Patent Publication Number: US-2003235480-A1

Title: Product protector for center beam flat cars

Description:
CLAIM OF PRIORITY  
     [0001] This application is a continuation-in-part and claims priority based on provisional patent application Serial No. 60/158,886 filed Oct. 12, 1999, entitled “PRODUCT PROTECTOR FOR CENTER BEAM FLAT CARS”, non-provisional application Ser. No. 09/689,436 filed on Oct. 12, 2000, and the related continuing prosecution and co-pending application filed Dec. 13, 2002. 
    
    
     
       BACKGROUND OF THE INVENTION  
       [0002] 1. Field of the Invention  
       [0003] The invention relates to wear reducing pads particularly adapted to mounting on vertical structural members on movable vehicles such as railcars, semitrailers, or other structures having a main longitudinal center beam of a deep section against which cargo is in contact. In particular it is adapted for use on center beam flat cars.  
       [0004] 2. Description of Related Art  
       [0005] A variety of lading protector items have been used on center beam rail flat cars. These can include a wide variety of temporary materials. Typically, a resilient material such as a plastic foam is taped or strapped to the vertical posts that comprise a portion of the center beam. These protect the load from contacting the hard, rough surface of the vertical post of the center beam, and resists the resulting damage to the surface, edges, or wrapping of the cargo. This may be used, for example, to protect loads such as lumber or wrapped wall board, or similar materials.  
       [0006] This solution is a temporary solution that inevitability results in a destruction of the foam and does not necessarily resist all damage to the surface of the cargo. Similarly, other types of fixed pads, bumpers, or even lumber secured vertically share the problems of dealing with the inevitable movement as the railcar is pulled in a train. Due to the heavy loads carried and the large moment of forces applied, even very strong railcars are subject to a variety of flexing, wracking, and other forces that result in relative motion between the railcar and the cargo.  
       [0007] Study of the form of damage to the cargo wrap surface has yielded the descriptive term “sticktation” to refer to the phenomenon of generally low friction materials (such as the cargo wrapping and the steel of the car) under high load and repetitive, but subtle motion, and considering the distortion of the materials themselves under load. “Sticktation” combines a coefficient of friction and material distortion under actual conditions increasing to the point where one or both of the materials suffers damage. The alternatives of the invention eliminate the adverse effects of “sticktation.” 
       SUMMARY OF THE INVENTION  
       [0008] This invention provides a product protection pad that utilizes a lubricating plastic that moves across the face of an upright post of a center beam flat car in order to reduce or eliminate damage to product or product wrappers and in one a first embodiment uses a self centering flanged aperture to permit the movement as the car flexes, twists or wracks and in an alternative embodiment utilizes a strong, lubricating plastic, both embodiments being mounted to the car using recessed weldable washers.  
       [0009] The invention also relates to a cap or sleeve-like construction that fits about and is secured to center beam vertical posts. The cap includes a front face or forward cargo engaging surface and is secured along its side to the post so as to assure that the cargo engages only the cargo engaging surfaces and not securement devices. The securement is by welding and/or retainer tab. 
     
    
    
     BRIEF DESCRIPTION OF THE DRAWINGS  
     [0010]FIG. 1 is a front elevational view of a product protector pad;  
     [0011]FIG. 2 is a sectional view of a product protector pad;  
     [0012]FIG. 3 is an elevational view of an embodiment of the product protector for center beam flat cars with an array of staggered floating product protector pads;  
     [0013]FIG. 4 is an elevational view of an embodiment of the product protector for center beam flat cars with an array of paired floating product protector pads;  
     [0014]FIG. 5 is an enlarged sectional view of the washer and pad of one embodiment;  
     [0015]FIG. 6 is a plan view of the pad of the invention;  
     [0016]FIG. 7 is an enlarged sectional view of the side edge of the pad of one embodiment;  
     [0017]FIG. 8 is a plan view of the pad of a second embodiment of the invention;  
     [0018]FIG. 9 is an enlarged sectional view the pad of a second embodiment of the invention;  
     [0019]FIG. 10 is a perspective view of a portion of a center beam flat car showing cargo, the center beam and the posts;  
     [0020]FIG. 11 is an enlarged and perspective view of the protective cap mounted to an angle iron style post;  
     [0021]FIG. 12 is a sectional style view taken along line  12 - 12  of FIG. 11 showing the cap secured to the post;  
     [0022]FIG. 13 shows two posts in a Z style and in cross section.  
     [0023]FIG. 14 shows in cross section, an H or I-like beam construction with a pair of protective caps mounted thereon;  
     [0024]FIG. 15 shows, in perspective, the retainer system for mounting a cap to the beam of FIG. 14.  
     [0025]FIG. 16 shows, in cross section, a Z-like beam construction with a pair of protective caps mounted therein;  
     [0026]FIG. 17 shows, in perspective, the retainer system for mounting a cap to the beam of FIG. 16; and  
     [0027]FIG. 18 shows, in cross section or channel shaped beam construction with a pair of protective caps mounted thereon. 
    
    
     DETAILED DESCRIPTION OF THE INVENTION  
     [0028] A product protector pad  10  is formed from a piece of self lubricating plastic such as UHMW-PE, HMW, reground UHMW or other such self lubricating plastic. The shape of the pad  10  includes one embodiment which is flat, defined by a cargo contact surface  12 , a flat car contact surface  14  with side edges  16 ,  18  and end edges  20 ,  22  so as to be about ¼″ to ½″ thick, and is approximately 4″ wide and 16″ long. Thicker pads may also be used depending on the primary use of the intended center beam flat car and economic and environmental considerations.  
     [0029] The pad  10  in this first embodiment is formed so as to have two inverted “V” grooved apertures  24 ,  26  that allow fastening using fastening arrangement  30  aligning the pad vertically to the upright members  32  of a center beam flat car  34 . These can be placed on both sides  36 ,  38  of the car  34  and selectively spaced in upper and lower positions  40 ,  42  in one of two preferred alignment schemes, the staggered alignment scheme of FIG. 3 or the vertically paired two position alignment scheme of FIG. 4. The staggered alignment scheme alternates between the upper and lower positions  36 ,  38  on adjacent uprights  32 , while the paired two position alignment uses pads  10  in both the upper and lower positions  36 ,  38  on each upright  32 .  
     [0030] The design of the first embodiment is such that the pad can “float” from side to side about ⅞″ or more as the center beam car “wracks” or twists in motion. The solid plastic material provides durability and ease of movement, while greatly minimizing labor needed in loading the car as special temporary pads need not be used. The movement prevents friction between the cargo and car so that the typical cargoes, such as lumber or wallboard, wrapped or unwrapped are not damaged by their edges or wrappers contacting the car uprights  32 .  
     [0031] In the alternative embodiment, which, at the time of filing of this application, is being tested and may well be preferred, is also flat, having a cargo contact surface  112 , a flat car contact surface  114  with side edges  116 ,  118  and end edges  120 ,  122  so as to also be about ¼″ to ½″ thick, and approximately 4″ to preferably 5.5″ wide and 16″ long. As with the first embodiment, thicker pads may also be used depending on the primary use of the intended center beam flat car and economic and environmental considerations.  
     [0032] In the alternative embodiment, the pad  110  is formed so as to have a pair of generally circular apertures  124 ,  126  that allow fastening using fastening arrangement  30  mounting the pad in a selected vertical and horizontal to the upright members  32  of a center beam flat car  34 . It will be understood by one of ordinary skill will adapt either the first or second embodiments to be placed on both sides  36 ,  38  of the car  34  and selectively spaced in upper and lower positions  40 ,  42  in the staggered alignment scheme of FIG. 3 or the vertically paired two position alignment scheme of FIG. 4.  
     [0033] The design of the first embodiment is such that the pad can “float” from side to side about ⅞″ or more as the center beam car “wracks” or twists in motion. The solid plastic material provides durability and ease of movement, while greatly minimizing labor needed in loading the car as special temporary pads need not be used. The movement prevents friction between the cargo and car so that the typical cargoes, such as lumber or wallboard, wrapped or unwrapped are not damaged by their edges or wrappers contacting the car uprights  32 .  
     [0034] The invention in both the first and second embodiments utilizes a lubricating plastic. The first embodiment moves across the face of an upright post of a center beam flat car. This movement is intended to reduce or eliminate tearing of product wrappers. Lubricating plastic minimizes resistance to movement formed by both friction and that adhesion derived from material contact between the plastic pad  10  and steel upright  32 .  
     [0035] In the first embodiment, grooved apertures  24 ,  26  are formed and arranged to have flanges surrounding the internal edge, forming an upper flange  46 , side flanges  48 ,  50  and a lower flange  52 . Shaping the flanged apertures  24 ,  26  as inverted “V&#39;s” it allows this floating piece to return to a “neutral” or centered location by gravity when the car is empty, as the mass of the pad  10  is borne by outer flange  68  as shown in FIG. 5. The car  34  will then be easily ready for the next load without, or with minimal, adjustment or resetting of pads  10 . Side flanges  48 ,  50  and lower flange  52  provide retention of the pad during car operation. Limit on movement is provided by the outer flanges  68 .  
     [0036] In both embodiments, fastening arrangement  30  preferably uses a washer  62 . Washer  62  is formed in a dished shape in the manner of, or using actual production shapes for washers known as “weld washers.” These are originally designed to be fixedly welded to metal structural members for permanent affixation of non-weldable members to the metal structure. However, this arrangement mounts pads  10  differently than the typical use of weld washers.  
     [0037] It can be seen that washer  62  is formed to have aperture  64  surrounded by an inner recessed flange  66  and having at its perimeter an outer flange  68 . Between the flanges is a stepped web  70  which spaces the outer flange from the inner flange  66 . The material of the inner flange  66  is welded with a bead  72  to upright  32  in the selected upper or lower position  40 ,  42 . In the first embodiment, the spacing of washer flanges  66 ,  68  due to the displacement of web  70  is greater than the thickness of pad flanges  46 ,  48 ,  50 ,  52  which thereby permits the movement of pad  10  as the car  34  flexes, twists and wracks. In the first embodiment, the weld washer is used to hold the plastic product protector pad  10  on the rail car  34  without a tight fit. It merely helps to guide it during its travel of ⅞″ or more.  
     [0038] In the alternative embodiment, which, at the time of filing of this application, is being tested and may well be preferred, apertures  124 ,  126  are formed and arranged to have continuous flanges surrounding the internal edge, forming an upper flange portion  146 , side flange portions  148 ,  150  and a lower flange portion  152 . Shaping the flanged apertures  124 ,  126  in this manner fixes the pad  110  on the car limiting movement with the outer flanges  168 .  
     [0039] When compared to the prior art such as use of plastic foam, it has been discovered that in the fixed embodiment an oil filled plastic formed having a sufficient bearing surface but also having rounded edges can adequately limit “sticktation” yet is highly wear resistant and durable, and also possesses sufficient mechanical strength for the mounting arrangement taught herein. A material such as TIVAR® oil filled plastic sold by Poli Hi Solidor of Fort Wayne, Ind., uses oil to enhance the self lubricating properties as compared to non-oil filled self lubricating plastic such as UHMW-PE, HMW, reground UHMW of other such self lubricating plastic.  
     [0040] Specific properties of a desirable self lubricating plastic, particularly for the fixed embodiment:  
                                                       Property   Value   Unit                          Density   927-938   kg/rn3           Yield Point    7.8-18.4   MPa           Elongation at Yield   12-18   %           Tensile Break    50   MPa           Elongation at Break    280   %           Tensile Modulus    524   MPa           Flexural Modulus    440   MPa           Izod Impact    76   kJ/m 2             Tensile Impact   2868   kJ/m 2                               Sand Wheel Wear   110t-1000 = 100                                 Hardness    65   Shore D           Static Friction   0.208            Dynamic Friction   0.195            Thermal Expansion   0.00018   Degrees C.           Melt Point   137-143   Degrees C.           Compressive Modulus    290   MPa           Compressive Deformation       %           Volume Resistivity   &gt;10{circumflex over ( )}15   Ohm-cm           Surface Resistivity   &gt;10{circumflex over ( )}15   Ohm           Water Absorption       nil %                      
 
     [0041] In addition to the design feature incorporating the oil-filled plastic, the use of rounded surfaces combines with the low friction of the plastic to prevent sticktation of the lumber wrap. As described above, “sticktation” is a result of a complex combination of material and load properties, coupled with complex forces imposed by rail travel. The use of a soft material, as in the prior art, does not adequately negate all the complex factors which cause damage. Contrary to conventional considerations, a stiffer, stronger material, albeit with a smooth, self lubricating surface, and having strongly rounded edges, provides superior performance.  
     [0042] It will be seen in FIG. 8 and FIG. 9 that edge  116  has the radius carried from the contact surface  112  through to the flat car contact surface  114 , while, as shown in FIG. 7, the radius on edge  16  has a smaller relative diameter, merging into a flat portion normal to car contact surface  14 . Additionally, it will be seen that fastener mounting recess radius  180  is also carried substantially continuously curved from surface  112  to flange portions  146 ,  148 ,  150 ,  152 . An additional variation in the fixed embodiment as compared to the first embodiment is to make the washer deeper, so as to enable a deeper, hence stronger, flange. The teachings above regarding the washer will enable this modification given the other disclosures herein.  
     [0043] Turning now to FIG. 10, a center beam flat car  200  is shown which includes a flat floor  202 , end walls such as  204  and a fabricated center beam web assembly  206 . The web assembly  206  includes a top and a bottom flange  207 A,  207 B and a plurality of vertical center posts such as  208  and  210  that extend between the flanges. For purposes of illustration, lading or cargo,  212  as shown on one side at one end of the car. The lading is shown as stacked sheets such as plywood that contacts the center post. It is to be understood that in real shipment (as opposed to illustration) the load is balanced and evenly distributed. Referring now to FIG. 11, each vertical post such as  208  or  210  is an angle iron element such as  218 .  
     [0044] It will be appreciated that the post can be formed of many different configurations with different cross-sections such as those that have a H or Z shape.  
     [0045] The cap  220  generally is made of the plastic, as described herein before, and is shaped to fit the angle iron members  218 . The cap  220  includes a cargo-engaging face or leg  222 . A securement leg  224  is provided at one side of the cargo-engaging face  222 . A short return or web-grasping leg  226  is provided along the other side edge and extends behind the cargo-engaging face  222  toward the securement leg  224  that is provided on the other side edge.  
     [0046] It will be understood that the cap  220  can be a one-piece formed member or a multiple-piece fabricated member.  
     [0047] The return leg  226  is connected to one side edge  228  of the cargo face  222  by a bight portion  230 . The leg  226  extends toward the securement leg  224  and is spaced from the cargo face  222 . The spacing between the leg  226  and face  222  is suitable to grasp the angle iron leg, such as  232 , of the angle iron post  218 .  
     [0048] If the space defined by the leg  226  and face  222  is greater than the thickness of the web to be grasped, a shim or shims can be used to assure a grasping of the web. The securement leg  224  is connected to the other side edge  234  of the face  222  and opposite edge  229 . The securement leg is shown extending at right angles to and rearwardly of the face  222  for positioning against angle-iron leg  236 . The securement leg  224  defines two (2) weld washer receiving apertures  238  and  240  each of which define a tapered surface extending from back to front with the aperture being smaller at the back or inner surface adjacent the angle iron leg  236  and larger at the front or outer surface. A pair of weld washers such as washer  242 , each of which is tapered like a Bellville washer, fit an aperture like  238  or  240 , and are welded to the angle iron leg  236  to secure the cap  220  to the angle iron  218 .  
     [0049] In addition, there is provided a tab-like retainer system for cooperation in securing the cap  220  to the angle-iron  218 . The system includes a plurality of elongated slots such as  244  and  246  which are defined by the securement leg  224  and positioned rearwardly of the weld apertures such as  238  and  240 , with the weld aperture between, the cargo face  222  and the tab-slots  244  and  246 . T-shaped retainers such as  248  and  250  having a long leg such as  250 A and a cross member  250 B which define retaining shoulders are provided. The retainer leg such as  250 A is sized to be received by the slot such as  244  and when so received the cross member  250 B and thus retaining shoulders can engage the securement leg  224 . The retainer leg  250 A fits through the slot  246  and can be welded to the angle iron so as to further secure the cap  220  to the angle iron  218 .  
     [0050] The length of the securement leg  224  can be adjusted to length of the angle iron  236  by cutting off excess length while still assuring use of the weld washers such as  242  and tab-retainer system.  
     [0051] Referring now to the cargo engaging face  222  it is seen that the vertical side edges  228  and  229  are rounded. The top and bottom edges  251  and  258  respectively are also rounded or beveled. Use of this rounding or beveling of the edges minimizes snagging of the cargo on the cap. The desirable plastic material per se is UHMW-PE with a dry-slide additive. Specific properties of a desirable self lubricating plastic are set forth herein before.  
     [0052]FIG. 12, shows the post  218  and cap  220  in section and particularly the retainer such as  250  welded to the iron leg  236 .  
     [0053] A Z-shaped post system fabricated from two (2) angle irons  254  and  256 , each fitted with a cap  258  and  260 , is shown in FIG. 13. Each cap has a cargo engaging face  262  and  264  whereby cargo on either side of the center beam, can engage a cap. Otherwise, the cap is as previously described.  
     [0054] Other alternative cap and post constructions are shown in FIGS.  14 - 18 .  
     [0055] Referring now to FIGS. 14 and 15, an I beam is  251  is shown and has an upper flange  253 , a lower flange  255  and a web  257  that connects to the central portion of each flange. Each flange also includes outer edges such as  259 ,  260 ,  262 , and  264 . The flanges also define cargo retaining surfaces  266  and  268 . A pair of substantially identical protective caps  270  and  272  are mounted to each of the flanges  253  and  255 . A cap such as  270  includes a cargo engaging face  274  that is positioned against surface  266 . The grasping section  276  extends from one side edge of the face  274  around edge  259  and grasps the back of flange  253  like a clip. A securement leg  278  is connected to the other side edge of the face, extends rearwardly and about edge  260 . A slot  280  in the leg cooperates with a T shaped retainer  282  member to receive a leg  282 A of the retainer. Another leg  280 B extends toward the web  257  from the leg  278 . The leg  280 B is welded to the back side of flange  266 . With this construction, the cap  270  is fitted to the post  251  and positioned to engage cargo resting against the cap. It will be appreciated that the other cap  272  is of substantially the same construction as cap  270 .  
     [0056] Turning to FIGS. 16 and 17 a Z shaped beam  284  is shown. The beam includes upper and lower flanges  286  and  288  and a web  290  that connects to edges  292  and  294  of each flange. Each flange defines a cargo engaging face such as  296  and an outer free edge such as  298 . A protective cap  300  is mounted to the beam. A cargo engaging face  302  is positioned adjacent the flange  296 . A grasping section  304  (like section  276 ) fits about edge  298  and clips to the back of flange  286 . A securement leg  306  (like leg  278 ) extends from the other edge of the face  302 . The leg includes a retainer slot  308 . A T-shaped retainer  310  fits within the slot and is welded to the web  290 . The retainer includes a first leg  310 A that fits in slot  308 , a second leg  310 B at right angles to the first leg  310 A and which engages the leg  306  and a third leg  310 C which is also at right angles to leg  310 B and is bent as to engage and be welded to web  290 . Using the grasping section  304  and securement leg  306  and retainer system  308  and  310  the cap  300  is positioned on the post and the cargo engages face  302  is positioned to engage and minimize damage to cargo on the car.  
     [0057] A C or channel shaped beam  312  is seen in FIG. 18. The channel includes upper and lower flanges  314  and  316  which are joined by a web  318 . Protective caps, such as  320  (which is similar to a cap such as  300 ) are mounted to the beam so that the cargo engaging face such as  322  is positioned against the flange such as  314 . The grasping section such as  324  extends about the free edge of the flange and in effect clips to the flange. The securement leg  326  is on the other side of the face  322  and is positioned against the web  318 . The leg includes at least one tapered aperture  328  which receives a tapered weld washer  330 . The weld washer  330  is welded to the web  318  and thus secures the cap in place on the C shaped or channel shaped beam  312 .  
     [0058] It will be appreciated that numerous changes and modifications can be made to the embodiment disclosed herein without departing from the spirit and scope of this invention.