Source: http://www.google.com/patents/US6000342
Timestamp: 2013-05-22 18:36:50
Document Index: 54459930

Matched Legal Cases: ['application No. 08', 'application No. 08', 'application No. 08', 'application No. 08', 'application No. 08', 'application No. 09', 'application No. 08', 'application No. 08', 'application No. 08', 'application No. 08', 'application No. 08', 'application No. 09']

Patent US6000342 - Railway car underframe for an insulated composite boxcar - Google PatentsSearch Images Maps Play YouTube News Gmail Drive More »Advanced Patent Search | Web History | Sign inAdvanced Patent SearchPatentsA railway car underframe is provided for mounting a composite box structure thereon to form an insulated railway boxcar. The composite box structure includes side walls, end walls and a floor molded as an integral unit with fiber reinforced plastic interior and exterior surfaces. The composite box structure...http://www.google.com/patents/US6000342?utm_source=gb-gplus-sharePatent US6000342 - Railway car underframe for an insulated composite boxcarPublication numberUS6000342 APublication typeGrantApplication number08/986,187Publication dateDec 14, 1999Filing dateDec 5, 1997Priority dateJul 19, 1996InventorsJohn W. CoulbornMell R. ThomanOriginal AssigneeTrn Business TrustU.S. Classification105/413105/404105/416105/418International ClassificationB61F1/00B61D17/04B61F1/14Cooperative ClassificationB61F1/14B61D17/04Y02T30/34B61F1/00European ClassificationB61D17/04B61F1/14B61F1/00ReferencesPatent Citations (66)Non-Patent Citations (48)Referenced by (15)External LinksUSPTOUSPTO AssignmentEspacenetRailway car underframe for an insulated composite boxcarUS 6000342 AAbstract A railway car underframe is provided for mounting a composite box structure thereon to form an insulated railway boxcar. The composite box structure includes side walls, end walls and a floor molded as an integral unit with fiber reinforced plastic interior and exterior surfaces. The composite box structure includes a first fiber reinforced composite unit and a second fiber reinforced composite unit. The first fiber reinforce composite unit provides the end walls, side walls and floor for the railway boxcar. The second fiber reinforce unit may be permanently attached to the side walls and end walls to provide a roof for the boxcar. The railway car underframe has a center sill, side sills and end sills with a generally rectangular configuration and coplanar surfaces for adhesively bonding the composite box structure with the railway car underframe. Mechanical fasteners are also provided to couple the composite box structure with the railway car underframe.
What is claimed is: 1. A railway car underframe for mounting a composite box structure thereon comprising: a center sill with a first side sill and a second side sill and a pair of end sills arranged in a generally rectangular configuration; a plurality of cross bearers extending between the center sill and the side sills; a plurality of longitudinal stringers extending generally parallel with the center sill and spaced laterally from each other between the center sill and the side sills; a pair of railway trucks attached to the underframe adjacent to each end of the center sill, each railway truck having a plurality of wheels; a body bolster extending between the center sill and the side sills above each of the railway trucks; a plurality of covers attached adjacent to and extending horizontally from each body bolster with each cover sized to extend over a respective wheel of the railway truck associated with the respective body bolster; means for mechanically attaching the composite box structure with each side sill; at least four locations provided on the exterior of each side sill for mechanically coupling the composite box structure with the respective side sill; and each location defined in part by two holes extending through the respective side sill to receive a mechanical fastener therein.
2. The railway car underframe of claim 1, further comprising: a plurality of openings formed in each side sill for use in mechanically attaching the composite box structure with the respective side sill; a plurality of tie down connections coupled to selected longitudinal stringers of the railway car underframe; and each tie down connection including at least one threaded bolt extending upwardly therefrom for engagement with a respective threaded opening in the composite box structure.
3. The railway car underframe of claim 1, further comprising: a railcar coupling attached to each end of the center sill; an end of car cushioning unit disposed between each the railcar coupling and the center sill; and the length of travel of the end of car cushioning unit selected to provide protection for freight carried within the composite box structure.
4. The railway car underframe of claim 1 further comprising: a railcar coupling attached to each end of the center sill; and an end of car cushioning unit having more than fifteen inches of travel disposed between each the railcar coupling and the center sill.
5. The railway car underframe of claim 1 further comprising safety equipment attached only to the railway car underframe with no connections between the safety equipment and the composite box structure.
6. The railway car underframe of claim 1 further comprising: four longitudinal stringers spaced laterally from each other between the center sill and the first side sill; and four longitudinal stringers spaced laterally from each other between the center sill and the second side sill.
7. A railway car underframe for mounting a composite box structure thereon comprising: a center sill with a first side sill and a second side sill and a pair of end sills arranged in a generally rectangular configuration; a plurality of cross bearers extending between the center sill and the side sills; a plurality of longitudinal stringers extending generally parallel with the center sill and spaced laterally from each other between the center sill and the side sills; a pair of railway trucks attached to the underframe adjacent to each end of the center sill, each railway truck having a plurality of wheels; a body bolster extending between the center sill and the side sills above each of the railway trucks; a plurality of covers attached adjacent to and extending horizontally from each body bolster with each cover sized to extend over a respective wheel of the railway truck associated with the respective body bolster; means for mechanically attaching the composite box structure with each side sill; each cover having a first surface opposite from the respective railway trucks; the longitudinal stringers each having a first surface and a second surface with the second surface of each longitudinal stringer disposed on the cross bearers; the center sill, the side sills, and the end sills each having a first surface; and the first surfaces of the center sill, the side sills, the end sills, the longitudinal stringers and the metal covers disposed generally coplanar with each other.
8. A railway underframe for mounting a composite box structure thereon comprising: a center sill with a pair of side sills and a pair of end sills arranged in a generally rectangular configuration; a plurality of cross bearers extending between the center sill and the side sills; a plurality of longitude stringers extending generally parallel with the center sill and spaced laterally from each other between the center sill and the side sills; a pair of railway trucks attached to the underframe adjacent to each end of the center sill, each railway truck having a plurality of wheels; a body bolster extending between the center sill and the side sills above each of the railway trucks; a plurality of covers attached to and extending generally horizontally from each body bolster with each cover sized to extend over a respective wheel of the railway truck associated with the respective body bolster; means for mechanically attaching the composite box structure with each side sill; a plurality of coplanar surfaces formed on the railway car underframe by the side sills, the end sills, the center sill, the longitudinal stringers and the covers; a plurality of spacers on selected coplanar surfaces with each spacer having a first thickness; and an adhesive covering the selected coplanar surfaces with the adhesive having a thickness at least equal to the thickness of the spacers for adhesively bonding the composite box structure with the railway car underframe.
9. A railway underframe for mounting a composite box structure thereon comprising: a center sill with a first side sill and a second side sill and a pair of end sills arranged in a generally rectangular configuration; a plurality of cross bearers extending between the center sill and the side sills; a plurality of longitude stringers extending generally parallel with the center sill and spaced laterally from each other between the center sill and the side sills; a pair of railway trucks attached to the underframe adjacent to each end of the center sill, each railway truck having a plurality of wheels; a body bolster extending between the center sill and the side sills above each of the railway trucks; and means for mechanically attaching the composite box structure with each side sill including: a plurality of holes formed in each side sill; a respective metal plate having at least a first and a second opening extending therethrough; a respective mechanical fastener disposed within the first opening of each metal plate and extending through one of the openings in the side sill; and the second opening in each metal plate providing a location for a second mechanical fastener to attach the composite box structure with the respective side sill.
10. A railway underframe for mounting a composite box structure thereon comprising: a center sill with a first side sill and a second side sill and a pair of end sills arranged in a generally rectangular configuration; a plurality of cross bearers extending between the center sill and the side sills; a plurality of longitude stringers extending parallel with the center sill and spaced laterally from each other between the center sill and the side sills; a pair of railway trucks attached to the underframe adjacent to each end of the center sill, each railway truck having a plurality of wheels; a body bolster extending between the center sill and the side sills above each of the railway trucks; a plurality of covers attached to and extending horizontally from each body bolster with each cover sized to extend over a respective wheel of the railway truck associated with the respective body bolster; the plurality of covers including four metal covers attached adjacent to and extending horizontally from each body bolster; the metal covers having a generally rectangular configuration with one edge of each metal cover attached to the center sill adjacent to the associated body bolster; and each metal cover extending laterally from the center sill to a position intermediate the associated side sill.
11. A railway car underframe for mounting a composite box structure thereon to form a railway boxcar comprising: a center sill with a pair of side sills and a pair of end sills arranged in a generally rectangular configuration; a plurality of cross bearers extending between the center sill and the side sills; a plurality of longitudinal stringers extending between the end sills and spaced laterally from each other between the center sill and the side sills; a pair of railway trucks attached to the underframe adjacent to each end of the center sill; a body bolster extending between the center sill and the side sills above each of the railway trucks; a plurality of mechanical tie down connection assemblies attached to the railway car underframe for engagement with the composite box structure; a plurality of openings formed in each side sill for use in mechanically attaching the composite box structure with the respective side sill; and the center sill, cross bearers, longitudinal stringers, body bolsters, and mechanical tie down connection assemblies formed at least in part from materials selected from the group consisting of fiber reinforced plastics, cermets and composites of these materials.
12. The railway car underframe of claim 11 wherein the railway car underframe further comprises: the longitudinal stringers each having a first surface and a second surface with the second surface of each longitudinal stringer disposed on the cross bearers; the center sill, the side sills, and the end sills each having a first surface; the first surfaces of the center sill, the side sills, the end sills and the longitudinal stringers disposed coplanar with each other; and portions of the composite box structure adhesively bonded with the first surfaces of the center sill, the side sills, the end sills and the longitudinal stringers.
13. A railway car underframe for mounting a composite box structure thereon to form a railway boxcar comprising: a center sill with a pair of side sills and a pair of end sills arranged in a generally rectangular configuration; a plurality of cross bearers extending between the center sill and the side sills; a plurality of longitudinal stringers extending between the end sills and spaced laterally from each other between the center sill and the side sills; a pair of railway trucks attached to the underframe adjacent to each end of the center sill; each railway truck having a plurality of wheels; a body bolster extending between the center sill and the side sills above each of the railway trucks; and a plurality of metal covers respectively attached to each body bolster and extending horizontally from the respective body bolster and the center sill with each metal cover sized to extend over a respective wheel of an associated railway truck.
14. The railway car underframe of claim 13, further comprising: a plurality of tie down connections coupled to the railway boxcar underframe; and each tie down connection including at least two threaded bolts extending upwardly therefrom for engagement with a respective threaded opening in the composite box structure.
15. The railway car underframe of claim 13 further comprising a plurality of mechanical connections between the railway car underframe and portions of the composite box structure.
16. The railway car underframe of claim 13 further comprising means for mechanically attaching the composite box structure with each side sill.
17. The railway car underframe of claim 13 further comprising a plurality of openings formed in each side sill for use in mechanically attaching the composite box structure with the respective side sill.
18. The railway car underframe of claim 13 further comprising a plurality of mechanical tie-down connection assemblies formed from materials selected from the group consisting of steel alloys, aluminum alloys, fiber reinforced plastics, cermets and composites of these materials.
19. A railway car underframe for mounting a composite box structure thereon to form an insulated railway boxcar comprising: a center sill with a pair of side sills and a pair of end sills arranged in a generally rectangular configuration; a plurality of cross bearers extending between the center sill and the side sills; a plurality of longitudinal stringers extending between the end sills and spaced laterally from each other between the center sill and the side sills; a pair of railway trucks attached to the underframe adjacent to each end of the center sill; a body bolster extending between the center sill and the side sills above each of the railway trucks; a plurality of mechanical tie down connection assemblies attached to the railway car underframe for engagement with the composite box structure; each of the mechanical tie down connection assemblies including at least one threaded bolt extending upwardly therefrom for engagement with the composite box structure; and the center sill, cross bearers, longitudinal stringers, body bolsters, and mechanical tie down connection assemblies formed from materials selected from the group consisting of steel alloys, aluminum alloys, fiber reinforced plastics, and cermets.
20. A railway car underframe for mounting a composite box structure thereon to form an insulated railway boxcar comprising: a center sill with a pair of side sills and a pair of end sills arranged in a generally rectangular configuration; a plurality of cross bearers extending between the center sill and the side sills; a plurality of longitudinally stringers extending between the end sills and spaced laterally from each other between the center sill and the side sills; a pair of railway trucks attached to the underframe adjacent to each end of the center sill; a body bolster extending between the center sill and the side sills above each of the railway trucks; and means for engaging the composite box structure with the railway car underframe.
DETAILED DESCRIPTION OF THE INVENTION The preferred embodiments of the present invention and its advantages are best understood by referring to FIGS. 1A through 16 of the drawings, like numerals being used for like and corresponding parts of the various drawings.
Insulated composite railway boxcar 20 incorporating teachings of the present invention is shown in FIGS. 1A, 1B and 1C with composite box structure 30 mounted on railway car underframe 200. As will be explained later in more detail, composite box structure 30 may be adhesively bonded and/or mechanically coupled with railway car underframe 200. For the embodiment of the present invention shown in FIGS. 1A and 1B, railway boxcar 20 has exterior dimensions which satisfy the requirements of Plate C and associated structural design requirements of the Association of American Railroads (AAR). Forming composite box structure 30 from light weight composite materials in accordance with teachings of the present invention allows reducing the weight of railway boxcar 20 while at the same time increasing both the internal volume and the load carrying capacity of railway boxcar 20 as compared to a conventional insulated boxcar within Plate C requirements.
For purposes of this patent application, the term "fiber reinforced plastic" is used to refer to composite materials composed of selected thermosetting or thermoplastic resins and fibers, filaments, or whiskers of material such as glass, metal, aramid, boron, carbon, aluminum silicate and other suitable ceramic materials. For some applications, small flakes of metal, ceramics, cermets or other suitable materials may be dispersed within the selected resin or resins to provide additional reinforcement and strength for the resulting fiber reinforced plastic.
For purposes of this patent application, the term "resin" is used to include both naturally occurring and synthetic polymers which may be mixed with various additives such as fillers, colorants, plasticizers, and curing agents, to infuse or impregnate the selected fiber material to form the desired fiber reinforced plastic layers and surfaces during fabrication of composite box structure 30. For one application the fiber material preferably includes glass fibers typically associated with FIBERGLAS
For some applications, composite box structure 30 as shown in FIGS. 1A and 1B may be integrally molded as a single fiber reinforced composite unit with side walls 42 and 44, end walls 82 and 84, floor 100 and roof 120. For the embodiment shown in FIGS. 5 through 10, composite box structure 30 is formed from first fiber reinforced composite unit 40 and second fiber reinforced composite unit 120. Other configurations for first fiber reinforced composite unit 40 and second fiber reinforced composite unit 120 may be satisfactorily used to fabricate railway boxcar 20 in accordance with teachings of the present invention. For some applications, side walls 42 and 44, end walls 82 and 84, floor 100 and roof 120 may be molded as separate components and attached to each other using a combination of adhesive bonds and/or mechanical fasteners.
Railway car underframe 200, as shown in FIGS. 1A, 1B and 1C, includes a pair of railway trucks 202 and 204 located adjacent to each end of railway boxcar 20. Safety equipment such as ladders 206 and hand brake 208 are preferably secured to railway car underframe 200 with no connections or attachments to composite box structure 30. Standard railway couplings 210 are also provided on center sill 214 at each end of railway car underframe 200. End of car cushioning units 212 are preferably disposed between each end of center sill 214 and the respective coupling 210. Railway couplings and end of car cushioning units satisfactory for use with the present invention are available from various vendors including FM Industries, Inc. located at 8600 Will Rogers Blvd., Fort Worth, Tex. 76140 and Keystone Railway Equipment Company located at 3420 Simpson Ferry Road, Camp Hill, Pa. 17001-0456.
As will be discussed later in more detail, center sill 214, side sills 242 and 244 and end sills 282 and 284 each have respective first surfaces 215, 243, 245, 283 and 285 which are disposed coplanar with each other. Each longitudinal stringer 230 includes first surface 231 disposed coplanar with the first surfaces 215, 243, 245, 283 and 285 and a second surface 232 resting on cross bearers 216. For some applications, portions of composite box structure 30 may be adhesively bonded or coupled with first surfaces 215, 231, 243, 245, 283 and 285. As will be explained later in more detail, loads placed on floor 100 within composite box structure 30 are transmitted through longitudinal stringers 230 onto cross bearers 216 and then to center sill 214.
One of the technical advantages of the present invention includes providing adhesive bonding and/or mechanical coupling between composite box structure 30 and railway car underframe 200 as desired. A plurality of mechanical tie down connection assemblies 260 are preferably attached to selected longitudinal stringers 230 for use in mechanically coupling composite box structure 30 with railway car underframe 200. For the embodiment shown in FIG. 2 railway car underframe 200 may include sixteen or more mechanical tie down connection assemblies 260. Four mechanical tie down connection assemblies 260 are coupled to railway car underframe 200 on opposite sides of each body bolsters 222 and 224. Another set of four mechanical tie down assemblies 260 (not shown in FIG. 2) may also be installed extending laterally from approximately the midpoint of center sill 214.
For some applications, a plurality of mechanical couplings may also be formed between composite box structure 30 and side sills 242 and 244. For the embodiment of the present invention as shown in FIGS. 1A and 1C, four mechanical couplings 350 are shown extending between composite box structure 30 and side sill 242. Corresponding mechanical couplings 350 (not expressly shown) preferably extend between composite box structure 30 and side sill 244. The number of mechanical couplings 350 may be varied depending upon the length of the associated railway car underframe 200 and the required force to securely attach composite box structure 30 with the associated railway car underframe 200. The use of mechanical couplings 350 may be particularly beneficial to allow substantially reducing or eliminating adhesive bonding between composite box structure 30 and railway car underframe 200.
Various types of mechanical couplings 350 may be satisfactorily used. For the embodiments shown in FIGS. 1A, 1C and 3, each mechanical coupling 350 preferably includes a metal plate 352 with multiple bolt holes (not expressly shown) extending therethrough. For the specific embodiment as best shown in FIG. 1C, two bolt holes are formed in the portion of each metal plate 352 adjacent to sidewall 42 of composite box structure 30 and two holes are formed in the portion of each metal plate 352 adjacent to side sill 242. Bolts or similar mechanical fasteners 354 are respectively disposed into each hole. Corresponding holes 356 are preferably formed in side sills 242 and 244 to receive respective mechanical fasteners 354. Metal plates (not expressly shown) with corresponding holes are preferably molded within side walls 42 and 44 of composite box structure 30 at a location corresponding with holes 356 in side sills 242 and 244 when composite box structure 30 is mounted on railway car underframe 200.
After composite box structure 30 has been mounted on and attached to railway car underframe 200, hand brake assembly 208 and safety appliances such as ladders 206 may be secured to railway car underframe 200 without requiring any connection or attachment to composite box structure 30.
For some applications composite box structure 30 may be mounted on and attached to railway car underframe 200 using various types of mechanical connections without any adhesive bonding. If a portion of composite box structure 30 should be damaged during use of the associated railway boxcar 20, mechanical tie-down connection assemblies 260 and/or mechanical couplings 350 adjacent to the damaged portion or portions may be disengaged from railway car underframe 200. The damaged portions or portions of composite box structure 30 may then be cut out and removed. A replacement piece of composite material having the desired configuration and corresponding mechanical connections may then be inserted into composite box structure 30 to take the place of the damaged portion or portions. Various types of sealing compounds and/or adhesive bonding agents may be used to secure the replacement piece with the original composite box structure. Mechanical tie-down connection assemblies 260 and/or mechanical couplings 350 may be reattached as required.
As a result of the present invention, a wide variety of materials may be used to form the various components associated with railway care underframe 200. For example, center sill 214, cross bearers 216, body bolsters 222 and 224, cover plates 252 and 254, longitudinal stringers 230 and mechanical tie down connection assemblies 260 and other components associated with railway car underframe 200 may be satisfactorily formed from various steel alloys, aluminum alloys, fiber reinforced plastics, cermets and composites of these materials. Composite box structure 30 allows selecting a wide variety of materials and composites for use in fabricating railway car underframe 200 to optimize performance characteristics, manufacturing costs and repair/maintenance costs associated with the resulting railway boxcar 20.
For some applications, portions of layers 51, 52, 91, 92, 121, and 122 may be formed from two or more plies of fiber material (not expressly shown). For example, two, three or four plies of fiber material may be used to form reinforced strike zone 54 as part of each first layer 51 adjacent to and extending longitudinally parallel with floor 100. The thickness of strike zones 54 is exaggerated in FIG. 4 for purposes of illustration.
The selected core and multiple plies of fiber material are placed in closed molding systems having the desired configuration for first composite unit 40, second composite unit 120, or composite box structure 30 if molded as a single unit. A resin delivery system is used to infuse or impregnate the multiple plies of fiber material with the selected resin. Depending upon the intended application for the resulting railway boxcar 20, the fiber material may include carbon, boron, graphite, glass, aramid or a combination of these materials. Aramids such as KEVLAR NOMEX particularly useful in fabricating railway boxcars. Other fiber materials may be satisfactorily used with the present invention. Depending upon the intended application for railway boxcar 20, the resin may be selected from a wide variety of polymers including epoxy, polyester, vinylester and vinyl. Again, other resins may be satisfactorily used with the present invention.
For the embodiment of the present invention shown in FIG. 4, floor 100 includes thirteen vertical layers 118 of fiber reinforced plastic disposed within foam core 103 between interior surface 101 and exterior surface 102. Vertical layers 118 of fiber reinforced plastic extend longitudinally along the length of floor 100 and are spaced laterally from each other across the width of floor 100. For the embodiment shown in FIG. 4, one of the vertical layers 118 of fiber reinforced plastic is disposed on each side sill 242 and 244. Three of the vertical layers 118 of fiber reinforced plastic are disposed on center sill 214. The remaining vertical layers 118 of fiber reinforced plastic are disposed respectively on first surfaces 231 of longitudinal stringers 230. The number of longitudinal stringers 230 and vertical layers 118 may be varied depending upon the intended use of the resulting railway boxcar 20.
As previously noted, one of the technical benefits of the present invention includes both adhesive bonding and mechanical coupling of composite box structure 30 with railway car underframe 200. A plurality of metal plates 262 are preferably integrally molded within floor 100 adjacent to exterior surface 102. Each metal plate 262 preferably includes at least one threaded opening 264 extending therethrough for use in providing the mechanical connections with railway car underframe 200. Metal plates 262 are disposed between vertical layers 118 of fiber reinforced plastic as shown in FIGS. 4 and 12 For one application, metal plates 262 have a generally rectangular configuration approximately nine inches in width, sixteen inches in length and three-quarters of an inch thick. Metal plates 262 are preferably wrapped with one or more plies of fiber material prior to infusion of the resin. For the embodiment shown in FIGS. 4 and 12, two plies of fiber material may be used to form exterior layer 102 and vertical layers 118. A single ply of fiber material may be used to form fiber reinforced plastic layer 119 to encapsulate the associated metal plate 262. By placing metal plates 236 adjacent to exterior surface 102, approximately three to four inches of foam core 103 are provided to block heat transfer between metal plates 262 and interior 32 of composite box structure 30.
For some applications, it may be desirable to form an adhesive bond at each location where exterior surface 102 of composite box structure 30 contacts railway car underframe 200. For other applications, it may be desirable to form an adhesive bond at only selected locations on the first surfaces of railway car underframe 200 such as first surfaces 243 and 245 of side sills 242 and 244 and first surfaces 283 and 285 of end sills 282 and 284. Adhesive bonding is preferably conducted in a paint shop environment to allow control of the temperature and humidity to ensure a satisfactory adhesive bond between composite box structure 30 and railway car underframe 200.
Railway car underframe 200a incorporating an alternative embodiment of the present invention is shown in FIGS. 15 and 16. Railway car underframe 200 as shown in FIGS. 2, 3 and 4 is similar to railway car underframe 200a as shown in FIGS. 15 and 16. Some of the differences between railway car underframe 200 and railway car underframe 200a include substantially reducing the size of the cover plates disposed over the wheels of each railway truck and adding additional short stringers to reinforce the railway car underframe adjacent to the respective railway trucks.
As shown in FIGS. 15 and 16, railway car underframe 200a includes center sill 214 with a pair of end sills and a pair of side sills 242 and 244 arranged in a generally rectangular configuration. Only end sill 284 is shown in FIG. 15. Railway car underframe 200a also includes a plurality of cross-bearers 216 extending laterally between center sill 214 and the respective side sills 242 and 244.
The portion of railway car underframe 200a shown in FIG. 15 includes cross-bearers 216 spaced longitudinally from each other with railway truck 204 disposed therebetween. Railway car underframe 200a also includes a plurality of longitudinal stringers 230 extending parallel with center sill 214a and spaced laterally from each other between center sill 214a and respective side sills 242 and 244. Railway car underframe 200a also includes a pair of body bolsters. Only body bolster 224a is shown in FIGS. 15 and 16. Body bolster 224a is disposed over railway truck 204. Body bolster 224a extends laterally between center sill 214a and side sills 242 and 244. As best shown in FIG. 15, body bolster 224a includes four cover plates 360, 362, 364 and 366 which are disposed over respective wheels associated with railway truck 204. The combined weight of cover plates 360, 362, 364 and 366 is substantially reduced as compared with cover plates 252 and 254 associated with railway car underframe 200.
Cover plates 360, 362, 364 and 366 are preferably disposed upon and attached to a pair of respective stringers 368 which extend between body bolster 224a and the associated cross-bearer 216. As best shown in FIG. 16 stringers 368 may have a generally L-shaped cross section to provide clearance for wheels associated with railway trucks 202 and 204. Stringers having a "channel-shaped" cross section may also be satisfactorily used. As a result of reducing the size of cover plates 360, 362, 364 and 366, additional stringers 370, 372, 374 and 376 are also installed between body bolster 224 and respective cross bearers 216. Stringers 370, 372, 374 and 376 may have a generally L-shaped cross section or alternatively a channel-shaped cross section.
Cover plates 360, 362, 364 and 366 are preferably formed from relatively thick metal plates with dimensions selected to provide clearance for the wheels of the associated railway trucks 202 and 204. Cover plates 360, 362, 364 and 366 protect adjacent portions of composite box structure 30 from any debris thrown from the respective railway truck wheels. Cover plates 360, 362, 364, 366 and 368, and stringers 370, 372, 374 and 376 also provide structural support for adjacent portions of composite box structure 30.
______________________________________Outside length        68 feet 0 inchesInside length                           67 feet 2 inchesDistance between center line of                 50 feet 0 inchesrailway trucksOutside width of composite box                 10 feet 0 inchesstructureInside width                             9 feet 2 inchesHeight from rail to top of car                 15 feet 6 inchesInside height from floor to                    11 feet 1/2  inchHeight of door opening                          9 feet 61/2 inchesWidth of door opening          12 feet 0 inchesInternal volume with load                      6,170 cubic feetdividersInternal volume without load                   6,291 cubic feetdividersLight weight                              86,000 poundsNominal load carrying capacity                  200,000 poundsTotal gross rail load           286,000 pounds______________________________________
FIG. 1C is an enlarged schematic drawing in elevation with portions broken away showing a mechanical connection formed in accordance with teachings of the present invention between a composite box structure and a railway car underframe;
FIG. 10 is a schematic drawing in elevation showing one of the steps associated with permanently attaching a roof to form the composite box structure for the railway boxcar shown in FIGURE 1A;
FIG. 13 is an isometric drawing with portions broken away showing an exploded view of a mechanical tie down connection incorporating one embodiment of the present invention for use with the railway car underframe of FIG. 2;
FIG. 14 is a schematic drawing showing beads of adhesive and spacers placed on longitudinal stringers for use in adhesively bonding a composite box structure with a railway car underframe in accordance with teachings of the present invention;
FIG. 15 is a schematic drawing with portions broken away showing a plan view of a railway car underframe incorporating another embodiment of the present invention satisfactory for mounting a composite box structure thereon to form a railway boxcar; and
FIG. 16 is a schematic drawing in elevation and in section with portions broken away showing the railway car underframe of FIG. 15 taken along lines 16--16.
TECHNICAL FIELD OF THE INVENTION This invention relates in general to a railway car underframe and more particularly to a railway car underframe for mounting a composite box structure thereon to form a railway boxcar.
BACKGROUND OF THE INVENTION Over the years, general purpose railway boxcars have progressed from relatively simple wooden structures mounted on flat cars to more elaborate arrangements including insulated walls and refrigeration equipment. Various types of insulated railway boxcars are presently manufactured and used. A typical insulated railway boxcar includes an enclosed structure mounted on a railway car underframe. The enclosed structure generally has an outer shell, one or more layers of insulation and interior paneling. The outer shell of such railway boxcars often has an exterior surface formed from various types of metal such as steel or aluminum. The interior paneling is often formed from wood and/or metal as desired for the specific application. For some applications, the interior paneling has been formed from fiber reinforced plastic (FRP). Various types of sliding doors including plug type doors are generally provided on each side of conventional railway boxcars for loading and unloading freight. Conventional railway boxcars are assembled from various pieces of wood, steel and/or sheets of composite materials such as fiberglass reinforced plastic. Significant amounts of raw material, labor and time are often required to complete the manufacture and assembly of conventional railway boxcars.
SUMMARY OF THE INVENTION In accordance with the present invention, disadvantages and problems associated with previous insulated railway boxcars have been substantially reduced or eliminated. The present invention provides an insulated composite railway boxcar having enhanced insulation with substantially reduced heat transfer characteristics such that for some applications frozen food may be satisfactorily shipped without requiring the use of refrigeration equipment.
Technical advantages include incorporating lighter weight composite materials in accordance with teachings of the present invention to allow increasing both the volume and weight carrying capacity of the resulting railway boxcar. A railway boxcar formed from composite materials in accordance with teachings of the present invention is highly corrosion resistant as compared to most presently available railway boxcars. Also, the composite materials allow forming a railway boxcar with flush exterior surfaces which provide optimum aerodynamic performance and flush interior surfaces which allow easy cleaning of the interior to meet shipping requirements of the Food and Drug Administration, U.S. Agricultural Department and/or other government agencies.
One aspect of the present invention includes providing an insulated railway boxcar with a composite box structure that substantially increases resistance to heat transfer through the box structure by reducing in number or eliminating metal corner posts, metal fasteners extending through the box structure and metal reinforcement of joints associated with the box structure while at the same time providing an aerodynamic, leakproof design. All welding of the railway car underframe may be completed prior to mounting the composite box structure on the underframe to optimize procedures and minimize costs associated with fabrication of the railway car underframe.
Another aspect of the present invention, depending upon the intended use of the resulting railway car, includes mounting a composite box structure on a railway car underframe with or without adhesive bonds formed between the composite structure and the railway car underframe. A railway car having a composite structure attached to the associated railway car underframe using only mechanical fasteners in accordance with teachings of the present invention is often easier to repair in comparison to a composite structure which has been adhesively bonded with an associated railway car underframe. For some applications, mechanical fasteners facilitate removal and repair of damaged portions of a composite structure in an efficient, cost effective manner.
A further aspect of the present invention includes providing an insulated railway boxcar having a railway car underframe with a large center sill, side sills and cross bearers such that all train loads placed on the boxcar are carried by the underframe.
The railway car underframe can satisfactorily operate without requiring structural support from the composite box structure to carry train loads.
RELATED APPLICATIONS This application is a continuation-in-part application of patent application U.S. Ser. No. 08/859,575 filed May 20, 1997 entitled Insulated Composite Railway Boxcar and Method, now U.S. Pat. No. 5,855,174, dated Jan. 5, 1999, which is a divisional application of U.S. Ser. No. 08/684,345, filed Jul. 19, 1996 and entitled Insulated Composite Railway Boxcar and Method, now U.S. Pat. No. 5,765,485, dated Jun. 16, 1998.
This application is related to co-pending U.S. application Ser. No. 08/684,564, filed on Jul. 19, 1996 and entitled Composite Box Structure for a Railway Car, now U.S. Pat. No. 5,857,414, dated Jan. 12, 1999; U.S. application Ser. No. 08/684,537, filed on Jul. 19, 1996 and entitled Load Divider Assembly and Door Assembly for a Composite Railway Boxcar, now U.S. Pat. No. 5,802,984, dated Sep. 8, 1998; and U.S. application Ser. No. 08/859,671 filed May 20, 1997 and entitled Insulated Composite Railway Boxcar and Method, now U.S. Pat. No. 5,890,435.
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