MXPA97006963A - Assembly of discharge gate of vagon tolva ferrovia - Google Patents

Abstract

The present invention relates to a discharge gate assembly for rail hopper carriage, characterized in that it comprises: a frame defining a generally rectangular discharge opening with a gate slidably mounted on the frame for horizontal end movement between the open and closed positions. closed along a predetermined path of movement to control the load or ballast discharge of the rail hopper car to which the gate assembly is to be mounted; an operation shaft assembly supported on opposing frame extensions for rotational movement about A fixed shaft, for rotational movement about a fixed axis, the operation shaft assembly is operably coupled to the gate, and an immobilization assembly including a vertically movable stop member mounted for vertical and rotational movement about a fixed axis that is extends above the trajectory of d sliding of the gate and back of a rear edge thereof and which, when the gate is in

Description

ASSEMBLY OF WAGON DISCHARGE GATE RAILWAY HOLLOW FIELD OF THE INVENTION The present invention relates in general to the unloading gate assemblies for railway hopper wagons and more particularly to a gravity unloading gate assembly which complies with the present regulations of the American Association of Railways (AAR). .

BACKGROUND OF THE INVENTION Railway hopper wagons commonly include one or more discharge openings or orifices through which the cargo or ballast within the wagon is unloaded by gravity. A discharge gate assembly including a frame is equipped to the hopper car and defines a discharge orifice through which the cargo or ballast in the car is ejected. A gate is slidably mounted on the frame for a movement between open and closed positions to control the unloading of the load or ballast of the hopper car. The gate is normally moved between the positions by means of a rack-and-pinion system, which includes at least one row of rack welded to a lower side of the gate and at least one pinion which is operated by a rack assembly. operating shaft rotatably mounted on the frame of the gate assembly. As will be appreciated, it is important to prevent inadvertent opening of the gate. However, rail cars are subject to numerous impact forces, some of which can be quite severe. When a railway car moves on an ass's back in a sorting station, REF: 25577 will probably make an impact with other wagons that are in the same way. A full rail car weighs tons and has a tendency to accumulate a substantial momentum (or momentum) as it moves along the track. Thus, the impact with a stationary rail car to which it will be coupled can be of immense force. While shock absorbers are integrated into the coupling units on the wagons, severe shock loads still remain within the body of the wagon and its contents. Such loads can affect the position of the gate. Of course, if a partially open gate is not recognized, a substantial amount of cargo or ballast can gravitationally pass through the gate as the wagons move from one boarding position to another. Therefore, each gate assembly in the carriage is normally provided with some form of locking mechanism for retaining the door or gate in a closed position. The fixation mechanisms hitherto known to keep the door closed have thousands of designs. However, basically, such locking mechanisms include some form of mechanical fasteners which are effective for fixing the gate in a closed position, but require manual opening and manual closing to be effective. For various reasons, the manually operated mechanisms hitherto known are constantly destroyed when the floodgates are opened. The operating condition of the fixing mechanism is often ignored when the load is to be unloaded from the hopper car. Alternatively, manually operated locking mechanisms are initially opened before the rail car reaches a loading or ballast unloading station.

Between the time when the fixing mechanism opens initially and the time when the rail car arrives at the unloading station, the wagon can be impacted with other wagons once or several times. Occasionally, shock loads from the impact of wagons may return the locking mechanism to a closed or locked condition. The limited visual access, the inconvenient physical access, the human error and the increased demand for quickly unloading the railway wagons all contribute to the fixing mechanisms operated manually, either substantially damaged or completely destroyed. In addition, high torque torque motorized controllers are often used to open the gates and result in inadvertent destruction of the fastening mechanism. The American Association of Railways (AAR) has recently enacted new regulations that deal with gravity discharge gate assemblies during its operation. The new S-233-92 standard from the AAR is related to issues involving hopper rail wagon exit discharge gates, installation, sustainable strength level using locks before inadvertent opening, seals and thousands of related issues. As mentioned above, full rail hopper wagons are designed to carry tons of cargo or ballast. Therefore, and although there may be multiple discharge gate assemblies arranged on a hopper car, the gate or door of each discharge gate assembly is subject to extreme down loading conditions. In addition to being subjected to extreme loading, the cargo that is transported may be cement or another form of relatively fine granular material. As will be appreciated, the residue of such fine material frequently passes around and over the edges of the door or gate of each discharge gate assembly. When subjected to moisture during the course of its journey, such waste material, when combined with such moisture, can cause significant problems involving the sliding or opening of the gate in the discharge station. Due to the extreme load conditions and the residual material that interferes with the operation of the gate assembly, a substantially increased torque is required to be applied to the rack and pinion system to open the gate. The level of such torque is such that a portion of the assembly of the operating shaft is frequently displaced under the influence of such levels of the torque. Displacement of the operation shaft assembly adversely affects the performance and timing of the rack and pinion system to thereby result in significant operational problems. Various discharge gate assemblies have been proposed, wherein an articulated fastener extends over and engages a distal end of the gate. However, such fixation designs have also proved undesirable. Tests have revealed that when rail cars hit each other, that portion of the padlock that engages the edge of the gate tends to articulate or lift upward to loosen or decrease the efficiency of fastening on the gate. When the impact between the wagons is sufficient, the hook or lock tends to open inadvertently, to thereby allow the door or gate of the discharge gate assembly to move slidably from its normally closed position to thereby result in a loss of the load. cargo or ballast of the wagon. As mentioned above, if a partially open hatch is not recognized, a substantial amount of cargo may pass due to gravity through the partially opened hatch, as wagons move from one embarkation site to another without detection. Thus, there is a need and a desire for a rail car discharge gate assembly, which includes a fixing mechanism which satisfies the standards of the AAR and keeps the gate in a closed position and still which opens automatically before of the movement of the gate to an open position.

BRIEF DESCRIPTION OF THE INVENTION In view of the foregoing and in accordance with the present invention, a discharge gate assembly is provided for a rail hopper car that meets the new requirements and specifications of the AAR. The discharge gate assembly of the present invention includes a frame defining a generally rectangular discharge opening, with a gate slidably mounted on the frame, for a horizontal edge (or end-to-end) movement between the positions open and closed along a predetermined movement path. The gate is slidably mounted on the frame and acts as a valve to control the discharge of the load or ballast from the railway hopper car to which the gate assembly is mounted. A mounting of the operating shaft is maintained on the frame for a rotational movement about a fixed axis. The assembly of the operating shaft is operatively coupled to the gate. According to the present invention, a fastening assembly is independently arranged, as it is operatively coupled to the assembly of the operating shaft. The mounting assembly includes a vertically movable retainer, mounted for vertical and rotational movement about a fixed axis extending above the path of movement of the gate in a longitudinal relationship relative to an edge of the gate. When the gate is in its closed position, the retaining element extends downwardly and in engagement with the edge of the gate to positively prevent the gate from moving substantially to an open position. The retaining member of the fixing assembly is mounted on an axle or shaft extending generally parallel to and above an upper side of the gate. In a more preferred form of the invention, the fastening assembly includes dual retaining elements arranged on an oscillating shaft supported by extending the frame of the discharge gate assembly. Each retaining element of the fixing assembly is predisposed to a coupling with the gate, so as to inhibit the inadvertent movement of the retaining element on the impact load of the rail car. The mounting of the retention element above the gate allows the force of gravity to urge the retention elements into a coupling with the gate. In one form of the invention, a spring resiliently urges each retaining element of the mounting assembly to the movement path of and preferably in engagement with, a gate. In a preferred form of the invention, the operation shaft assembly includes an elongated operating shaft rotatably supported on the frame by operation handles attached to opposite ends of the operation shaft. The assembly of the operating shaft is operatively coupled to the gate by means of a rack and pinion system. The rack and pinion system includes a pair of laterally spaced pinion gears, mounted on the operation shaft and which engage the laterally spaced rack rows, otherwise fixedly fixed to a lower side of the gate. A drive mechanism is disposed adjacent the frame to positively operate the mounting assembly. The drive mechanism for the fastening assembly positively separates each retaining member from the movement path of the gate, in response to the rotation of the operating shaft assembly prior to movement of the gate to an open position. The actuating mechanism of the fixing assembly includes a cam structure at the opposite ends of the assembly of the operating shaft, to positively displace the retaining element in relation to the path of movement of the gate in the rotation of the axle assembly. operation. In a preferred form of the invention, the actuating mechanism of the fixing assembly further includes a follower at the opposite ends of the oscillating shaft to contact a periphery of the cam structure and thereby positively move the retention element, independently of the introduction of the moment of torsion to the mounting of the operating shaft. A lost movement mechanism is arranged between the assembly of the operating shaft and the gate to effect the sequential movement of the retaining element and the gate in predetermined synchronized relation to each other. In a more preferred form of the invention, the lost movement mechanism is provided between the rack and pinion assembly of the operating shaft assembly. That is, in a more preferred form of the invention, the lost motion mechanism includes a slotted configuration on each of the pinions to allow a predetermined rotation range of the operating axis before the movement of the gate. The default range of motion of the operating shaft assembly is from about 35 ° to about 55 ° of initial movement of the operating shaft assembly. In a more preferred form of the invention, the predetermined range of motion of the operating shaft assembly measures approximately 45 ° of the initial movement of the operating shaft assembly. A major advantage of the present invention involves its simple operation. The advantage of mounting the retaining elements of the fixing assembly in longitudinally spaced relationship of the operation shaft assembly is that a positive locking feature is inherent in such a design, because the padlocks inherently move to positive engagement with the gate. The mounting of the retention elements, in such a way that they extend angularly downwards and to the coupling with the door, also improves the visibility of the coupling and decoupling of the padlock. The mounting of the retaining or padlock elements of the fixation assembly in spaced relationship of the door edge minimizes the distance separating the assembly from the operating axis of the frame to add rigidity and structural integrity to the mounting assembly. The assembly of the retaining elements in a longitudinally spaced relation in relation to the edge of the door and in such a way that the retaining elements extend downwards and a positive coupling with the edge of the door, allows the minimization of the extension of the door. gate, to thereby realize substantial cost and weight savings, while manufacture of the gate assembly is also facilitated by the present invention. Furthermore, mounting the padlocks above the upper side of the gate advantageously reduces the likelihood that the accessories interfere with the operation of the mounting assembly. It is important to note that the drive mechanism for the fixing assembly is arranged adjacent to the frame mounting extensions of the gate. The arrangement of the actuating mechanism of the fixing assembly, adjacent to the frame extensions, advantageously allows an increased introduction of the torque to the assembly of the operating shaft without harmful effects to the fixing operation. In addition, the mounting of the drive mechanism adjacent to the frame extensions allows for an increase in the push or lift of the padlock compared to alternative designs. Importantly, mounting the drive assembly adjacent to the frame tends to reduce the bending forces and thus reduces the dependence on the tolerances of the fixing assembly. A salient feature of the present invention involves the creation of a fixing mechanism that forms a sub-assembly, which can be added subsequently to the frame assembly. The mounting assembly of the present invention is simpler than the previously known designs, since the addition of a separate drive shaft, on which the retaining elements are assembled and arranged, in combination with the assembly of the operating shaft, provides simplicity for manufacturing and assembly. That is, instead of requiring the assembly of the operating shaft to perform all functions associated with the mounting assembly, the present invention separates the mounting of the operating shaft from the drive mechanism of the mounting assembly. Therefore, the design of the present invention is significantly more tolerant to the bending of the axis of the assembly of the operation shaft assembly. The cam followers of the drive mechanism of the fixing assembly are specifically designed to allow a seal to be arranged in combination with the drive mechanism to provide a quick and easy visual reference with respect to the operation of the gate assembly. In a more preferred form of the invention, each cam follower of the fixing assembly is specifically designed to prevent the wagon seal from improperly arranging and preventing tampering of the railway wagon seal. The specific design of the cam follower prevents adhesion between the cam follower and the cam structure when the door is moved in one direction or the other. These and numerous other features and advantages of the present invention will become readily apparent from the following detailed description, the accompanying drawings and the appended claims: DESCRIPTION OF THE DRAWINGS Figure 1 is a rear elevation view of a discharge gate assembly of the rail hopper wagon that implements the features of the present invention, shown attached to a hopper car; Figure 2 is a side elevation view of the discharge gate assembly shown in Figure 1; Figure 3 is an elevation view, in plan, taken along line 3-3 of Figure 2; Figure 4 is a fragmentary top plan view of the fixing assembly of the present invention; Figure 5 is a fragmentary side elevation view, taken along line 5-5 of Figure 1; Figure 6 is a fragmentary side elevation view, taken along line 6-6 of Figure 1; Figure 7 is a fragmentary view, taken along line 7-7 of Figure 4; Figure 8 is a schematic elevation view of a pinion gear forming part of the present invention; Figure 9 is a side elevation view, taken along line 9-9 of Figure 1; Fig. 10 is a fragmentary side elevational view of the mounting assembly as in Fig. 6, but showing an assembly of the operating shaft rotated to move a gate to an open position; Figure 11 is a view similar to Figure 5, but showing the relationship of certain component parts of the present invention, when the assembly of the operating shaft is in the position shown in Figure 10; Figure 12 is a side elevation view similar to Figure 10, but showing the additional rotation of the operation shaft assembly; and Figure 13 is a view similar to Figure 11, but showing the relationship of the parts or components of the present invention when the assembly of the operation shaft is in the position shown in Figure 12.

DETAILED DESCRIPTION OF THE INVENTION While the present invention is susceptible of being implemented in various ways, a preferred embodiment described hereinafter is shown in the drawings with the understanding that the present disclosure is to be considered as an exemplification of the invention. invention and it is not proposed to limit the invention to the specific embodiment illustrated. Referring now to the drawings, in which similar reference numerals refer to similar parts in all the various views, a rail hopper wagon, indicated by the reference number 10, is shown schematically in figure 1. As will be appreciated and as conventionally, the rail hopper wagon 10 includes an outlet 12. It will be appreciated by those skilled in the art, however, that a railway hopper wagon commonly has more than one outlet provided thereon. However, since all the outputs are substantially similar, only one output 12 is shown for the purposes of this description. Suffice it to say, that the outlet 12 is arranged at the lower end of a conventional hopper section of a railway hopper car. To control the discharge of the ballast or the loading of the outlet 12, a discharge gate assembly 14 is arranged in combination with each outlet 12. The gate assembly 14 includes a rigid frame 16, formed of respective opposite sides 18, 20 and opposite end walls 22 and 24, which define a trapezoidal, or rectangular, discharge opening (Figure 3) therebetween. In the illustrated embodiment, the opposite sides 18, 20 extend longitudinally to the rail car 10, while the end walls 22, 24 extend transversely to the rail car 10. Towards its lower ends, the sides 18, 20 and the end walls 22, 24 each define a common support structure 28, on which a door or gate 30 is mounted for movement between open and closed positions. In the illustrated form of the invention, each side 18, 20 and end wall 22, 24 has a horizontally extending shoulder 31, formed at its upper end. As shown in Figures 1 to 3, the flange 31 is configured to engage with respective portions of the outlet 12 on the hopper car, to facilitate securing the gate assembly 14 to the hopper car 10. In one form of the invention, the flanges 31 have bolt holes 32, spaced apart, to facilitate the passage of appropriate fasteners 33 (Figures 1 and 2) therethrough. The support structure 28 slidably accommodates the peripheral edges of the gate 30 and defines a movement path for the gate 30 between the open and closed positions thereof. In the illustrated embodiment, the gate 30 has a generally horizontal and rectangular configuration, which is slidable through the discharge opening 26, defined by the frame 16, to close it and is movable to a second open position or position. , away from the discharge opening 26, defined by the frame 16, to allow the ballast or cargo within the wagon 10 to be gravitationally ejected therefrom. They project from the end wall 24 and extend longitudinally to the railway car 10, the frame 16 of the gate assembly 14 which also includes extensions 34 and 36 of the frame, which are generally parallel. The extensions 34 and 36 of the frame hold the gate 30 when it moves to an open position. As shown in FIGS. 1 and 3, the gate assembly 14 further includes an assembly 40 of the manually operated operating shaft, held for rotation on the opposing frame extensions 34 and 36 for movement about a fixed axis 42. The assembly 40 of the operating shaft is operatively coupled or connected to the gate 30, such that the gate 30 moves relative to the frame 16 in response to the rotation of the assembly 40 of the operation shaft. As shown in Figure 1, the assembly 40 of the operation shaft extends transversely across the longitudinal axis of the hopper car 10 and below the gate 30. As is conventional, the assembly 40 of the operation shaft includes an axle 44. of elongated operation, having driving handles or rollers 46 attached to opposite ends thereof. As is well known in the art, operating handles or driving rollers 46 serve to rotatably mount operating shaft 44 to extensions 34, 36 of frame 16. In the illustrated embodiment of discharge gate assembly 14, fasteners suitable 47 releasably interconnect each operating handle 46 to the operating shaft 44. The assembly 40 of the operating shaft is operatively coupled to the gate 30 by means of a rack and pinion assembly 48. The rack and pinion assembly 48 includes a pair of side-spaced racks 50, which are fixed to a lower side 52 of the gate 30. A pair of pinion gears 54 are slidably received about the operation shaft 44 and have a toothed coupling with the rack elements 50. Thus, the racks 50 are made to move simultaneously in synchronized relation to each other by the pinion gears 54. The movement of the gate 30, from a closed position to an open position along the its fixed trajectory of movement is influenced by a fixing assembly 60. The purpose of the fixing assembly is to retain the gate 30 against movement to an open position, until the fixing assembly 60 is released by the operator. With the present invention, the fixing assembly 60 is configured in such a way that it is released initially, in response to the operation of the assembly 40 of the operation axis, followed automatically by the movement of the gate 30 towards an open position. That is, with the present invention, the release of the fixing assembly 60 and the opening of the gate 30 are affected in sequential order, one in relation to the other and in response to the rotation of the assembly 40 of the operating shaft. Turning now to Figure 4, the fixing assembly 60 is shown as a separate sub-assembly, which is preferably manufactured independent of the frame 16 and is subsequently added thereto. As shown, the mounting assembly 60 includes an oscillating shaft 62, which when the mounting assembly 60 is mounted on the frame 16 of the gate assembly 14, is arranged above an upper side 63 (FIG. 2) of the gate 30 and generally parallel to it. The oscillating shaft 62 is operated independently of the assembly 40 of the operating shaft and is mounted for rotation about a fixed shaft 64 which extends generally parallel to the assembly 40 of the operating shaft. In the illustrated form of the invention, a pair of brackets or brackets 66 and 68 are rotatably mounted to the oscillating shaft 62 for oscillatory movement about the axis 64. When the mounting assembly 60 is mounted to the frame 16, the brackets 66 and 68 are fixedly secured, such as by welding or other appropriate techniques to the frame extensions 34 and 36 respectively, of the frame 16. Significantly, when the sub-assembly of the fixing assembly 60 is secured to the frame 16 of the gate assembly 14 , the oscillating shaft 62 is arranged in a longitudinal relation in relation to the assembly 40 of the operation axis. That is, the oscillating shaft 62 is spaced above and longitudinally of the assembly 40 of the operating shaft in the direction in which the gate 30 is to be opened. The mounting assembly 60 further includes a retention element 70, vertically movable, secured to and angularly dependent downwardly of the oscillating shaft 62 in the travel path of the door or gate 30. As shown in Fig. 5, a free end of the retaining element 70 extends to and in positive engagement with a gate edge 72, thereby preventing substantial movement of the gate 30 to an open position. In a more preferred form of the invention, the retaining element 70 is configured with a notch or recess 73 to contact the rim 72 of the gate 30, while preventing movement beyond the retaining element 70 . Preferably, the operating distance separating the notch 73 from the axis 64 of the oscillating shaft 62 is greater than the distance separating the axis 64 from the oscillating shaft 62 from the upper side 63 of the gate 30. Therefore, when the retention 70 is contacted with gate 30, a wedge action is created. Returning to Figure 4, a spacer 74 is interposed between the retaining member 70 and the bracket 66 to limit axial movement of the shaft 62 to the left, as shown in Figure 4. A preferred form of the mounting assembly 60 includes in addition a second retaining member 70 ', arranged in laterally spaced relation of the retaining element 70. The retaining element 70' is substantially similar to the retaining element 70 and thus, no additional detailed description needs to be provided for an appropriate understanding thereof . Suffice it to say that a spacer 74 'extends between the retaining element 70' and the bracket or bracket 36, thereby limiting the axial movement of the oscillating shaft 62 to the right, as shown in Figure 4. To effect the operation of the mounting assembly 60, in synchronized relation to the assembly 40 of the operating shaft, the mounting assembly 60 further includes a drive mechanism 76. Notably, the drive mechanism 76 for the mounting assembly 60 is disposed adjacent to the frame extensions 34, 36 to positively displace each retaining element 70, 70 'of the fixing assembly 60, of the movement path of the gate 30, after the rotation of the assembly 40 of the operating shaft and before the movement from gate 30 to an open position. In the illustrated mode, the drive mechanism 76 includes a cam structure 78, for positively displacing each retaining element 70, 70 'of the fixing assembly 60, in relation to the movement path of the gate 30, after the rotation of the assembly 40. of the axis of operation. The cam structure 78 includes a drive element or cam 80, at each end of the assembly 40 of the operating shaft. Since the drive elements or cams 80, at opposite ends of the assembly 40 of the operation shaft, are identical to each other, only one drive element or cam 80 will be described in detail, with the understanding that the other drive element or cam 80 is substantially identical thereto. As shown, each drive element or cam 80 is preferably formed as part of each operating handle 46 and includes a peripheral surface 82. Notably, at least a portion of each drive cam 80 is larger in diameter and is extends radially outward from that portion of the operating handle 46 attached thereto. For purposes that will be described later herein, each drive member or cam 80 defines a through hole or slot 84 in radially spaced relationship, relative to the axis of rotation 42, of the mounting 40 of the operating shaft. In a preferred form of the invention, a corresponding slot 84 'is defined by the cam or actuating element 80, on the side opposite the axis of rotation of the assembly 40 of the operating shaft. Therefore, the operation handles 46 are interchangeable with each other. As shown, the drive mechanism 76 further includes a cam follower 86, operatively associated with each drive element or cam 80. One end of each cam follower 86 is fixedly secured, such as by welding or the like, to the shaft oscillating 62, on an external side of a respective bracket or mounting bracket 34, 36. Mounting the cam followers 86 to the outside of the mounting brackets 34, 36 increases the possible thrust or movement of the mounting assembly 60 and thus , makes the fixing sub-assembly 60, more tolerant to dimensional differences, to thereby promote the manufacture of the gate assembly 14, due to its simplicity. As shown in FIGS. 4 and 6, each follower 86 of the drive mechanism 76 extends radially outward from its attachment to the oscillating shaft 62 and is superimposed on a respective operating cam or actuator 80. Along its lower side 87, each cam follower 86 includes a surface 88, which comes into contact with the cam, configured and specifically designed to prevent the follower 86 from adhering against the peripheral surface 82 of the cam or actuator. 80. Intermediate to its ends, each cam follower 86 is configured to promote the arrangement of a rail car seal 90 in only one position of the fixing assembly 60. In the illustrated embodiment of the invention, a channel or slot 92 depends on and opens to an upper side 93 of each follower 86. Remarkably, the channel or slot 92 defines a lobe 94, toward an upper side thereof. The lobular configuration 94 on each follower 86 preferably serves a dual purpose. First, the lobe 24 is configured to limit the arcuate movement of the follower 96 about the axis 64 of the oscillating shaft 62 and in relation to the frame 14 of the gate assembly 12. In addition, the lobe configuration 94, on each follower 86 is specifically designed to prevent the wagon seal 90 from incorrectly arranging between the follower 86 and the cam actuator 80. As will be appreciated by those skilled in the art, the wagon seal 90 comprises a batten-like element 95 which passes through the through hole or slot 84 in the cam or actuator 80 and is trapped within the channel 92, the ends Opposites of the 90 seal insure each other to provide a visual indication of improper handling of the rail car. Going back to figure 7, each cam follower 86 is driven to an operable coupling with the peripheral surface 82 of a respective cam or drive element 80. As will be appreciated, each cam follower 86 is gravitationally driven to a coupling with the peripheral surface 82 of an element respective drive or cam 80. In the illustrated form of the invention, a torsion spring 98 serves to resiliently drive each cam follower 86 to a positive coupling with a respective cam or drive element 80. As shown, one leg 100 of the spring 98 is trapped in the open channel 92 of a respective follower 86. The other leg 102 of the spring 98 passes through an opening or slot 104 defined by an extension of the adjacent frame 34, 36 and impacting against a respective mounting bracket 66, 68 to develop the necessary level of torsion of the spring to positively and constantly drive the follower 86 to an operable coupling with the peripheral surface 82 of a respective drive element or cam 80. drive system 76, to operate the fixing assembly 60 further implements a lost motion mechanism arranged between the assembly 40 of the operating shaft and the gate 30, to effect the sequential movement of the fixing assembly 60 and the gate 30 in relation default to each other. The purpose of the lost motion mechanism, inherent with the drive mechanism 76, of the mounting assembly 60 is to allow the assembly 40 of the operating shaft to be rotated about a free rotation angle. As used herein, the term "free rotation" refers to that rotation of the operation shaft assembly 40, suitable for separating or uncoupling the mounting assembly 60 from the travel path of the gate 30 prior to travel. linear of the gate 30 to an open position. Notably, in the illustrated embodiment, the elongated operating shaft 44 of the operation shaft assembly 40 has a generally square cross section configuration. In the illustrated embodiment, the lost movement mechanism involves the configuration of each pinion gear 54, rack and pinion assembly 48, with a slotted configuration 110, specifically related to the cross sectional configuration of the operation shaft 44 of the assembly 40. of the axis of operation. As shown in FIG. 8, the slotted configuration 110 in each pinion gear 54 has a duodecimal surface configuration, which is preferably centered on the rotational axis 42 of the assembly 40 of the operating shaft and defines a rotary path for the shaft. 44 of operation in relation to each gear 54 of the pinion. The slotted configuration 110 in each pinion 54 preferably includes 4, equally spaced recesses 112, which are interconnected and which are likewise disposed about the rotational axis 42 of the assembly 40 of the operation shaft. Each recess 112 is defined by first, second and third walls or surfaces 114, 116 and 118 respectively. The wall or surface 114 of each recess 112 defines the limit of rotation of the axis 44, relative to the other portions of the assembly 40 of the operation axis. The wall or surface 116 of each recess 112 has a curvilinear configuration and a radius equal to half the distance between the diametrically opposite corners of the operation axis 44. The wall or surface 118 of each recess 112 on the pinions 54 defines the limit of the free rotational travel of the operation shaft 44 relative to the pinions 54. As will be appreciated, if the cross section of the configuration of the operation shaft 44 of the assembly 40 of the operation shaft were different from square, the slotted configuration 110 defined by each pinion gear 54 may also be altered to accommodate a predetermined angle of free rotation of the operation shaft 44. The operation of the gate 30 and the attachment assembly 60, is such that when the gate 30 is in a closed position, each retaining element 70, 70 ', of the fixing assembly 60, is in positive engagement with the gate 30 and the operation axis 44 is disposed in relation to the slotted configuration 110 in each pinion gear 54 substantially as shown in Fig. 9. The gate 30 is fixed in its closed position at this time. With the gate 30 in the closed position, shown in FIG. 9, the outer surface of the operation shaft 44 extends generally parallel to and also engages the walls or surfaces 114 of each recess 112 of the slotted configuration 110 in each pinion 54. When the gate 30 is to be opened, a motorized controller or an appropriate tool (not shown) is operatively contacted and operated to rotate the assembly 40 of the operation shaft in the proper direction. In the embodiment illustrated in Figures 10 and 11, the operation shaft assembly is shown rotated in a clockwise direction to open the gate 30. In the illustrated embodiment of the invention, when rotating the assembly 40 of the operating shaft causes the rotation of both operation handles 46 joined together by means of the operation shaft 44 which, in the illustrated embodiment, also rotates when rotation is imparted to the assembly 40 of the operation shaft. As will be appreciated and as shown in Figure 11, the rotation of the operating handles 46 also results in the rotation of the actuating elements or cams 80 of the cam structure 78, to thereby break the seal 90. As shown in FIG. will appreciate, during the initial rotation or rotational movement of the assembly 40 of the operating shaft, the cam structure 78 positively and forcibly displaces the cam followers 86 against the action of the spring 90, to result in the rotation of the oscillating shaft 62 in the direction of clockwise rotation, as seen in figures 10 and 11. The rotation of the oscillating shaft 62 in a direction in the clockwise direction, as shown in figures 10 and 11 , also causes the vertical displacement of each retaining element 70, 70 'of the fixing assembly 60, thus separating each retaining element 70, 70' from the path of movement of the gate 30. As shown in figure 11, during the initial rotational movement of the assembly 40 of the operation shaft, the external surface of the axis 44 of the operation shaft rotates through the slotted configuration 110 provided in each pinion 54, thus no rotation or movement is imparted to the gate 30 during the initial turning movement of the assembly 40 of the operating shaft. In the illustrated embodiment of the invention, the assembly 40 of the operating shaft freely rotates through a range of motion that measures approximately 35 ° to approximately 55 ° of the initial movement of the assembly 40 of the operating shaft. In a more preferred form of the invention, the assembly 40 of the operation shaft rotates through a range of motion which measures approximately 45 ° of the initial movement of the assembly 40 of the operation shaft. As such, the mounting assembly 60 is fully released from its positive engagement with the gate 30, prior to movement of the gate 30 to an open position. At the limit of the free rotational movement of the assembly 40 of the operating shaft, the outer surface of the operating shaft 44 is arranged as shown in FIG. 11, within the slotted configuration 110 of each pinion. As such, the outer surface of the operating shaft 44 extends generally parallel to and also engages the walls or surfaces 118 of the slotted configuration 110 on each pinion 54. As will be appreciated and as shown in FIG. 12, the rotation additional mounting 40 of the operating shaft in a direction in the direction of clockwise rotation, will cause the actuating elements or cams 80 of the cam structure 78 to further displace or move the retainer 70 against the action of the spring 90. It will be appreciated that the peripheral surface 82 of each cam 80 is configured to position and maintain or retaining the retaining elements 70, 70 'of the fixing assembly 60 out of engagement with the door 30, while concurrently resulting in the rotation of the gears of the pinion 54 and thus the movement of the gate 30 towards an open position . That is, once the free rotational movement of the assembly 40 of the operating shaft is traveled, the continuous rotation of the assembly 40 of the operating shaft causes the pinions 54 of the rack and pinion assembly 48 to rotate in unison, so as to move linearly the gate 30 along its predetermined trajectory of movement and in relation to the frame 16. When the ballast or load is fully discharged from the hopper car 10, the assembly 40 of the operating shaft is rotated in the opposite direction to close the gate 30. When the rotation of the operation shaft assembly 40 is reversed, there will be a predetermined free rotational movement of the assembly 40 of the operating shaft 40, until the outer surface of the operating shaft 44 engages the void surfaces 114. 112, defined by the slotted configuration 110 on each pinion gear 54. The prolonged rotation of the assembly 40 of the operating shaft imparts r the pinion 54 of the pinion and rack assembly 48, to thereby cause the gate 30 to move to a closed position. When the gate 30 reaches its closed position, each drive element or cam 80 of the cam structure 78 is arranged as shown in Fig. 6. Therefore, the effects of the force of gravity and the spring 98 drive the retaining element 70 to the position shown in Figure 5, to thereby secure the gate 30 in its closed position. The provision of a lost movement mechanism, in combination with the fixing assembly 60, allows a desired sequence of operations to be performed, that is, separation of the retaining elements 70 from the mounting assembly 60 of the travel or movement path. of the gate 30, to thereby initially free the fixing assembly 60, immediately followed by the opening of the gate 30. Furthermore, this sequence is presented automatically, without requiring manual manipulation of the mechanism for fixing and opening the gate. In contrast to the devices of the prior art, the operator only needs to rotate or operate the assembly 40 of the operating shaft, thereby to effect the release of the fixing assembly 60 and the opening of the gate 30 in sequential order in relation to one another. the other, while eliminating the task and manual effort of having to initially condition the mounting assembly out of the travel path or movement of the gate. As will be appreciated from an understanding of the present invention, the lost movement mechanism prevents immediate opening of the gate 30 and provides a delay of the opening of the predetermined gate following the initial turning movement of the assembly 40 of the operating shaft . The preferred design of the present invention, that is, the assembly of the retaining elements 70, 70 'of the fixing assembly 60 in longitudinally spaced relationship in relation to the assembly of the operating shaft, advantageously provides a positive fixing characteristic, due to that the retaining elements 70, 70 'of the fixing assembly 60 are urged in positive engagement with the gate 30, thereby preventing the gate 30 from inadvertently moving into an open position. In addition, the wedge design of the retaining elements 70, 70 'in relation to the gate 30, serves to improve the fixing effectiveness of the fixing assembly 60, in response to the movement of the gate 30 towards an open position, before the release of the fixing assembly 60. Separately or independently, the installation of the fixing assembly 60 in relation to the assembly 40 of the operation axis, it produces several advantages.

First, the manufacture of the gate assembly 14 is improved. Secondly, the influences of the torque imparted to the mounting 40 of the operation shaft to open the gate, notwithstanding the extreme vertical load placed thereon, have little or no effect on the operation of the fixing assembly 60. The installation of the fixing assembly 60 on an upper side of the gate 30 improves the visual access for the coupling of the retaining elements 70, 70 'in relation to the gate. The mounting of the fastening assembly 60 on an upper side of the gate 30 further advantageously reduces the likelihood that the fittings interfere with the operation of the fastening assembly. The assembly of the drive mechanism 76 for the mounting assembly 60 adjacent the extensions 34 and 36 of the gate mounting frame 14 advantageously allows an introduction of an increased torque to the assembly 40 of the operating shaft, without detrimental effects to the Fixation assembly operation. Additionally, the arrangement of the fixing assembly 60 above and in spaced relationship in relation to the mounting 40 of the operating shaft reduces the overall length of the gate 30. As will be appreciated by those skilled in the art, the reduction of the total length of gate 30 produces several advantages. First, it reduces the weight of gate 30. In addition, it reduces the amount of material required for gate 30 and thus reduces the manufacturing costs of gate assembly 14. Suffice it to say that the overall design of the gate assembly of the gate present invention complies with AAR standards concerning gravity exit designs. In addition, the gate assembly of the present invention is usable as original equipment on a railway car and as upgradeable assembly.

From the foregoing, it will be noted that numerous modifications and variations may be made without deviating from the true spirit and scope of the new concept of the present invention. It will be appreciated that the present disclosure is proposed as an exemplification of the invention and is not intended to limit the invention to the specific embodiment illustrated. The description is intended to cover, by the appended claims, all such modifications as they fall within the spirit and scope of the claims. It is noted that in relation to this date, the best method known by the applicant to carry out the aforementioned invention, is the conventional one for the manufacture of the objects to which it relates. Having described the invention as above, property is claimed as contained in the following

Claims (32)

1. Claims 1. A railway hopper wagon discharge gate assembly, characterized in that it comprises: a frame defining a generally rectangular discharge orifice, with a gate slidably mounted on the frame for end-to-end horizontal movement between positions open and closed along a predetermined trajectory of movement, to control the ballast discharge of a railway hopper wagon to which the gate assembly is to be assembled; an operating shaft assembly supported on the opposite frame extensions for rotational movement about a fixed axis, the operating shaft assembly operatively engages the gate and a mounting assembly that includes a vertically movable retainer mounted for its vertical and rotational movement about a fixed axis extending above the travel path of the gate and rearward of a rear edge thereof and which, when the gate is in its closed position, is extends downward towards, and in positive engagement with, the edge of the gate, thereby preventing substantial movement of the gate to an open position and a drive mechanism disposed adjacent the frame extensions to positively displace the gate element. retention from the travel path of the gate after rotation of the operating shaft assembly ion before the movement of the gate to an open position.
2. 2. The gate assembly according to claim 1, characterized in that the assembly of the operating shaft is operatively connected to the gate by means of pinions mounted on an operating shaft, the pinions are arranged in an inter-coupling relationship with fasteners adjusted to a lower side of the gate.
3. 3. The gate assembly according to claim 2, characterized in that the retaining element is mounted on an axis extending generally parallel to, and above, an upper side of the gate, to improve the visualization of the relationship between the retention element and the gate.
4. 4. The gate assembly according to claim 1, characterized in that the retaining element is urged to a releasable coupling with an edge of the gate.
5. 5. The gate assembly according to claim 1, characterized in that the drive mechanism includes a cam structure at the opposite ends of the assembly of the operating shaft to positively displace the retaining element in relation to the path of movement of the gate after rotation of the assembly of the operating shaft.
6. 6. The gate assembly according to claim 1, characterized in that the drive mechanism includes a cam structure disposed adjacent the frame extensions to minimize the effect that the requirements of the high torque have on the operation of the fixing assembly.
7. 7. The gate assembly according to claim 1, characterized in that it includes a lost motion mechanism arranged between the assembly of the operating shaft and the gate to effect the sequential movement of the retaining element and the gate in predetermined relation to each other.
8. 8. The gate assembly according to claim 1, characterized in that it further includes a seal element disposed between the fixing assembly and the mounting of the operation shaft, to provide a visual reference with respect to the operation of the gate.
9. 9. A discharge gate assembly for railway hopper wagon, characterized in that it comprises: a rigid frame defining a generally rectangular discharge orifice and supports on which a gate is slidably mounted for end-to-end horizontal movement between open and closed positions along a predetermined trajectory of movement to control the unloading of the loading of a railway hopper wagon to which the gate assembly is to be mounted; an operating shaft assembly held on the opposite extensions of the frame for a rotational movement about a fixed axis, the assembly of the operating shaft is operatively connected to the gate, in such a way that the gate moves relative to the frame in response to the rotation of the assembly of the operating shaft; and a fastening assembly operatively coupled to the operation shaft assembly, the fastening assembly includes a vertically movable retaining element, mounted for movement about a pivot axis disposed at an elevation beyond the supports on which the gate is located and which, when the gate is in a closed position, extends downward and forward in relation to the pivot axis in the path of movement and in engagement with the gate to thereby prevent substantial movement of the gate towards an open position and wherein a drive mechanism arranged adjacent to the frame extensions operates the retainer in synchronized relation to the assembly of the operating shaft, such that the retainer is separated from the path of movement and out of engagement with the gate before the gate movement towards an open position
10. 10. The gate assembly according to claim 9, characterized in that the mounting of the operating shaft is operatively connected to the gate by means of a pinion and rack assembly arranged below the predetermined path of movement of the gate.
11. 11. The gate assembly according to claim 10, characterized in that it also includes a mechanism of lost movement, arranged between the assembly of the operation axis and the gate to effect the sequential movement of the retaining element and the gate.
12. 12. The gate assembly according to claim 11, characterized in that the assembly of the operating shaft comprises an elongated operating shaft, held at the opposite ends by operating handles attached to the shaft.
13. 13. The gate assembly according to claim 12, characterized in that the lost movement mechanism is disposed between the elongated operating shaft and the pinions of the rack and pinion assembly, mounted in laterally spaced relation along the axis of operation.
14. 14. The gate assembly according to claim 12, characterized in that the lost movement mechanism includes a slotted configuration, arranged on the pinions of the rack and pinion assembly.
15. 15. The gate assembly according to claim 9, characterized in that the axis, around which the retention element moves, is defined by an axis extending parallel to and above the gate, to improve visual access to the assembly of fixation and the relation thereof to the gate.
16. 16. The gate assembly according to claim 9, characterized in that it further includes a spring mechanism for driving the retaining element into a coupling with one edge of the gate.
17. 17. The gate assembly according to claim 9, characterized in that the drive mechanism includes cams disposed adjacent the frame extensions, to minimize the high-effect torque requirements that the operating shaft has on the assembly operation of fixation.
18. 18. The gate assembly according to claim 17, characterized in that the retaining element is connected to an oscillating shaft extending parallel to and above the gate, the oscillating shaft has cam followers at the opposite ends thereof, to be coupled with a periphery of the cams and thereby make the retainer move positively, independently of the introduction of the torque to the assembly of the operating shaft.
19. 19. The gate assembly according to claim 9, characterized in that it also includes a mechanism of lost movement, arranged between the assembly of the operation axis and the gate to effect the sequential movement of the retaining element and the gate in predetermined relation to each other.
20. 20. The gate assembly according to claim 19, characterized in that the mounting of the operating shaft includes a pair of operating handles at opposite ends of the shaft assembly, to rotatably hold an operating axis through and parallel to a At the end of the gate, the operating shaft includes a pair of pinions mounted in spaced relationship along the length of the shaft in operable engagement with zips secured to a lower side of the gate and where the lost movement mechanism is provided between the pinions and the axis of operation.
21. 21. The gate assembly according to claim 9, characterized in that it also includes a sealing element disposed between the fixing assembly and the mounting of the operation shaft, to provide a visual reference with respect to the operation of the gate.
22. 22. A railway hopper wagon discharge gate assembly, characterized in that it comprises: a frame defining a generally rectangular discharge orifice, with a gate slidably mounted on the frame, for a horizontal movement from end to end between open positions and closed along a predetermined movement path, to control the unloading of the loading of a railway hopper wagon to which the gate assembly is to be assembled; a drive assembly controlled by the operator, to move the gate along its predetermined movement path between open and closed positions, the drive assembly includes an elongated shaft, mounted on the opposite extensions of the frame, for a rotational movement around a fixed axis extending generally parallel to a trailing edge of the gate, the shaft assembly is operatively coupled to the gate; and a fastening assembly including a vertically movable retainer, which, when the gate is in a closed position, extends downwardly to the path of movement and in engagement with the gate, thereby preventing horizontal movement of the gate to an open position, the retainer member is mounted on a swivel axle rotatable about a fixed axis extending above and generally parallel to an upper surface of the gate in longitudinally spaced relation from the fixed axis of the gate. drive assembly, such that any deviation imparted to the drive assembly in the operation of the gate has substantially no effect on the operation of the mounting assembly, the mounting assembly further includes an actuator for operating the retainer in synchronized relation to the movement of the gate, the actuator incl a mechanism of motion lost to automatically perform, in sequential order and in response to the rotation of the drive assembly, the displacement of the retention element of the travel path of the gate and the movement of the gate to an open position.
23. 23. The gate assembly according to claim 22, characterized in that the fixing assembly includes a pair of retaining elements carried on the oscillating shaft, each retaining element is engageable with a gate flange, to thereby inhibit substantial movement from the gate to an open position.
24. 24. The gate assembly according to claim 22, characterized in that the drive assembly controlled by the operator further includes operating handles connected to the opposite ends of, and for mounting the, elongated shaft, for rotation about a fixed axis in relation to the frame.
25. 25. The gate assembly according to claim 22, characterized in that it further includes a rack and pinion assembly for operatively interconnecting the drive assembly to the gate.
26. 26. The gate assembly according to claim 22, characterized in that the controller for operating the retention element includes a cam structure carried by the operation handles and followers connected to the oscillating axis and responsive to the rotation of the cam structures.
27. 27. The gate assembly according to claim 26, characterized in that it further includes a spring for driving each follower in engagement with a periphery of the cam structure.
28. 28. The gate assembly according to claim 27, characterized in that the rack and pinion assembly includes a pair of laterally spaced pinions, mounted on the operation axis.
29. 29. The gate assembly according to claim 28, characterized in that the lost motion mechanism includes corresponding slotted configurations in the pinions, such that the operating axis freely rotates through a predetermined rotation range before the gate is start to move.
30. 30. The gate assembly according to claim 29, characterized in that the predetermined rotation range is from about 35 ° to about 55 ° of initial movement of the drive assembly.
31. 31. The gate assembly according to claim 29, characterized in that the predetermined range of rotation is about 45 ° of the initial movement of the drive assembly.
32. 32. The gate assembly according to claim 22, characterized in that it further includes a spring for driving the retention element into a coupling with the gate.