Abstract:
A track mounted system for closing rail car doors that enables the simultaneous closing of multiple car doors. After hopper car contents such as aggregate or coal are unloaded, the doors are closed in pairs by semi-automated door closing arms that are positioned on the track and are operated by hydraulic cylinders, pneumatic cylinders, or electric motors. The closing arms may be added in pairs depending on the number of doors. Hydraulic cylinders with a differential bell crank can be used to activate the closer arm assemblies. Closer arms can be mounted side by side on the inside or outside of the track or separately inside and outside of the track. Automatic slack adjustment assemblies may be integrated into the closer arm connections to allow for off set door spacing. Individual hydraulic cylinders may be used with each closer arm in an alternate embodiment.

Description:
CROSS REFERENCE TO CORRESPONDING APPLICATIONS 
   This application is a Continuation-in-Part of U.S. patent application Ser. No. 10/977,337, filed Oct. 28, 2004 now U.S. Pat, No. 7,178,464, which claims the benefit under Title 35 United States Code §119(e) of U.S. Provisional Application No. 60/515,063 filed Oct. 28, 2003. 

   BACKGROUND OF THE INVENTION 
   1. Field of the Invention 
   The present invention pertains generally to rail car door closures. More specifically, the present invention relates to a system of paired rail door closing arm assemblies that enable the simultaneous closing of multiple rail car hopper doors. 
   2. Description of the Related Art 
   The present invention relates to an apparatus for the closure of rail car doors, specifically, the discharge doors of a coal or aggregate hopper car. These doors are extremely heavy and when open, extend vertically downward on hinges from the car frame. When closed, the doors are latched to the car frame and thus secured to prevent opening. When an aggregate or coal car reaches a delivery site, the doors are opened and the contents of the car emptied into receiving areas below the tracks. The car doors must be closed, of course, prior to departure from the site and reloading. The doors are extremely difficult to close manually and such an undertaking is very dangerous to the workers involved in such an operation. Severe injuries may result if a car door fails to latch, swings back open, and strikes a worker. 
   Various efforts have been made in the past to provide a mechanized system to close these rail car hopper doors. A solution to this problem is not simple as the delivery logistics, track and car configurations, and car door weight pose several challenges. Various rail car door closure devices have been designed to attempt to solve these problems. Examples of automated or partially automated approaches can be found in the following patent disclosures. 
   U.S. Pat. No. 5,299,508 issued to Connelly on Apr. 5, 1994 entitled RAILROAD CAR DOOR CLOSURE HAVING TRACKSIDE MOUNTED PLURAL ACTUATING ARMS describes a closer apparatus having two closer assemblies. The assemblies are mounted adjacent to each rail of a track on a frame that passes below and between the rails. Each assembly includes a hydraulic closer jack, a hydraulic lifting jack and a hydraulic swing motor for orienting the closer jack relative to a door. The jack is extendable to contact a door and push it to a closed position. The jack assemblies can be pivoted 180 degrees by the swing motor to close the forward door of the hopper and then the rearward door, without having to reposition the train. 
   U.S. Pat. No. 5,419,262 issued to Turpin Sr. on May 30, 1995 entitled RAILROAD HOPPER CAR DOOR CLOSER discloses a closer for hopper car doors including a supporting frame structure associated with the rails on which a series of hopper cars are positioned together with power actuated devices that pivot the hopper car doors from a generally closed position to a downwardly extending open position and thereafter pivot them about their supporting hinge back to a closed, latched position. The power devices include transversely extending support shafts with a pair of laterally extending rigid arms with each arm including a wheel at its outer end for engaging the hopper car doors when the transverse shafts are pivoted. The transverse shafts are pivoted by hydraulically operated piston and cylinder assemblies connected to a laterally extending arm on one end of each shaft. Activation devices are positioned in the path of movement of the hopper cars to activate the closer when the hopper car doors are in appropriate position for engagement. 
   U.S. Pat. No. 5,249,531 issued to Taylor on Oct. 5, 1993 entitled RAILROAD HOPPER CAR DOOR ACTUATING MECHANISM discloses an actuating system for operating the doors of a railroad hopper car. A plurality of levers for each hopper operate to rotate the doors of the hopper between an open and a closed position. The mechanism applies a tension force, rather than a compressive force, to push the doors closed. The mechanism also provides an over center latch to positively close each door. The mechanism may be used on either single or double hopper doors. 
   U.S. Pat. No. 5,302,072 issued to Stauffer et al. on Apr. 12, 1994 entitled TRACK SIDE DOOR CLOSING DEVICE FOR RAILWAY HOPPER CARS discloses a track side device for closing hopper doors which has an eccentrically rotatable wheel. The wheel rotates and contacts a hopper door to move it inward to a closed position. In a preferred embodiment, two devices are positioned on opposite sides of a railroad track to simultaneously close doors on both sides of the hopper car. 
   U.S. Pat. No. 5,601,032 issued to Kosch on Feb. 11, 1997 entitled APPARATUS FOR OPENING AND CLOSING RAILROAD HOPPER CAR DISCHARGE DOORS is directed to an apparatus for opening and closing the discharge doors of a railroad hopper car comprising a mounting frame secured to the hopper car forward of the discharge door. A pivot arm is secured to the mounting frame and has an air cylinder pivotally secured thereto that is interconnected to the pivot frame. Extension of the hydraulic cylinder causes the pivot frame to pivot with respect to the mounting frame thereby causing the adjustable linkage to open the door. Retraction of the cylinder rod into the cylinder causes the pivot frame to pivot with respect to the mounting frame to cause the adjustable linkage to close the discharge door. 
   Each of the above efforts to provide a rail car door closer suffers from excessive complexity and/or difficulty of use. It would be desirable to have a rail car door closer that is relatively inexpensive, operationally simple, and safe to use. 
   SUMMARY OF THE INVENTION 
   It is therefore an object of the present invention to provide an apparatus for closing rail car doors, such that multiple car doors could be closed at one time. It is a further object of the present invention to provide an apparatus for rail car door closure that is safe for workers and eliminates the need for manual door closure. Still another object of the present invention is to provide a rail car door closure apparatus that is of simple construction and operation, which achieves the stated objectives in an effective and relatively inexpensive manner, that solves the problems and satisfies the needs existing in the art. 
   In fulfillment of these and other objectives, the present invention provides a device that includes a rail car door closer system wherein the lifting of a plurality of appropriately positioned door closer arms is accomplished with hydraulic cylinders, pneumatic cylinders or electric motors. In using hydraulic or pneumatic cylinders, connections to the closer arms can be made with interconnected push-pull rods with swivel ball joints and/or clevis yokes that allow for an extreme arch of movement for the closing arms. 
   The closing arms are configured in shapes adapted to various styles of hopper doors. The closing arm assemblies may be added in pairs depending on the quantity of doors on a particular type of rail car. For example, the typical aggregate car will need six doors; a typical coal car, ten doors. The car door closer system will close half of the doors in one motion and the second half of the doors (facing the opposite direction) in the next motion. This ability makes the unit ideal for automation or semi-automation. 
   The swing doors on typical bottom discharge hopper car require that one door be closed before the other in order for the door latching mechanism to lock. A hopper car is often connected to other cars in such a manner that the first closing door might be forward and the next car might have the first closing door rearward. The door closer of the present invention can be sequenced to adapt to this situation, hence the first motion of the first set of closing arms can be for either forward facing doors or rearward facing doors. 
   The main frame of the closer assembly is a rectangular steel bar approximately 6″ high by 2″ wide. The bar extends beyond the unloading pit for securing at both ends. Cross members may also be added for support. The closer arms that are positioned on the main frame may be cut from ¾″ flat plate steel and are each fitted with a welded boss to distance the closer arm from the main frame and to support closer arm rotation. Hydraulic cylinders may be used to actuate the closer arm assemblies. A differential bell crank can be used to actuate the closer arm assemblies to take advantage of a shorter stroke cylinder. 
   The closer arms may be mounted staggered from side-to-side on the main frame of the track or all on one side of the track. The closer arm push-pull rod lengths are adjusted to accommodate the positioning of the closer arms. Swivel ball or clevis yoke connections with in-board and out-board mounting on the closer arms are used to allow for clearance of the push-pull rods. 
   Slack adjusting mechanisms are also described in alternative embodiments that allow for small variations in the lateral spacing of the hopper gate doors on a railcar. Closer arm pivot points may be common (centered) or separate (offset from center) in a closer arm assembly. Finally, an alternate embodiment using individual hydraulic cylinders for each closer arm is also described, replacing the push/pull rod with hydraulic lines and cylinders. 

   
     BRIEF DESCRIPTION OF THE DRAWINGS 
     A better understanding of the rail car door closer of the present invention may be had by reference to the drawing figures wherein: 
       FIG. 1  is an overview of the system of the rail car and the car door closer mechanism of the present invention; 
       FIG. 2  is a detailed view of the rail car door closer assemblies; 
       FIG. 3  is a detailed view of the bell crank and hydraulic cylinder assemblies; 
       FIGS. 4A-4C  are detailed views of the closer arm arrangement options; 
       FIGS. 5A-5E  are detailed views of the rail car door closer arms and frame attachment structures of the present invention; 
       FIGS. 6A-6B  are detailed views of the push-pull rod attachment structures. 
       FIGS. 7A-7B  are detailed views of the bell crank structures; 
       FIG. 8  is a detailed view of the hydraulic cylinder structure; 
       FIGS. 9A-9B  are detailed views of the clevis mount structure. 
       FIG. 10  is an overview of an alternate embodiment of the system the rail car door closer mechanism of the present invention; 
       FIG. 11  is a detailed view of a compression spring assembly in the alternate embodiment of the present invention shown generally in  FIG. 10 ; 
       FIGS. 12A &amp; 12B  are detailed views of the swivel block in the alternate embodiment of the present invention shown generally in  FIG. 10 ; 
       FIG. 13  is a detailed view of a dual compression spring assembly in a further alternate embodiment of the present invention; 
       FIG. 14  is a side detail view of an alternate placement of the pivot points for the closer arms in an alternate embodiment of the present invention; 
       FIG. 15  is a side detail view of a representative closer arm assembly in a further alternate embodiment of the present invention, utilizing individual hydraulic cylinders on each closer arm; 
       FIG. 16  is a detailed view of a closer arm in the alternate embodiment of the present invention shown generally in  FIG. 15 ; and 
       FIG. 17  is a detailed cross sectional view of the main frame support assembly in the alternate embodiment of the present invention shown generally in  FIG. 15 . 
   

   DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENT 
   An overview of the various assemblies that together make up the rail car door closer system  10  of the present invention is shown in  FIG. 1 , wherein the rail car  14  is positioned on the rails  12  of a track with the hopper doors  18   a  &amp;  18   b ,  18   c  &amp;  18   d , and  18   e  &amp;  18   f  of hoppers  16   a ,  16   b  &amp;  16   c , open above the closer arm assemblies  22   a ,  22   b  &amp;  22   c . The closer arm assemblies  22   a ,  22   b  &amp;  22   c  are pivotally positioned on main frame  20  and are connected in series by push-pull rods  24  to a bell crank assembly  26 . The bell crank assembly  26  is connected to hydraulic cylinders  30  (one of which is shown) which are operably connected to hydraulic controls  28 . Two push-pull rod linkage assemblies  24  are present, one positioned behind the other in the view of  FIG. 1 , the first associated with a first, left-hand set of closer arms and the second with a second, right-hand set of closer arms. Operation of the hydraulic cylinders  30  by way of lever actuated valves (as is known in the art) causes appropriate motion of the respective hydraulic cylinders  30  to rotate the appropriate bell crank assembly  26  components and alternately actuate the first or the second push-pull rod linkage assemblies  24 . Movement of the first push-pull rod linkage assembly  24  causes the first set of (left-hand) closer arms to move against the left-hand hopper doors  18   a ,  18   c  &amp;  18   e  and close them. These are held in place while the second push-pull linkage assembly (not visible) is actuated by a second hydraulic cylinder (not visible) and causes the second set (right-hand) of closer arms to move against the right-hand hopper doors  18   b ,  18   d  &amp;  18   f  and close them over the first so as to latch the doors as is typical upon such closure. 
     FIG. 2  illustrates a detailed view of the rail car door closer assemblies  22   a ,  22   b  &amp;  22   c . The left-most members  32   a ,  32   b  &amp;  32   c  of the closer arm assemblies  22   a ,  22   b  &amp;  22   c  are operably connected together by a first push-pull rod linkage  38 . The right-most members  34   a ,  34   b  &amp;  34   c  of the closer arm assemblies  22   a ,  22   b  &amp;  22   c  are operably connected together by a second push-pull rod linkage  38  (partially hidden behind the first push-pull rod linkage in this view). Clevis attachment devices  36  pivotally connect the push-pull rods to the closer arm assemblies. 
     FIG. 3  is a detailed view of the bell crank  26  and hydraulic cylinder  30  assemblies wherein the closer arm assemblies ( 22   c  shown) are connected to the bell crank  26  through the push-pull rod linkage  40 . The bell cranks  26  (two in the preferred embodiment) are connected to the shafts  52  of hydraulic cylinders  30  (two in the preferred embodiment) and enable the use of a shorter stroke cylinder for the linear actuated motion of the hydraulic cylinders. Operation of the two hydraulic cylinders  30  is by means of hydraulic pumps and valves contained within hydraulic controls  28  as is well known in the art. It is anticipated that a single lever mechanism may be configured to serve as the actuating lever for both the first and second push-pull rod linkages and therefore the alternate operation of the first (left) and then the second (right) side sets of closer arms. 
   Each of the closer arm mechanisms  22   a ,  22   b  &amp;  22   c  are shown by example in  FIGS. 4A-4C  in the alternative as either both arms  32  &amp;  34  mounted to one side of the main frame  20  ( FIG. 4B ) or with one on either side of the main frame  20  ( FIG. 4C ). The closer arm mounting bolt holes  42  are preferably slotted to allow for adjustment between centers of a pair of closer arms  32  &amp;  34  to further increase the flexibility of adapting to different types of hopper doors. Clevis bolt holes  56  &amp;  58  are shown positioned on one end of each closer arm  32  &amp;  34  for connection to the push-pull rod linkage assemblies. Welded bosses  62  &amp;  64  are shown to position and space apart the closer arms  32  &amp;  34 . 
   Continuing in  FIGS. 5A-5E , the main frame structure  20  is illustrated as well as the details of the closer arm structure  32  with the clevis mounting hole  56  and the welded boss  62  for the pivot point  42  on the closer arm  32 . 1″ by 2″ tubing  74  cut to length is shown in  FIGS. 6A &amp; 6B  for connection of the push-pull rods to the closer arms via 1″ threaded bolts  72  which are cut to length and welded to the push-pull rods. As shown in  FIG. 5E  1¼″ bolts  68  may be used to fasten the closer arms to the main frame  20 . A grease fitting  63  may be installed at the boss  62  to provide lubricant for rotation of the closer arm. A pair of 5″ bore by 18″ stroke hydraulic cylinders may be used to activate the closer arm assemblies although alternative actuating mechanisms as will be apparent to those skilled in the art. 
   The detail of bell crank assembly  26  is illustrated in  FIGS. 7A &amp; 7B . Clevis mounts are used to attach a first end  76  of each of the bell cranks  48  &amp;  46  to each of the hydraulic cylinders and a second end  78  to the respective push-pull rods. Also shown in  FIG. 7B  is the welded boss  80  for the bell crank  48  which is essentially the same as that for the closer arm.  FIG. 8  illustrates the hydraulic cylinder  82  having a 1″ hole  84  for attachment to the clevis mount (not shown). 
     FIGS. 9A-9B  illustrate the details of the clevis mount connectors  36  which may preferably be manufactured from ½″ by 2″ flat strap ( 92  &amp;  94 ) and one and a quarter square stock ( 98 ). One end of the clevis mount connector  36  has a 1″ threaded hole  96  with a 1″ back-up nut (not shown), while the other end has an orthogonally directed 1″ diameter hole  90 . The clevis mount connector  36  is used to connect the closer arm assemblies  22   a ,  22   b  &amp;  22   c  and the bell crank assembly  26  to the push-pull rod assemblies  38  &amp;  40 . 
   DETAILED DESCRIPTION OF AN ALTERNATE PREFERRED EMBODIMENT 
   Some hopper rail cars can have small center-to-center dimensional differences between hopper discharge gates. As indicated above, the spacing between the closer arm pairs of the present invention is primarily determined by the center-to-center spacing of the hopper discharge gates. Therefore, small differences in the distances between the hopper discharge gates can cause minor alignment problems that ultimately could result in the incomplete closure of one of the two hopper discharge gate doors in a set despite the complete closure of the matching door associated with that particular gate. It would therefore be beneficial to have a mechanism capable of automatically compensating for these small differences in the center-to-center dimension without putting undue stress or pressure on any given hopper door in order to secure its complete closure. For example, if the left hand doors associated with gates A and B as shown in  FIG. 10  were in a closed position, the left hand door associated with gate C might require a small (&lt;1″) additional movement of the push/pull rod to close completely.  FIG. 10  discloses in general a mechanism suitable for allowing these minor dimensional differences to occur without jeopardizing the ability of this system to completely close each of the hopper doors. In summary, such a system would include a swivel block that may be attached to the closer arm and slide some distance along the push/pull rod in either direction. A welded washer on the push/pull rod would serve as a base for a compression spring, also centered around the push/pull rod. The compression spring would normally be relaxed but in contact with the swivel block. A retraction washer would also be welded to the push/pull rod on the opposite side of the spring and block and thereby restrict movement of the swivel block in the opposite direction. 
   In practice, the doors associated with gates A and B would be closed and the door associated with gate C might require ⅜″ more travel (for example). The compression spring would begin to collapse at gates A and B limiting closing pressure, but push/pull rod could continue to move through the swivel blocks at the closer arms for gates A and B and close the door associated with gate C. When push/pull rod is retracted to lower the closer arms, the welded stop washer on the push/pull rod opposite of the spring side will make contact with the swivel block and lower the closer arm. 
   Any compression device such as a spring or a gas filled shock would allow extended movement of the push/pull rod to adapt to dimensional differences between the hopper doors. Compression devices may also be installed on both sides of the swivel block for each closer arm in a manner that will keep the closer arm captive at all times during the raise and lower cycle. 
   Reference is again made to  FIG. 10  for a general description of the alternate preferred embodiment of the present invention incorporating the slack adjustment mechanisms generally described above. Rail car  102  in  FIG. 10  incorporates hopper discharge gates  104   a ,  104   b  and  104   c . The system of the present invention typically operates against the pairs of hopper discharge gate doors in sets of three as described above. In  FIG. 10  this would mean that the system operates against hopper discharge gate doors  106   a ,  106   b  and  106   c  at the same time and then against hopper discharge gate doors  108   a ,  108   b , and  108   c  together at the same time. The operation of the closer arm pairs  110   a ,  110   b , and  110   c  in this alternate embodiment is essentially the same as the operation of the same in the system described above in the first preferred embodiment. 
   The first set of closer arms  112   a ,  112   b  and  112   c  are manipulated by the system to close the first set of hopper discharge gate doors and the second set of closer arms  114   a ,  114   b  and  114   c  subsequently operate to close the remaining set of hopper discharge gate doors. The unique features of the alternate embodiment described herein relate to the automatic slack remover assemblies  100   a ,  100   b  and  100   c , as well as  101   a ,  101   b  and  101   c  shown in place on push/pull rods  116  in  FIG. 10 . Each of these slack remover assemblies essentially take the place of the clevis attachment devices  36  described above in the first preferred embodiment. Orientation of the slack remover devices, however, depends upon which of the push/pull rods  116  are being implemented in conjunction with which of the two sets of closer arms, again as described above. 
   Repeating the anticipated circumstances described above, it is possible that the closure of hopper discharge gate doors  106   a  and  106   b  by closer arms  112   a  and  112   b  might be accomplished without the complete closure of hopper discharge gate door  106   c  by closer arm  112   c . In order to fully close hopper discharge gate door  106   c  it may be necessary for push/pull rod  116  to continue further than might normally be possible as limited by the full closure of hopper discharge gate doors  106   a  and  106   b . In order to accomplish this, push/pull rod  116  must be able to continue past the stop point encountered with the closure of hopper discharge gate doors  106   a  and  106   b  and does so by means of the spring loaded mechanisms in slack remover assembly  100   a  and  100   b . The pressure or force that push/pull rod  116  continues to exert is absorbed by the compression mechanism (the spring) in these systems and is not therefore exerted as a stress inducing force on the hopper doors themselves. 
   Referencing  FIG. 11 , greater detail on the components of slack remover assembly  101   a  is disclosed. In  FIG. 11 , automatic slack remover  101   a  includes compression spring  118  and swivel block  120 . Each of spring  118  and swivel block  120  are centered on and are capable of sliding along push/pull rod  116 . Restricting the sliding movement on push/pull rod  116  are washers  122  and  124  which are fixed to push/pull rod  116  with welds  126  and  128 , respectively. The view shown in  FIG. 11  is that of automatic slack remover assembly  101   a  (which is identical to the assembly of  101   b  and  101   c ) and which is a mirror image of the slack remover assemblies  100   a ,  100   b  and  100   c . Once again, the orientation and placement of spring  118  and swivel block  120  is dependent upon whether the closer arm is rotated on a push or a pull of push/pull rod  116 . 
   Referencing  FIGS. 12A and 12B , the details of swivel block  120  can be seen. The view shown in  FIG. 12A  is the same view shown of the block in  FIGS. 10 and 11  but disclose in dashed line detail aperture  130  that extends through swivel block  120  to allow the passage of push/pull rod  116 . The interior dashed line circle indicates the attachment shaft  132  welded to swivel block  120  with weld  134 . Attachment shaft  132  is seen in a better view in  FIG. 12B . Threaded section  136  of attachment shaft  132  is configured to receive a threaded nut for attachment of swivel block  122  to the respective closer arm assembly as shown in  FIG. 10 . In this manner each closer arm is free to rotate on the associated swivel block as the push/pull rod moves the swivel block to direct the closer arm to close the hopper door. 
   Some slack may be anticipated in the assembly mechanism described without detrimental effects on the operation of the system. Opposing washers  122  and  124  confine both the compression spring  118  and swivel block  120  within a given lateral distance along push/pull rod  116  sufficient to accommodate the necessary motion of the closer arms and to absorb appropriate forces associated with taking up the additional slack as may be required resulting from irregular variations in the distance between the hopper doors themselves. Typically this distance is no more than a few inches and can be easily accommodated by available coil springs or hydraulic cylinder shocks. 
   A further alternative embodiment of the invention is shown in  FIG. 13  wherein the single compression spring described above is replaced with two opposing springs  144  and  146  positioned on either side of swivel block  142 . This slack remover assembly  140   a  is universally applicable to whichever direction push/pull rod  116  may be required to move in order to activate the closer arm associated with the assembly. In this case, welded washers  148  and  150 , position springs  144  and  146  on either side of swivel block  142  and allow the movement of swivel block  142  against the compressive force of either spring depending upon the lateral motion of push/pull rod  116 . Although the above alternate preferred embodiments have been described primarily in conjunction with the use of compression springs, similar resilient compression devices may be used in place thereof. Hydraulic cylinder arrangements may be used in place of the compression spring to accomplish the same function. 
     FIG. 14  discloses a modification of the basic embodiments of the present invention, in which the previously common and centered pivot point for a set of closer arms has been separated into two pivot points offset from a centerline of the closer arm assembly. In this embodiment, closer arms  152   a  and  154   a  each pivot on their own separate pivot points  156   a  and  158   a , respectively. This approach allows for a reduction in the size of each closer arm and further provides greater tolerance for off-center placement of the rail car. 
     FIGS. 15-17  provides details of yet a further alternate embodiment of the present invention wherein individual hydraulic cylinders have replaced the push/pull rod and closer arm connection assemblies of the above described embodiments. In  FIG. 15  a representative closer arm assembly comprising closer arms  162   a  and  164   a  is shown to pivot on common pivot point  166   a . In this embodiment, however, main frame strut  170  also provides support for brackets  168  and  169  which in turn support hydraulic closer assemblies  172  and  173 . 
   Hydraulic closer assembly  172  includes hydraulic cylinder  176 , ball joint socket  174 , and hydraulic hoses  178 . In similar fashion hydraulic closer assembly  173  includes hydraulic cylinder  177 , ball joint socket  175 , and hydraulic hoses  179 . The attachment of each hydraulic cylinder to the respective closer arm is accomplished by way a standard ball hitch type connection as described in more detail below. Although closer assembly  173  is shown in  FIG. 15  as being oriented opposite that of closer assembly  172 , it is understood that with proper placement of bracket  169  and the associated hardware, closer assembly  173  could be oriented in parallel next to closer assembly  172 . 
     FIG. 16  shows in detail the configuration of closer arm  164   a  (as an example) as implemented in the alternate embodiment shown in  FIG. 15 . Ball connector  182  is bolted to closer arm  164   a  through the aperture in the lower end thereof where it is secured with nut  184 . The second closer arm in the pair is configured in a similar manner allowing for proper spacing and alignment to avoid contact between the ball joint connections.  FIG. 17  provides an example of a manner of positioning brackets  168  and  169  on to main frame strut  170 . Again, spacing and alignment of these brackets provides appropriate spacing and alignment of the respective ball connection joints. Also shown in  FIG. 17  (a cross-sectional view) is the placement of hydraulic supply lines  186  within the rectangular conduit structure of the main frame strut  170 . Such hydraulic supply lines may be fitted with appropriate couplings to distribute the hydraulic fluid through feeder lines ( 178  and  179  in  FIG. 15 , for example) to the hydraulic closer assemblies. Hydraulic feeder lines may exit the protective enclosure of the main frame strut  170  at apertures (not shown) provided with appropriate grommets to prevent abrasion on the lines. 
   The system has been disclosed herein by reference to its preferred embodiment and a number of alternate embodiments. It is anticipated that those skilled in the art will recognize further modifications and extensions of the present invention described above that fall within the scope of the invention.