcement additionally comprises a third leg extending from said second leg and being attached to a surface of said first upper cord.

3. - The super structure according to claim 2, further characterized in that said third leg extends at an obtuse angle from said second leg.

4. - The super structure according to claim 1, further characterized by additionally comprising: a second side assembly, wherein said roof extends from said first and second side assemblies, said roof is further comprised of a second top cord extending inwardly and upwardly from said second side assembly; and a second upper cord reinforcement comprised of at least a first leg and a second leg, said first and second legs being disposed at a right angle to each other, said second upper cord reinforcement being attached to said second upper cord and said second cord side assembly.

5. - The super structure according to claim 1, further characterized in that said first upper rope reinforcement extends the length of said car.