Abstract:
A rail car door closer is shown for hopper type rail cars used to carry bulk commodities or materials. Cylinders provide horizontal motion to rotate an axle on which cam closers are attached thereto. The cam closers operate between a relaxed position (down position) and a raised position (up position). During rotation of the cam closers from the relaxed position to the raised position, the cam closers push hopper doors under the rail car up to a latched position. Individual hopper doors can be closed, or multiple doors can be simultaneously closed, depending on the preference of the operator. The cylinders are protected from falling bulk commodities by an elongated tent frame structure.

Description:
CROSS REFERENCE TO RELATED PATENTS 
       [0001]    This application claims priority to provisional patent application Ser. No. 61/079,302 filed on Jul. 9, 2008 entitled “Rail Car Door Closer” by Carl A. Register. 
     
    
     BACKGROUND OF THE INVENTION 
       [0002]    1. Field of the Invention 
         [0003]    This invention relates to rail car door closures and, more particularly, to rail car door closures that are attached to opposite ends of a rotating axle with an actuating mechanism that is attached to and covered by an elongated main frame tent structure with cam closures for pressing against the rail car door to cause the rail car door to close during rotation of the axle. 
         [0004]    2. Background of the Prior Art 
         [0005]    Railroad cars are used to carry bulk commodities with the most common bulk commodity being coal to provide energy and power. Other bulk commodities may be grain, aggregate, phosphate or other similar type materials. The railroad car used to carry bulk commodities normally has hopper doors on the bottom thereof that swing downward when unloading. These hopper doors on the bottom of a railroad car typically weigh about 200-300 pounds each and are difficult to close manually even under ideal conditions. After a period of extended wear, the hopper doors may become bent or warped making the closing of the hopper doors manually even more difficult. 
         [0006]    Over the years, numerous injuries to railroad workers have been involving the closing of the heavy hopper doors. The manual closing of the hopper doors takes two people under even ideal conditions. A warped, bent or worn hopper door becomes even more difficult to close. 
         [0007]    U.S. Pat. No. 6,886,473 to Marchiori et al shows a type of rail car door closure having a chain drive or cable with a rotatable member attached thereto. By turning the rotatable member into the upper direction, followed by forward and reverse motion of the chain or cable, rail car doors are closed by force exerted against the door from the rotatable member. However, the system as shown in Marchiori et al has certain limitations involving primarily the installation and maintenance of the mechanism. 
         [0008]    A different version of a door car opener and closer is shown in U.S. Pat. No. 7,063,022 to Marchiori et al that is a fairly complicated rail car door opener and closer combination. The opener portion is not applicable to the present invention and will only work on certain types of door locks. The system as shown in the &#39;022 patent can only be installed at locations that provide enough clearance from the railroad track to install and operate the system. 
         [0009]    Another type of rail car door closure is shown in U.S. Pat. No. 7,178,464 to Clarke. The system as shown in Clarke has a bell crank assembly which actuates arms that press against the hopper door to cause closure thereof. 
         [0010]    U.S. Pat. No. 5,419,262 to Turpin, Sr. shows a railroad hopper car door closure with wheels mounted on the end of a pair of laterally extending arms to cause closure of the hopper doors. The system as shown in Turpin is located outside the railroad tracks and is not protected from falling bulk commodity. 
       SUMMARY OF THE INVENTION 
       [0011]    It is an object of the present invention to provide a simple, safe, cost effective, but reliable, rail car door closure. 
         [0012]    It is another object of the present invention to provide a rail car door closure that has an axle with a cam mounted thereon so that rotating the axle forces the cam against the rail car door forcing the rail car door up to the closed and locked position. 
         [0013]    It is yet another object of the present invention to provide a rail car door closure that is operated by a pneumatic or hydraulic cylinder. 
         [0014]    It is yet another object of the present invention to have a series of rail car door closures for simultaneously closing multiple hopper doors for a single railroad car simultaneously. 
         [0015]    It is still another object of the present invention to provide multiple door closures for simultaneously closing hopper doors by rotation in one direction and, sequentially thereafter, closing mating hopper doors by a rotation of door closures in the opposite direction. 
         [0016]    In the present invention, the actuated mechanisms of the rail car door closure is located between the railroad tracks at the place for dumping the bulk commodity. A tent type structure protects the actuating mechanism from falling bulk commodity. A pair of axles extend from the tent structure to either side thereof. On each end of the pair of axles are located closure arms. 
         [0017]    A hydraulic cylinder is used to rotate a first axle and a first pair of closure alms on each end thereof. Sequentially thereafter, a second hydraulic cylinder rotates a second axle with a second pair of closure arms thereon. In this manner, a first hopper door is closed and then the mating hopper door (if there is one) is subsequently closed. 
         [0018]    The actuation of the hydraulic cylinders is controlled by a control box. The hydraulic cylinders may be actuated in any manner desired depending upon the particular railroad car being unloaded and the hopper doors located thereon. This may vary from railroad car to railroad car. 
         [0019]    Also, additional pairs of axles and closure arms can be included with additional pairs of hydraulic cylinders if more than one set of hopper doors are to be closed at one time. This varies according to the preference of the particular operator or the type railroad cars being unloaded. 
         [0020]    The axles are supported by flange bearings attached to the tent type frame. The ends of the hydraulic cylinders are held in clevises. Keys and key ways are used to attach to the respective axles. A slotted connector arms provides for ease of connection of the cylinders to each axle to cause rotation movement thereof Also, the slotted converter arms may be quickly disconnected and removed for maintenance or repair. 
     
    
     
       BRIEF DESCRIPTION OF THE DRAWINGS 
         [0021]      FIG. 1  is a pictorial block diagram of the controls for the rail car door closure showing the present invention. 
           [0022]      FIG. 2  is an elevated side view of the rail car door closure installed below a railroad car, but with the structure being cut away. 
           [0023]      FIG. 3  is a sequential view of  FIG. 2 . 
           [0024]      FIG. 4  is a sequential view of  FIGS. 2 and 3 . 
           [0025]      FIG. 5  is a bottom view of the rail car door closure. 
           [0026]      FIG. 6  is an explotive perspective view of one axle of the rail car door closure. 
           [0027]      FIG. 7  is a top view of the rail car door closure as installed. 
       
    
    
     DESCRIPTION OF THE PREFERRED EMBODIMENT 
       [0028]    Referring to  FIGS. 1 and 2  in combination, the rail car door closure system will be explained in further detail. A rail road car  10  that carries bulk commodities will typically have a hopper  12  at the bottom thereof that may be closed by hopper doors  14  and  16  hinged thereto. The rail road car  10  is supported by flanged wheels  18  that run on railroad tracks  20 . A space  22  is provided below the hopper  12  into which a bulk commodity (not shown) being hauled in the railroad car  10  can be dumped. Across the space  22 , the railroad tracks  20  can be supported by suitable structural support such as I beams (not shown). 
         [0029]    Located adjacent to the railroad tracks  20  as shown in  FIG. 1  is a control box  24  and a pressure source  26  to provide pressurized fluid or hydraulics. From the pressure source  26 , pressurized fluid is provided by hydraulic lines  28  and  30  to control valves  32  and  34 , respectively. Control valve  32  provides hydraulic fluid via hydraulic lines  36  and  38  to and from first hydraulic cylinder  40 . 
         [0030]    Extending from the first hydraulic cylinder  40  is a first hydraulic cylinder arm  42  that connects to a first slotted connector arm  44 . Because the first slotted connector arm  44  is rigidly connected to first axle  46 , as the first hydraulic cylinder arm  42  extends or contracts, first slotted connector arm  44  extends or contracts and hence rotates first axle  46 . On each end of first axle  46  are located first cam closures  48 . As the first axle  46  rotates, first cam closures  48  will also rotate because they are rigidly attached to the first axle  46 . 
         [0031]    Referring now to control valve  34 , hydraulic lines  50  and  52  provide hydraulic fluid to and from second hydraulic cylinder  54 . Second hydraulic cylinder  54  extends second hydraulic cylinder arm  56  that is pivotally connected to a second slotted connector arm  58 . Because the second slotted connector arm  58  is rigidly connected to second axle  60 , second axle  60  rotates as the second slotted connector arm  58  rotates due to action of the second hydraulic cylinder arm  56 . 
         [0032]    On each end of second axle  60  is located second cam closures  62 . The second cam closures are rigidly attached to each end of second axle  60  so that as second axle  60  rotates, second cam closures also rotate. 
         [0033]    Referring now to  FIG. 2 , the first cam closure  48  and second cam closures  62  are in the relaxed position. First hydraulic cylinder  40  and second hydraulic cylinder  54  are likewise relaxed so that first hydraulic cylinder arm  42  and second cylinder arm  56  are not extended, but are in their full relaxed state. However, upon activation of first hydraulic cylinder  40 , first hydraulic cylinder arm  42  extends causing rotation about the first axle  46 . Likewise, when second hydraulic cylinder  54  is activated and second hydraulic cylinder arm  56  is extended, rotation will occur second axle  60 . 
         [0034]    While cut away for illustration purposes, a tent frame structure  64  protects the first hydraulic cylinder  40  and second hydraulic cylinder  54  from falling bulk commodities or material. 
         [0035]    Referring now to  FIGS. 3 and 4  in sequence,  FIG. 3  illustrates first hydraulic cylinder  40  has been activated via control valve  32  (see  FIG. 1 ) so that first hydraulic cylinder arm  42  is extended. The first hydraulic cylinder arm  42  pushes against one end of the first slotted connector arm  44  which causes rotation of the first axle  46 . Rotation of the first axle  46  rotates the first cam closures  48  on either end thereof which presses against hopper door  14  pushing it into a closed position. 
         [0036]    While many different types of latches are used to maintain hopper doors on railroad cars in a closed position, a typical such lock is a Wine door lock that is commonly used in the industry. Other types of door latches are also used. The particular door latches are not shown, but when hopper door  14  is pushed against the hopper  12  as shown in  FIG. 3 , the door latch (not shown) will hold the hopper door  14  in the closed position. 
         [0037]    Referring now to  FIG. 4 , after the hopper door  14  has been closed, second hydraulic cylinder  54  is activated by control valve  34  (see  FIG. 1 ) so that second hydraulic cylinder arm  56  is extended. As second hydraulic cylinder arm  56  extends, it causes second slotted connector arm  58  to rotate causing pivotal rotation of second axle  60  to which it is connected. Rotation of second axle  60  pivots the cam closure  62  on either end thereof to press against the hopper door  16  and push hopper door  16  to the closed position. Hopper door  16  on the hopper  12  as illustrated in  FIG. 4  overlaps hopper door  14 . Therefore, hopper door  14  must be closed first and hopper door  16  closed second. Again, while the particular latching mechanism is not shown, a Wine door lock which is common in the industry could be used to hold hopper doors  14  and  16  in the closed position. 
         [0038]    Referring now to  FIG. 5 and 6  in combination, the hydraulic control portion of the present invention will be explained in further detail.  FIG. 5  is a bottom view of the hydraulic control portion as shown in  FIG. 2 . The tent frame structure  64  which is an elongated tent shape extends over first hydraulic cylinder  40  and second hydraulic cylinder  54 . For purposes of illustration, hydraulic lines  36  and  38  are cut away from hydraulic cylinder  40  and hydraulic lines  50  and  52  are cut away from second hydraulic cylinder  54 . 
         [0039]    Referring to first hydraulic cylinder  40 , it is attached by clevis pin  66  to mounting bracket  68  so that the first hydraulic cylinder  40  can rotate about the clevis pin  66 . As the first hydraulic cylinder  40  receives hydraulic fluid thereto, the first hydraulic cylinder arm  42  is extended. A shackle  70  on the end of first hydraulic cylinder arm  42  connects via clevis pin  72  to the first slotted connector arm  44 . The first slotted connector arm  44  is rigidly attached to first axle  46  with axle clamp  74  (see  FIG. 6 ). Axle clamp  74  has a suitable set screw (not shown) for connecting into slot  76  of first axle  46 . By bolting the first slotted connector arm  44  to the axle clam  74 , rotation of the first slotted connector arm  44  will cause rotation of first axle  46 . 
         [0040]    Mounted on either side of the tent frame structure  64  are flange bearings  78  and  80 . The first axle  46  extends through holes (not shown) in tent frame structure  64  and through flange bearings  78  and  80 . The flange bearings  78  and  80  are used to provide support for the rotation of first axle  46 . 
         [0041]    Mounted on each end of the first axle  46  are the first cam closures  48  which are bolted to retaining rings  82  and  84 . Retaining rings  82  and  84  are secured to first axle  46  by means of set screws (not shown) that connect into retaining ring slots  86  and  88 , respectively of first axle  46 . The retaining ring slots  86  and  88  will prevent the first cam closures  48  from working their way off of the first axle  46 . 
         [0042]    While not shown in detail, the second axle  60  operates the same as the first axle  46  shown in the exploded perspective view of  FIG. 6 , but rotates in the opposite direction. When second hydraulic cylinder  54  is activated by control valve  34 , second hydraulic cylinder arm  56  is extended. One end of second hydraulic cylinder  54  is held into position by clevis pin  90  pivotally attached to mounting bracket  92 . On the far end of second hydraulic cylinder arm  56  is a shackle  94  through which clevis pin  96  pivotally attaches to the second slotted connector arm  58 . Since the rotation of the second axle  60  via the second slotted connector arm  58  is essentially the same as that previously described for first axle  46  and illustrated in  FIG. 6 , it will not be covered in further detail herein. The rotation of the second axle  60  will rotate the second cam closures  62  secured to either end thereof. 
         [0043]    Referring now to  FIG. 7  an overhead view of the present invention is illustrated with the railroad car  10  removed. The railroad tracks  20  extend over the space  22  into which the bulk material is dumped. I-beams or other support may be provided across this space  22  to support the railroad tracks  20 . 
         [0044]    Located between the railroad tracks  20  is the tent frame structure  64  which deflects the bulk material such as coal or other aggregates from hitting the first hydraulic cylinder  40  or the second hydraulic cylinder  54  (not visible in  FIG. 7 ) as the bulk material falls into space  22 . To close the hopper doors of any railroad car that may be moved above space  22  and the material dumped therein, first cam closures  48  will be rotated upward against the hopper door. After closing the first hopper door, then if the railroad car has a second hopper door, it will be closed by rotating upward the second cam closures  62 . By use of the invention as just described, many different types of hopper doors for railroad cars can be closed. If it is a single door hopper, then the appropriate cam closures  48  or  62  will be rotated upward by the operator pushing the appropriate buttons (not shown) in a control box  24 . 
         [0045]    By use of the rail car door closure as described in the present invention, it is not critical that the railroad car be in the exact location. The railroad car can be off by a foot or two and still be closed by use of the present invention. 
         [0046]    While the present invention is illustrated with a single set of hopper doors for a railroad car, most railroad cars have multiple sets of hopper doors. In such case, additional sets of hydraulic cylinders and cam closures could be added for each additional set of hopper doors. For the purposes of simplicity, the present invention was illustrated with only one set of hopper doors. However, it could equally be utilized with multiple sets of dual hopper doors or multiple sets of single door hoppers. 
         [0047]    The present invention has everything located below the railroad tracks except the control box that can be operated to the side thereof, or to any other location that may be desired by the person unloading the railroad cars. The present invention is very durable and can be utilized with all types of bulk materials or aggregates regardless of how abrasive or dusty.