US3230900A

US3230900A - Railway car

Info

Publication number: US3230900A
Application number: US371044A
Authority: US
Inventors: William J Ruprecht; Mowatt-Larssen Erling; Mowatt-Larssen Rolf
Original assignee: ACF Industries Inc
Current assignee: ACF Industries Inc
Priority date: 1964-05-28
Filing date: 1964-05-28
Publication date: 1966-01-25
Anticipated expiration: 1983-01-25

Description

1966 w. J. RUPRECHT ETAL 3,230,900

RAILWAY CAR 3 Sheets-Sheet 1 Filed May 28, 1964 INVENTORSZ WILLIAM J. RUPRECHT ROLF MOWATT- LARSSEN ERLING MOWATT LARSSEN BY fi Z w AGENT Jan. 25, 1966 W. J. RUPRECHT ETAL RAILWAY CAR Filed May 28, 1964 5 Sheets-Sheet 2 Jan. 25, 1966 w. .1. RUPRECHT ETAL 3,230,900

RAILWAY CAR 3 Sheets-Sheet 5 Filed May 28, 1964 FIG. 4

fil l l l lH H XHI I H NH l FIG. 6

FIG. 5

United States Patent 3,230,900 RAILWAY CAR William .I. Rupreeht, t. Charles, and Erling Mowatt- Larssen and Rolf: Mowatt-Larssen, Bridgeton, Mo., as-

signors to, ACE Industries Incorporated, New York,

N.Y.,aeorporation of New Jersey Filed May 28, 1964-, Ser. No. 371,044 4 Claims. (Cl. 105368) This invention relates, to railway cars and particularly to a railway car for carrying automotive vehicles at more than one level.

Heret-ofore, multi-level shipping racks of a generally open type construction. for carrying automotive vehicles have been attached to a conventional piggyback type flat car, the load being carried by the conventional underframe structure to the bolsters and truck assemblies. The racks are normally built with decks arranged generally one above another in two or three levels and are only designed of sufiicient dimensions to transmit the load tothe underframe structure. The flat cars on. which the racks have been mounted heretofore normally have a generally flat lower deck with the vehicles being driven onto the lower deck or the lower portion of the rack. When automotive vehicles are loaded at three levels, the height clearance for the railroads is a limiting factor and restricts in some instances the carrying of a full capacity load, particularly with railway cars having a, flat lower deck.

It is. an. object of the present invention to provide a railway car whichis especially designed for carrying the automotive vehicles at three levels and which does not employ a conventional fiat car with a center sill structure extending the length ofthe car.

A further object; of this invention is the provision of a railway car for carrying automotive vehicles at three levels, the railway car having a dropped intermediate section at each level below adjacent ends sections thereby to obtain a maximum capacity railway car within specified height clearances.

Briefly; the present invention comprises a railway car for carrying automotive vehicles arranged on the car in three vertical levels, a stub center sill structure over a truck assembly at each end of the car, and a bottom deck extending the length of the car having an intermediate section between the stub sill structures and an end section over each of the stub sill structures, The intermediate section is dropped to a height below the height of the end sections and is integrally connected to the end sections so as to provide an intermediate section with a supporting surface at a level below the supporting surfaces of the end sections. Intermediate and upper level decks are provided each having an intermediate section at a height below associated end sections integrally connected thereto. A plurality of truss members extend between and connect the three decks to each other to form a framework or truss-like structure for carrying automotive vehicles without a center sill structure extending the length of the car.

The invention accordingly comprises the constructions hereinafter described, the scope of the invention being indicated in the following claims.

In the accompanying drawings, in which one of various possible embodiments of the inventionis'illustrated;

FIGURE 1 is a side elevation of the railway car embodying the present invention for carrying automotive vehicles at three levels with each level having a dropped intermediate section;

FIGURE 2 is a section taken generally along line 22 of FIGURE 1;

FIGURE 3 is an end elevation of the railway car of FIGURES 1 and 2 with the coupler structure removed;

FIGURE 4 is an enlarged fragment of FIGURE 1 showing the arrangement of the truss members over a bolster assembly;

FIGURE 5 is a partial section of the bolster structure showing a connection of the bottom deck to a side merri-v rner;

FIGURE 9 is a section taken generally along line 9 9 of FIGURE 8 and illustrating the corrugated deck;

FIGURE 10 is an enlarged fragment of FIGURE 2' showing a connection of the intermediate deck to a side member;

FIGURE 1.1 is a section taken generally along line 1111 of FIGURE 10; and

FIGURE 12 is a schematic view of'the railway car of- FIGURE 1 illustrating the loading of the car.

Corresponding reference characters indicate corr e. sponding parts throughout the several views of the drawings.

Referring to the drawings and more particularly to FIGURES 1-4, a railway car is indicated generally bynumeral 10 and has a truck assembly 12' at each end; A body bolster assembly 14' is supported on each truck assembly 12. A stub center sill 16 (FIGURES l1, 3 and 4) of a generally hat-shape at each end of car 10 extends over the adjacent truck assembly 12. As shown in FIGURES 5 and 6, body bolster assembly 14 includes a lower bolster plate 15 beneath stub center sill 16. A center plate 17 is secured, such as by suitable boltv and nut combination, to lower bolster plate 15. Center plate 17 is adapted to fit on a suitable bearing plate on truck assembly 12 in conventional manner.

A side sill 18 extends along each side ofcar 10: Bolster webs 19 and 20 are secured by welding to each side sill 1S and center sill 16 at each end of car 10. A shear plate 22 is secured, such as by welding, to each side of center sill 16 and the adjacent side sill 18; Each shear plate 22 forms an upper cover plate for the body bolster assembly 14 as well as an end deck or floor for each end of car 10. An end sill 23 of a channel-shape is secured, such as by welding, to each side of stub center sill 16 and the adjacent side sill 18 at each end of car 10. A suitable coupler C is received within the end of each stub center sill 16 and is connected to suitable end of car cushioning such as illustrated in US. Patent 2,994,442 issued Aug. 1, 1961 and entitled Kinetic Energy Absorbing Device.

Extending between shear plates 22' at the ends of car 10 is an intermediate section 24 having surface corrugations 25 (see FIGURES l, 9 and 11) extending transversely of the car. Intermediate section 24 slopes upwardly to each end shear plate 22 and merges with the adjacent shear plates to form with shear plates 22 a lower deck or floor 21. Corrugations 25 strengthen intermediate section 24 and provide a grip-type surface for automotive vehicles loaded and unloaded as the tires of the vehicles fit in depressions formed between adjacent corrugations 25.

As stub center sills 16 project above the upper surface of shear plates 22, a ramp or riser 26 is secured to the adjacent shear plate 22 on each side of each stub center sill 16 to raise the wheels of an automotive vehicle so that the vehicle will clear the adjacent stub center sill L6. The inner portion of each stub center sill 16 is tapered at 16a (see FIGURE 4) to provide adequate clearance as the vehicles are moved onto risers 26.

The present invention eliminates the necessity of a center sill structure extending the length of the car and provides a truss-like structure to transmit the forces from the automotive vehicles to bolster assemblies 14 and truck assemblies 12. Forming the truss-like structure are side sills 18 extending generally horizontally the length of the car along each side of the lower deck. Secured to each side sill 18 are vertical support members 27 spaced along the length of the car and formed of a tubular shape, each member 27 being bent inwardly at 28 adjacent its lower end.

Extending transversely of car between transversely aligned vertical members 27 is a connecting member 29 of a channel-shape positioned beneath the bottom deck. Referring to FIGURES 8 and 9, each channel-shape member 29 of intermediate section 24 has an open upper side receiving a corrugation of the superjacent deck and secured thereto, such as by welding. A connecting pl-ate generally designated 30 (FIGURES 1, 2 and 8) has an upper generally vertical portion 32 secured, such as by welding, to each vertical member 27 and side sill 13 adjacent intermediate section 24. Secured to transversely extending connecting member 29 is a generally horizontal portion 34 of plate 30. An upwardly directed end portion 36 of each connecting member 29 is secured to each side sill 18 as shown in FIGURE 8. Connecting plates 30w are positioned at the transition between intermediate section 24 and shear plates 22 as shown in FIGURE 4. Plates 304s are secured in a manner similarly to plates 30.

Referring to FIGURE 7, a plate 38 positioned adjacent shear plates 22 at each end of car 10 is secured, such as by welding, to the adjacent vertical member 27 and side sill 18. Shear plates 22 are welded between side sills 18 and center sill 16.

Mounted over the lower deck is an intermediate deck generally designated 40 and an upper deck generally designated 42. Each

deck

40, 42 includes an intermediate section 44 and an end section 46 adjacent each end of intermediate section 44. A sloping transition section 50 integrally connects each end of intermediate section 44 of deck 40 to the adjacent end section 46. A sloping transition section 52 integrally connects each end of intermediate section 44 of deck 42 to the adjacent end section 46. Each

deck

40, 42 is corrugated or ribbed transversely.

Side members 54 of channel-shape form a support for

decks

40, 42 and extend the length of the car. Referring to FIGURES l0'and 11, a typical connection at a juncture of a side member 54 with a vertical member 27 is illustrated. A gusset 56 welded to side member 54 has a plate 58 mounted thereon which extends across the car and forms a box section with the superjacent corrugations 25 in each of

decks

40 and 42. Deck 40 is secured to plate 58 and side member 54.. Plate 58 abuts a leg of channel-shaped side member 54. A connector plate 60 is secured to vertical member 27 and side member 54 to form the typical connection. Suitable diagonals 62 of the trusslike structure are secured to selected connector plates 60 as required. Plates 60a and 60b secure diagonals 62 in a manner similarly to plates 60 as shown in FIGURE 1. Extending longitudinally along the upper surface of each deck are tie-down rails 64 as shown in FIGURE 8 to which automotive vehicles A may be secured for transportation.

For transmitting forces to each bolster assembly 14 as shown particularly in FIGURE 4, a short vertical member 66 is secured between the adjacent shear plate 22 and intermediate deck 40 on each side of each bolster assembly. A diagonal 68 on each side of member 66 is secured to a connector plate 70 adjacent vertical member 66. Connector plate 70 is welded to adjacent side member 54. Suitable plates 30a and 30b secure the lower ends of diagonals 68 as shown in FIGURE 4. Plate 72 secures the lower end of member 66 and is welded to the adjacent side sill 18. Forces are transmitted to truck assemblies 12 from the truss-like structure to side sills 18, shear plates 22, and bolster assemblies 14.

As illustrated in FIGURE 12, the arrangement of upper, intermediate, and bottom decks each having an intermediate lower portion disposed at a level below the adjacent end portions places the vehicles on the end portions at a height above the vehicles on the intermediate portions. Thus, automotive vehicles E on the end portions of upper deck 42 are at a height above the remaining vehicles A on deck-42. Where low overhead clearances" are encountered, vehicle E at each end of deck 42 is removed which permits a total of 13 automotive vehicles. If relatively high overhead clearances are encountered, vehicles E may be provided on each end of upper deck 42 so that a total of fifteen (15) vehicles may be positioned on the railway car. As car It comprises a truss-like structure, the forces from the lading are transmitted to the bolster assemblies from the tri-deck structure.

By employing a truss-like structure, end stub center sills each having a shear plate and suitable end of car cushioning, such as shown in US. Patent No. 2,994,442, are effective to absorb and dissipate impact forces. The impact loads are transmitted by the shear panels 22 to the adjacent side sills 18 and from the side sills to the trusslike structure.

In view of the above, it will be seen that the several objects of the invention are achieved and other advantageous results attained.

As various changes could be made in the above constructions without departing from the scope of the invention, it is intended that all matter contained in the above description or shown in the accompanying drawings shall be interpreted as illustrative and not in a limiting sense.

We claim:

1. A railway car for carrying automotive vehicles ar ranged on the car in at least two vertical levels, a truck assembly adjacent each end of the car, a stub center sill structure over each of the truck assemblies, a channelshaped side sill on each side of the car extending axially in a straight-line direction for the length of the car, each side sill being of a uniform cross-sectional area throughout its length and having inwardly extending upper and lower legs, a bottom deck extending the length of the car and having an intermediate section between the stub sill structures and an end section adjacent each of the stub sill structures, the intermediate section being dropped to an elevation below the end sections and connected to the end sections thereby to provide an intermediate section having a supportingsurface at a level below the supporting surfaces of the end sections, a plurality of generally vertically extending truss members secured to the upper leg of each side sill and forming pairs of truss members aligned transversely of the car, a superjacent deck supported on said truss members for supporting the vehicles at an upper level, said superjacent deck having an intermediate section and an end section at each end of the intermediate section, the intermediate section of the superjacent deck being at an elevation below the elevation of its end sections whereby the vehicles on the end sections of the superjacent deck are at an elevation above the elevation of the vehicles on the intermediate section, and a channel-shaped support member beneath the intermediate section of the bottom deck between each pair of transversely aligned truss members, said support members extending between and secured to the lower legs of said side sills, the intermediate section of said bottom deck having generally channel-shaped corrugations extending transversely of the car, each of said support members beneath the intermediate section of said bottom deck having its; open side receiving a corrugation of the superjacent deck and being secured thereto.

2. A railway car for carrying automotive vehicles as: set forth in claim 1 wherein a connecting member is positioned at the juncture of each channel-shaped support member and each vertical truss member, each connecting member having a generally horizontally extending portion secured to the web of said channel-shaped support member and a vertically extending portion secured to the outer surface of the adjacent side sill web and adjacent vertical truss member.

3. A railway car for carrying automotive vehicles as set forth in claim 1 wherein a bolster assembly is arranged over each truck assembly, a vertical truss member extends from each end of each bolster to said superjacent deck, and a diagonal truss member is positioned on each side of said vertical truss member adjacent the upper end thereof and extends between the superjacent deck and the lower deck thereby to distribute the load carried by the decks.

4. A railway car for carrying automotive vehicles arranged on the car in three vertical levels, a truck assembly adjacent each end of car, a stub center sill structure over each of the truck assemblies, a bottom deck extending generally the length of the car, said bottom deck having an intermediate section between the stub center sill structures and an end section adjacent each of the stub center sill structures, the intermediate section being dropped to a height below the height of the end sections and integrally connected to the end sections thereby to provide an intermediate section having a supporting surface at a level below the supporting surfaces of the end sections, a channel-shaped side sill along each side of the bottom deck extending axially in a straight-line direction for the length of the car, each side sill being of a uniform cross-sectional area along its entire length and comprising a web with inwardly extending upper and lower legs, a plurality of vertically extending truss members secured to the upper leg of each side sill on each side of the car and forming pairs of truss members aligned transversely of the car, a connecting plate member securing each vertical truss member to the adjacent side sill web, an intermediate deck and an upper deck supported on said vertical truss members for supporting automotive vehicles at respective intermediate and upper levels, each of said intermediate and upper decks having an intermediate section and an end section at each end of the intermediate section, the intermediate section of each deck having a plurality of generally channel-shaped corrugations extending transversely of the car and being at a height below the height of the end sections of the respective decks whereby the vehicles on the end sections are at a height above the height of the vehicles on the intermediate sections, and a channelshaped support member beneath the intermediate section of the bottom deck between each pair of transversely aligned truss members at an elevation below the side sills, each of the channel-shaped support members beneath the intermediate section of said bottom deck having an open side receiving a corrugation of the superjacent deck and having upwardly directed end portions secured to the lower legs of the adjacent side sills.

References Cited by the Examiner UNITED STATES PATENTS 1,894,534 1/1933 D'olan 105--368 2,009,149 7/1935 Pierce 105--368 2,286,967 6/1942 Kepner 105364 2,565,709 8/1951 Watter 105414 X 2,659,318 11/1953 Steins et al 105368 2,690,141 9/1954 King 105368 X 2,801,597 8/1957 Ecolf 105414 3,017,840 1/1962 Fairweather 105368 3,102,497 9/1963 Candlin et a1. 105-368 3,173,382 3/1965 Ryan 105368 3,180,285 4/1965 Gutridge 105-368 FOREIGN PATENTS 1,095,600 12/ 1954 France.

OTHER REFERENCES Frisco Tri-Level Auto Car, Railway Age, Feb. 15, 1960, page 23.

ARTHUR L. LA POINT, Primary Examiner.

EUGENE G. BOTZ, Examiner.

D. E. HOFFMAN, Assistant Examiner.

Claims

1. A RAILWAY CAR FOR CARRYING AUTOMATIVE VEHICLES ARRANGED ON THE CAR IN AT LEAST TWO VERTICAL LEVELS, A TRUCK ASSEMBLY ADJACENT EACH END OF THE CAR, A STUB CENTER SILL STRUCTURE OVER EACH OF THE TRUCK ASSEMBLIES, A CHANNELSHAPED-SIDE SILL ON EACH SIDE OF THE CAR EXTENDING AXIALLY IN A STRAIGHT-LINE DIRECTION FOR THE LENGTH OF THE CAR, EACH SIDE SILL BEING OF A UNIFORM CROSS-SECTIONAL AREA THROUGHOUT ITS LENGTH AND HAVING INWARDLY EXTENDING UPPER AND LOWER LEGS, A BOTTOM DECK EXTENDING THE LENGTH OF THE CAR AND HAVING AN INTERMEDIATE SECTION BETWEEN THE STUB SILL STRUCTURES AND AN END SECTION ADJACENT EACH OF THE STUB SILL STRUCTURES, THE INTERMEDIATE SECTION BEING DROPPED TO AN ELEVATION BELOW THE END SECTIONS AND CONNECTED TO THE END SECTIONS THEREBY TO PROVIDE AN INTERMEDIATE SECTION HAVING A SUPPORTING SURFACE AT A LEVEL BELOW THE SUPPORTING SURFACES OF THE END SECTIONS, A PLURALITY OF GENERALLY VERTICALLY EXTENDING TRUSS MEMBERS SECURED TO THE UPPER LEG OF EACH SIDE SILL AND FORMING PAIRS OF TRUSS MEMBERS ALIGNED TRANSVERSELY OF THE CAR, A SUPERJACENT DECK SUPPORTED ON SAID TRUSS MEMBERS FOR SUPPORTING THE VEHICLES AT AN UPPER LEVEL, SAID SUPERJACENT DECK HAVING AN INTERMEDIATE SECTION AND AN END SECTION AT EACH END OF THE INTERMEDIATE SECTION, THE INTERMEDIATE SECTION OF THE SUPERJACENT DECK BEING AT AN ELEVATION BELOW THE ELEVATION OF ITS END SECTIONS WHEREBY THE VEHICLES ON THE END SECTIONS OF THE SUPERJACENT DECK ARE AT AN ELEVATION ABOVE THE ELEVATION OF THE VEHICLES ON THE INTERMEDIATE SECTION, AND A CHANNEL-SHAPED SUPPORT MEMBER BENEATH THE INTERMEDIATE SECTION OF THE BOTTOM DECK BETWEEN EACH PAIR OF TRANSVERSELY ALIGNED TRUSS MEMBERS, SAID SUPPORT MEMBERS EXTENDING BETWEEN AND SECURED TO THE LOWER LEGS OF SAID SIDE SILLS, THE INTERMEDIATE SECTION OF SAID BOTTOM DECK HAVING GENERALLY CHANNEL-SHAPED CORRUGATIONS EXTENDING TRANSVERSELY OF THE CAR, EACH OF SAID SUPPORT MEMBERS BENEATH THE INTERMEDIATE SECTION OF SAID BOTTOM DECK HAVING ITS OPEN SIDE RECEIVING A CORRUGATIONS OF THE SUPERJACENT DECK AND BEING SECURED THERETO.