Patent Publication Number: US-11654942-B2

Title: Autorack deck adjustments

Description:
CROSS REFERENCE TO RELATED APPLICATIONS 
     This application claims the benefit of U.S. Provisional Application Ser. No. 62/415,766, entitled “Autorack Deck Adjustments,” which was filed Nov. 1, 2016, the entire contents of which are incorporated herein by reference. 
     PRIORITY 
     This application is a divisional of U.S. patent application Ser. No. 15/797,740 which claims priority to U.S. Provisional Patent Application No. 62/415,766 filed Nov. 1, 2016, all of which are hereby incorporated by reference in their entirety. 
    
    
     TECHNICAL FIELD 
     This disclosure relates generally to configuring an Auto Rack car. 
     BACKGROUND 
     Auto Rack cars (also referred to as autorack cars) are a type of railcar configured to store and transport automobiles and/or vehicles (e.g., cars, trucks, motorcycles, etc.). Existing Auto Rack cars may be configured with one deck, (Uni-level), two decks, (Bi-level), or three decks, (Tri-level). Deck heights determine the maximum height of auto vehicles the Auto Rack deck can transport. Deck heights are generally set and not moved due to difficulty and expense. Deck adjustments may be performed at a distant facility, which requires scheduling and having the Auto Rack car out of service for the duration of the conversion. These adjustments may increase the expense to the shipper and limits the flexibility of the shipper to manage loading efficiency. These adjustments may also require careful scheduling of Auto Rack cars with the correct deck heights to accommodate a given shipment. Further, in order for an Auto Rack car to be compatible with other Auto Rack cars, the decks may have to be located in certain positions or within some tolerance (e.g. plus or minus 3 inches) of the other Auto Rack cars. 
     SUMMARY 
     This disclosure contemplates an unconventional coupler that assists in adjusting the height of a deck in an auto rack car. The coupler allows the deck to couple to an adjustment mechanism (e.g., a ball screw) that can adjust the height of the deck. When the deck is repositioned, the coupler allows the deck to decouple from the adjustment mechanism. Several designs for the coupler are contemplated in this disclosure. Various embodiments are described below. 
     According to an embodiment, an apparatus includes a latch and a travelling nut. The latch couples to a deck of an auto rack car. The latch includes a body coupled to a hinge such that the body may rotate about the hinge from a first position to a second position. The body includes a key. The travelling nut engages a ball screw. The travelling nut includes a slot. The travelling nut rotates with the ball screw when the body is in the first position. The key engages the slot when the body is in the second position. The travelling nut and the latch adjust a height of the deck in the auto rack car when the body is in the second position and when the ball screw is turned. 
     According to another embodiment, an apparatus includes a deck of an auto rack car and a travelling nut. The travelling nut is coupled to the deck. The travelling nut includes a first portion and a second portion. The first and second portions may move towards a ball screw to engage the ball screw and may move away from the ball screw to disengage the ball screw. The travelling nut adjusts a height of the deck in the auto rack car when the first and second portions are engaged with the ball screw and when the ball screw is turned. 
     According to yet another embodiment, an apparatus includes a travelling nut, a link, and a pin. The travelling nut engages a ball screw. The link is coupled to the travelling nut. The pin couples the link to a deck of an auto rack car such that the travelling nut adjusts a height of the deck in the auto rack car when the ball screw is turned. 
     According to another embodiment, a method includes aligning a slot in a travelling nut with a key of a body of a latch, rotating the latch such that the key engages the slot, and rotating a ball screw such that the travelling nut and the latch adjust a height of a deck in an auto rack car. 
     Certain embodiments provide one or more technical advantages. For example, an embodiment includes an unconventional coupler that allows a deck in an auto rack car to be repositioned without the need for tools. As another example, an embodiment includes a coupler that allows a deck in an auto rack car to be repositioned without having to remove the deck from the auto rack car. In some embodiments, a coupler allows for decks in an auto rack car to be repositioned independently of one another. Certain embodiments may include none, some, or all of the above technical advantages. One or more other technical advantages may be readily apparent to one skilled in the art from the figures, descriptions, and claims included herein. 
    
    
     
       BRIEF DESCRIPTION OF THE DRAWINGS 
       For a more complete understanding of this disclosure, reference is now made to the following brief description, taken in connection with the accompanying drawings and detailed description, wherein like reference numerals represent like parts. 
         FIG.  1 A  is a side view of an embodiment of an Auto Rack car; 
         FIG.  1 B  is an end view of an embodiment of an Auto Rack car; 
         FIG.  1 C  is a cutaway side view of an embodiment of an Auto Rack car with repositionable decks; 
         FIG.  2    illustrates an example coupler used to position a deck; 
         FIG.  3    illustrates an example coupler used to position a deck; 
         FIG.  4    illustrates an example coupler used to position a deck; 
         FIG.  5 A  is a flowchart illustrating a method of positioning a deck; and 
         FIG.  5 B  is a flowchart illustrating a method of positioning a deck. 
     
    
    
     DETAILED DESCRIPTION 
     Auto Rack cars are a type of railcar used to store and transport vehicles (e.g., cars, trucks, motorcycles, etc.).  FIG.  1 A  illustrates a side view of an embodiment of an Auto Rack car  100 . Vehicles are loaded into the Auto Rack car  100  and transported by railway to their destination. Existing Auto Rack cars  100  may contain decks at different heights on which vehicles can be stored. By using these decks, more vehicles can be loaded into an Auto Rack car  100 .  FIG.  1 B  illustrates an end view of an embodiment of an Auto Rack car  100 . In the illustrated embodiment of  FIG.  1 B , Auto Rack car  100  includes two decks  102 A and  102 B. This disclosure contemplates Auto Rack car  100  including any number of decks (e.g. three or more decks). The decks of an Auto Rack car may be referred to as an A-deck, a B-deck, a C-deck, and so forth based on their position with the Auto Rack car. The floor or lowest level of the Auto Rack car is referred to as the A-deck (labeled  102 A in  FIG.  1 A ). The level or deck above the A-deck is the B-deck (labeled  102 B in  FIG.  1 A ). The level or deck above the B-deck is the C-deck, and so forth. 
     In existing Auto Rack cars, once the decks are positioned in the Auto Rack car, the decks may be difficult to remove and/or adjust. Furthermore, it may also be difficult to adjust a height of the existing Auto Rack cars. This disclosure contemplates an unconventional coupler that allows for decks in an auto rack car to couple and uncouple from an adjustment mechanism (e.g., a ball screw). The coupler is used to couple the deck to the adjustment mechanism when the deck needs to be repositioned. After the deck is repositioned, the coupler can be used to uncouple the deck from the adjustment mechanism. By using the coupler, it may not be necessary to use tools to reposition the decks in an auto rack car in certain embodiment. In some embodiments, the coupler may allow decks to be repositioned independently of one another and/or without removing the decks from the auto rack car. 
     Disclosed herein are various embodiments for configuring decks in an Auto Rack car  100 . An Auto Rack car  100  may be configured or reconfigured for different vehicles by adjusting the vertical position of decks within the Auto Rack car  100 . In one embodiment, the vertical position of decks in an Auto Rack car  100  may be adjusted without disassembling portions of the Auto Rack car  100 . Each deck may be raised or lowered within the Auto Rack car  100  to accommodate a variety of load combinations. The ability to adjust the vertical position of decks in an Auto Rack car  100  may permit a shipper to easily adjust deck heights to maximize loading efficiency without having to move the Auto Rack car  100  into a maintenance shop, and may provide a means to adjust deck heights to match that of an adjacent Auto Rack car  100  making Auto Rack cars  100  with this design compatible. 
       FIG.  1 C  is a cutaway side view of an embodiment of an Auto Rack car  100  with repositionable decks  102 B and  102 C. In one embodiment, the Auto Rack car  100  is configured to allow the deck heights to be easily and quickly adjusted by incremental amounts using an adjustment system without having to move the Auto Rack car  100  to a maintenance shop, without having to remove decks  102 B and  102 C from Auto Rack car  100 , and/or without using tools, pins, or fasteners. The vertical position of decks  102 B and  102 C with respect to the Auto Rack car  100  may be adjusted incrementally, for example, within plus or minus 3 inches, while maintaining pool compatibility and providing an extra clearance (e.g. one or two inches) where needed to accommodate vehicles of different heights. Decks  102 B and  102 C may be adjusted to heights which allow the Auto Rack car  100  to be compatible with deck heights of other Auto Rack cars in the same train. In one embodiment, a deck  102 B or  102 C may be “unlocked” (e.g. unbolted or mechanically uncoupled) from the side structure of the Auto Rack car  100 , repositioned to a new position, and “re-locked” (e.g. bolted or mechanically coupled) to the side structure of the Auto Rack car  100 . When deck  102 B or  102 C is locked to the side structure of the Auto Rack car  100 , a vertical position of the deck  102 B or  102 C within the Auto Rack car  100  cannot be adjusted. Decks  102 B or  102 C may be supported and/or repositioned by a variety of techniques, including, but not limited to, cranes, hoists, jacks, chain/cable hoists, hydraulic or air cylinders, and levers. 
     A vertical position of deck  102 A may be adjusted using similar processes to adjust a vertical position of deck  102 B or  102 C in particular embodiments. In some embodiments, deck  102 A is a floor of Auto Rack car  100  and a vertical position of deck  102 A cannot be adjusted. In some embodiments, a vertical position of deck  102 A can be adjusted. 
     In one embodiment, the adjustment system may be a Ball screw system that includes Ball screws  104  (or ACME thread in certain embodiments), Ball screw actuators  106 , a coupler  108 , and a controller  110 . A Ball screw actuator  106  may be attached to the roof section of the Auto Rack car  100  and may be controlled by controller  110 . The controller  110  is operably coupled to the Ball screw actuator  106 , and is configured to communicate electrical signals for positioning decks  102 B and  102 C. The Ball screw  104  is operably coupled to the Ball screw actuator  106  and configured to be rotated by the Ball screw actuator  106  through a gear reduction mechanism and an electric motor or any other rotational system. The coupler  108  may be operably coupled to deck  102 B or  102 C and Ball screw  104  and configured to move along the Ball screw  104  when the Ball screw  104  is turned. The direction of travel of the coupler  108  depends upon the direction the Ball screw  104  is turned. Using the Ball screw  104  and coupler  108 , the deck  102 B and  102 C can be moved anywhere along the Ball screw  104 . The position of the deck  102 B or  102 C may only be limited by the length of the Ball screw  104  and the clearances within the Auto Rack car  100 . This disclosure contemplates coupler  108  being located above, below, or both above and below a deck  102 . 
     Deck  102 B or  102 C may be held in position by a brake on the Ball screw  104  and/or a locking system between the deck  102 B or  102 C and the side structure of the Auto Rack car  100 . Multiple Ball screw systems may be used to provide enough lifting capacity, redundancy, and to maintain the deck level during movement. In one embodiment, the deck  102 B or  102 C may be comprised of multiple sections that can be moved individually or in unison (e.g., a vertical position of one portion of deck  102 B or  102 C may be adjusted independently of a vertical position of another portion of deck  102 B or  102 C). The Ball screw system may be configured to reposition a deck  102 B or  102 C while the deck  102 B or  102 C is unloaded or loaded, for example, with a vehicle. 
     A Ball screw system may comprise any number of Ball screws  104  and couplers  108 . For example, in one embodiment each deck  102 B or  102 C may be configured to couple with four Ball screws  104  and four couplers  108  with a Ball screw  104  and a coupler  108  at each corner of the deck  102 B or  102 C. In another embodiment, each deck  102 B or  102 C may be configured to couple with six Ball screws  104  and six couplers  108  with a Ball screw  104  and a coupler  108  at each corner of the deck  102 B or  102 C and a pair of Ball screws  104  and couplers  108  supporting a mid-portion of the deck  102 B or  102 C. The Ball screws  104  and couplers  108  may be positioned anywhere along the deck and any suitable configuration of Ball screws  104  and couplers  108  may be employed as would be appreciated by one of ordinary skill in the art upon viewing this disclosure. 
     In order to move autorack decks vertically inside the railcar, some form of attachment (e.g., a coupler) between the decks and the ball screw system should be employed. To move both decks independently from each other, a coupler may attach to the deck being moved and a coupler may be detached from the deck not being moved. Further, to reduce the time used to adjust decks, the coupler may be attached and/or detached quickly and easily. 
     This disclosure contemplates particular designs for coupler  108  that allow for easy adjustment of deck  102 B or  102 C. For example, certain designs for coupler  108  allow adjustment of deck  102 B or  102 C without using tools. As another example, certain designs for coupler  108  allow adjustment of deck  102 B or  102 C without having to remove deck  102 B or  102 C from the auto rack car. Certain designs allow adjustment of deck  102 B or  102 C without using fasteners or pins. Additionally, certain designs protect components of coupler  108  from theft. Furthermore, certain designs allow for independent adjustment of different decks in a railcar. This disclosure contemplates any number of decks of a railcar using coupler  108  to allow for vertical adjustment of the decks. Designs and uses for coupler  108  will be described using  FIGS.  2  through  5   . 
       FIG.  2    illustrates an example coupler  108  used to position a deck  102 . As illustrated in  FIG.  2   , ball screw  104  extends through deck  102  and coupler  108 . Coupler  108  may be attached to ball screw  104  to allow for vertical adjustment of deck  102 . Coupler  108  may be detached from ball screw  104  to prevent vertical adjustment of deck  102 .  FIG.  2    shows a configuration where coupler  108  is attached to ball screw  104 . 
     Coupler  108  includes a collar  210 , one or more latches  215 , and a travelling nut  220 . Ball screw  104  extends through travelling nut  220 . When coupler  108  is detached from ball screw  104 , ball screw  104  can rotate without moving deck  102 . Travelling nut  220  is stored slightly above (and/or below) deck  102  and due to friction between travelling nut  220  and ball screw  104 , when ball screw  104  is turned, travelling nut  220  spins with ball screw  104  and no vertical motion of travelling nut  220  takes place. Latches  215  and collar  210  are stored below (and/or above) travelling nut  220 . 
     Latches  215  include a headpiece  218 , a body  235 , and a hinge  240 . Headpiece may be coupled to body  235 , and body  235  may be coupled to deck  102  via hinge  240 . Hinge  240  may allow for headpiece  218  and body  235  to rotate outward around hinge  240  from a vertical position (as shown in  FIG.  2   ) to a horizontal position lying on deck  102 , and vice versa. When latches  215  are in the vertical position, coupler  108  is considered locked to ball screw  104 . When latches  215  are in the horizontal position, coupler  108  is considered “unlocked” from ball screw  104 . 
     Collar  210  encircles latches  215  when latches  215  are in the vertical position and prevent latches  215  from rotating outwards to the unlocked position. Collar  210  may be lifted above latches  215  so that latches  215  may rotate outward to the unlocked position. Collar  210  may also be rotated. In this manner, collar  210  may lock and/or unlock latches  215 . 
     Latches  215  include one or more keys  225 . As shown in  FIG.  2   , each headpiece  218  includes a key  225 . Although not illustrated in  FIG.  2   , each body  235  also includes a key  225 . Key  225  that forms a portion of headpiece  218  corresponds with a slot  230  in collar  210 . In order to lift collar  210  above latches  215 , key  225  of headpiece  218  should be aligned with slot  230  in collar  210 . If collar  210  is rotated so that key  225  is not aligned with slot  230 , then collar  210  cannot be lifted above latches  215 . 
     Key  225  of body  235  engages a corresponding slot of travelling nut  220  when latch  215  is in the locked position. When engaged, key  225  prevents travelling nut  220  from rotating freely with ball screw  104 . As a result, when ball screw  104  is turned, vertical movement of travelling nut  220  along ball screw  104  occurs. When key  225  of body  235  is not engaged with the corresponding slot of travelling nut  220 , travelling nut  220  is allowed to rotate freely with ball screw  104  as described above. 
     As an example operation, when it is desired to move deck  102  vertically, collar  210  is lifted. In order to do so, slots  230  in the collar are aligned with keys  225  in each headpiece  218  in order for collar  210  to go past latches  215 . Collar  210  is lifted above travelling nut  220  and both latches  215  are rotated outwards to the unlocked position. While holding travelling nut  220 , ball screw  104  is turned in a direction that causes nut  220  to move towards deck  102  and coupler  108 . This motion is continued until nut  220  contacts deck  102  and/or coupler  102 , and then ball screw  104  motion is stopped. Nut  220  is then turned by hand to align the slots  230  in nut  220  with keys  225  of body  235  of each latch  215 . Latches  215  are then rotated up towards the locked position such that keys  225  of body  235  engage slots  230  of nut  220 . Collar  210  is lowered over latches  215  and nut  220 , aligning slots  230  of collar  210  with keys  225  of headpieces  218 , and lowered down to rest on deck  102 . This process is repeated for all ball screw-to-deck attachments for the portion of deck  102  that is desired to move. 
     Deck  102  is then uncoupled from the autorack car. Ball screws  104  are then rotated to move deck  102  in the desired direction. Deck  102  is then coupled back to the autorack car. Then, collar  210  may be lifted and latches  215  may be moved to the unlocked position to disengage coupler  108  from ball screw  104 . Specifically, collar  210  is lifted over latches  215  by aligning slots  230  with keys  215  on headpieces  218  of latches  215 . This allows latches  215  to be rotated away from ball screw  104  to the unlocked position. Holding on to travelling nut  220 , ball screw  104  is rotated in the direction that moves nut  220  above (and/or below) deck  102  and/or coupler  108 . Latches  215  are rotated to the vertical position and collar  210  is lowered over latches  215  to the stored position. This process is repeated for all ball screw-to-deck attachments. 
     In certain embodiments, by using coupler  108 , it may not be necessary to use tools to reposition deck  102  in the railcar  100 . In some embodiments, coupler  108  allows deck  102  to be repositioned independent of other decks  102  in railcar  100 . Furthermore, in some embodiments, collar  210  may prevent or hinder theft of certain components of coupler  108  by making it more difficult to remove these components when collar  210  is resting on deck  102 . 
     Other designs for coupler  108  are contemplated and described using  FIGS.  3  and  4   . Like the design described above, these designs also allow deck  102  to couple and uncouple from ball screw  104 . 
       FIG.  3    illustrates an example coupler  108  used to position a deck  102 . As shown in  FIG.  3   , the travelling nut  220  may be permanently attached to the deck and a mechanism is used to engage the nut  220  to the ball screw  104  threads. For example, a split nut may  220  be separated and each half  220  moved along a track away from the ball screw  104  to disengage from the ball screw  104  threads. The two halves  220  may be moved back towards the ball screw  104  along those tracks and then clamped together around the ball screw  104  to engage the ball screw  104  threads. Turning the ball screw  104  then causes the nut  220  to move vertically along the ball screw  104 , which adjusts the vertical position of the deck  102 . This disclosure contemplates any mechanism by which the halves  220  of the travelling nut  220  move toward or away from the ball screw  104 . Additionally, this disclosure contemplates any mechanism to lock/clamp the travelling nut  220  halves to the ball screw  104 . In certain embodiments, by using coupler  108 , it may not be necessary to use tools to reposition deck  102  in the railcar  100 . In some embodiments, coupler  108  allows deck  102  to be repositioned independent of other decks  102  in railcar  100 . 
       FIG.  4    illustrates an example coupler  108  used to position a deck  102 . As shown in  FIG.  4   , links  405  and pins  410  may be used to connect the deck  102  being moved to the travelling nut  220 . This may be a direct connection or may include one or more other members between the connection. As an example operation, the links  405  may be unlinked/unlocked from the deck  102 . The links  405  may be held while the ball screw  104  is turned to move the travelling nut  220  (and the links  405 ) closer to the deck  102 . The links  405  may then be coupled to the deck  102  by pins  410  and the ball screw  104  may be turned to cause the travelling nut  220  and the deck  102  to move along the ball screw  104 . When the deck  102  is in the desired position, the pins  410  may be removed and the travelling nut  220  unlinked/unlocked/disengaged from the deck  102 . In certain embodiments, by using coupler  108 , it may not be necessary to use tools to reposition deck  102  in the railcar  100 . In some embodiments, coupler  108  allows deck  102  to be repositioned independent of other decks  102  in railcar  100 . 
     This disclosure contemplates any number of travelling nuts used in a coupler  108 . For example, two travelling nuts may be used in a coupler, one above and one below the deck, to capture the deck for movement. 
     In some embodiments, a cable and pulley system may be used to adjust the vertical position of a deck instead of a ball screw system. Friction locks (rather than travelling nuts) may be used to “lock” the deck to the cable. The cable may then be pulled or released to adjust the vertical position of the deck. Then, the friction lock may be unlocked. One end of the cable may be attached above the deck and the other end attached below the deck. The cable may be run through a pulley that is attached to a deck being moved and disconnected from a deck not being moved. 
       FIG.  5 A  is a flowchart illustrating an example method  500  of positioning a deck. In particular embodiments, an operator of an autorack railcar may perform method  500 . In step  505 , the operator may lock a coupler to a deck. In step  510 , the operator may uncouple the deck from an autorack car. The operator may adjust a position (e.g., vertical position) of the deck in step  515 . In step  520 , the operator may couple the deck back to the autorack car. The operator may then unlock the coupler from the deck in step  525 . 
       FIG.  5 B  is a flowchart illustrating an example method  530  of positioning a deck. In certain embodiments, an operator of an autorack railcar may perform method  530 . In step  535 , the operator aligns slots in a collar with a key in a headpiece of a latch. The operator then lifts the collar above the latch in step  540 . In step  545 , the operator rotates the latch such that a key of a body of the latch disengages from a slot of a travelling nut. The operator then turns a ball screw while holding the travelling nut to cause the travelling nut to move towards a deck in step  550 . In step  555 , the operator aligns slots in the travelling nut with a key of the body of the latch. The operator then rotates the latch such that the key of the body engage the slots of the travelling nut in step  560 . In step  565 , the operator aligns slots of the collar with the key of the headpiece of the latch. Then, the operator lowers the collar to rest on the deck in step  570 . In step  575 , the operator rotates the ball screw to adjust the position of the deck. 
     Modifications, additions, or omissions may be made to the systems and apparatuses described herein without departing from the scope of the disclosure. The components of the systems and apparatuses may be integrated or separated. Moreover, the operations of the systems and apparatuses may be performed by more, fewer, or other components. Additionally, operations of the systems and apparatuses may be performed using any suitable logic comprising software, hardware, and/or other logic. As used in this document, “each” refers to each member of a set or each member of a subset of a set. 
     Modifications, additions, or omissions may be made to methods  500  and  530  depicted in  FIGS.  5 A and  5 B . Methods  500  and  530  may include more, fewer, or other steps. For example, steps may be performed in parallel or in any suitable order. Any suitable component of railcar  100  may perform one or more steps of the method. 
     Although the present disclosure includes several embodiments, a myriad of changes, variations, alterations, transformations, and modifications may be suggested to one skilled in the art, and it is intended that the present disclosure encompass such changes, variations, alterations, transformations, and modifications as fall within the scope of the appended claims. 
     While several embodiments have been provided in the present disclosure, it should be understood that the disclosed systems and methods might be embodied in many other specific forms without departing from the spirit or scope of the present disclosure. The present examples are to be considered as illustrative and not restrictive, and the intention is not to be limited to the details given herein. For example, the various elements or components may be combined or integrated in another system or certain features may be omitted, or not implemented. 
     In addition, techniques, systems, subsystems, and methods described and illustrated in the various embodiments as discrete or separate may be combined or integrated with other systems, modules, techniques, or methods without departing from the scope of the present disclosure. Other items shown or discussed as coupled or directly coupled or communicating with each other may be indirectly coupled or communicating through some interface, device, or intermediate component whether electrically, mechanically, or otherwise. Other examples of changes, substitutions, and alterations are ascertainable by one skilled in the art and could be made without departing from the spirit and scope disclosed herein. 
     To aid the Patent Office, and any readers of any patent issued on this application in interpreting the claims appended hereto, applicants note that they do not intend any of the appended claims to invoke 35 U.S.C. § 112(f) as it exists on the date of filing hereof unless the words “means for” or “step for” are explicitly used in the particular claim.