|Numéro de publication||US3854425 A|
|Type de publication||Octroi|
|Date de publication||17 déc. 1974|
|Date de dépôt||9 juil. 1973|
|Date de priorité||9 juil. 1973|
|Autre référence de publication||CA1008730A1|
|Numéro de publication||US 3854425 A, US 3854425A, US-A-3854425, US3854425 A, US3854425A|
|Cessionnaire d'origine||Stanray Corp|
|Exporter la citation||BiBTeX, EndNote, RefMan|
|Citations de brevets (4), Référencé par (12), Classifications (9)|
|Liens externes: USPTO, Cession USPTO, Espacenet|
[4 1 Dec. 17,1974
Unite States Patet [191 Allen 302,480 12/1928 GreatBritain.........,......,..... 160/200 1 1 END DOORS FOR AUTO RACK CARS Inventor: John W. Allen, Flossmoor, Ill.
Assignee: Stanray Corporation, Chicago, 111. Primary ExaminerM. Henson Wood, Jr. Filed: y 1973 Assistant ExammerGene A. Church Appl. No.: 377,407
Attorney, Agent, or FirmSabin C. Bronson T C A R T S B A l 7 5 02 mm m m 5 W 6 s n 7M n 9 2 R 8 6 3 5 0 1 In I C C S t U m H H 5 5 An end wall for a multi-deck railway car comprising a Field of Search .17.
296/147 148 /205 200 pair of plvotally connected wall sections, one of which is pivotally connected to a deck inwardly of the plane of the wall so that the swinging movement of the end  References Cited UNITED STATES PATENTS FOREIGN PATENTS OR APPLICATIONS wall to a stored position along the side wall of the car may be accomplished between the restricted space between the hauled automobiles and a coupled railway car.
167.420 4/1933 Switzerland.....,.........,......... 160/200 7 Claims, 7 Drawing Figures END DOORS FOR AUTO RACK CARS BACKGROUND AND SUMMARY OF THE INVENTION DESCRIPTION OF THE PREFERRED EMBODIMENTS Referring now to the drawings in detail the end wall The present invention relates to railway cars and of the present invention is shown applied to a railmore particularly to railway cars of the multi-deck type used for the transporting of automobiles.
These multi-deck railway cars for transporting automobiles are of open frame structure so that the automobiles are readily accessible during transport. The accessibility of the automobiles is disadvantageous because it has resulted in vandalism and theft.
To minimize this problem various types of enclosures have been applied to the railway cars. Essentially these enclosures comprise sheet metal walls and roofs which serve solely as a protective means against such vandalism and are not water or air tight. Walls are also pivoted at each end of the car. The railway cars are generally loaded at the ends. Usually such multi-deck railway cars are loaded when coupled in end-to-end relationship. The end wall must therefore be movable between an open position in the limited space between the coupled railway cars and at the same time permit access to the decks of the railway car from the ladders located adjacent the end of the railway car. Not only is the space between the coupled railway cars limited but there is limited space within the confines of the car because the automobiles are generally loaded in close proximity to the ends of the decks.
By the present invention it is proposed to provide an end wall structure for a multi-deck railway car which overcomes the difficulties encountered heretofore.
This is accomplished generally by the provision of an end wall structure for a multi-deck automobile carrying railway car generally comprising a twosection movable wall including an end section which is angularly turnably connected to the other section about a vertical axis spaced inwardly from the side of the railway car. Both of the wall sections are also simultaneously turnable about a vertical pivot axis located inwardly from the end of the car. The vertical axis connecting the wall sections and the vertical turning axis about which both sections are simultaneously movable, are located so that the wall may be moved without interference between two coupled railway cars, an automobile within the car, and the side wall of the car, to a stored postion parallel to the side wall of the car.
BRIEF DESCRIPTION OF THE DRAWINGS FIG. 1 is a fragmentary end view of a multi-deck railway car including an end wall embodying the structure of the present invention.
FIG. 2 is an enlarged fragmentary end view of a wall assembly along one symmetrical side of the railway car.
FIG. 3 is a cross sectional view taken generally along the lines 3-3 of FIG. 1.
FIG. 4 is a cross sectional view taken generally along the lines 44 of FIG. 2 and showing the wall in its operative position'at the end of the car. v
FIG. 5 is a cross sectional view similar to FIG. 4 but showing the wall assembly in the stored position.
FIG. 6 is a fragmentary end elevational view of one of the latches used to maintain the wall in the operative end enclosing position.
FIG. 7 is a cross sectional view of the latch taken along the lines 7-7 of FIG. 6.
way car 11 having a plurality of decks 12. The multi' deck railway car 11 is of substantially standard construction, including frame sides 13 including upright channels 14 which are connected at the lower ends thereof to the side sills 16 of the underframe 17. The decks 12 are attached to the upright channels 14 in the usual manner including gussets 18.
The top deck 12 is covered by a suitable sheet metal plate 19 as are the side walls. The sheet metal plate is intended to protect the automobiles being carried from vandalism and not primarily for structural strength.
The end wall 10 of the present invention includes a pair of wall assemblies 21 disposed on opposite sides of the longitudinal center line of the car 10. The two wall assemblies 21 are of identical structure so that it is only necessary to describe one.
The wall assembly 21 includes an outboard section 22 and an inboard section 23 which are each formed from corrugated sheet metal to provide panels 24 and 26, respectively. The panel 24 is suitably reinforced by horizontally disposed and vertically spaced hinge straps 27 which are suitably secured thereto by bolts 28. The hinge straps 27 each extend beyond the vertical sides of the panel 24 and are formed with loops 29 along one side and loops 31 along the opposite side. A vertical bar 32 is suitably secured in the loops so as to serve as a handle. The loops 31 on the other end turnably receive beaded pivot pins 33.
The pivot pins 33 are also received in the looped ends 34 of vertically spaced and horizontally disposed hinge straps 36. The straps 36 extend across the wall section 26 and project beyond the opposite side and terminate in looped ends 37 in which a bar 38 is secured. The bar 38 also serves as a handle to move the wall. The lower end of the bar 38 projects below the deck level and acts as a stop. The lower one of the hinge straps 36 is located adjacent the bottom of the panel 26. The straps 36 are attached to the panel or wall section 26 by means of bolts. As shown in particular in FIG. 3 the upper portion of the wall sections 24 and '26 are inclined inwardly.
Located in a housing 39 mounted on the deck outboard of the wheel guide channels 41 and outside the normal tread of the automobiles adapted to be carried thereon is a vertical pivot pin 42. A similar vertical pivot pin 42a is also mounted on the lower deck 12 and the cover on the roof 19.
Fixedly secured to the upper portion of the panel 26 is a bent plate 43 having a horizontal web 44 which is pivotally connected to the pin 42. A right angularly bent plate 45 having a web 46 is pivotally connected to the lower one of the pivot pins 42. A roller 47 is mounted in an opening of a slight offset portion. The roller 47 serves to facilitate the movement of the wall assembly between its stored and operative and blocking position as more fully to be explained hereinafter.
A latch assembly 49 is located along the end post of the car. The latch assembly 49 includes a plurality of latch plates 50 one for each ofv the wall assemblies. As shown in particular FIGS. 6 and 7 the latch plates 50 are each fixed to a vertical latch bar 51. The latch plates 50 each include a tubular sleeve 51a and a radially projecting plate 52 welded thereto. A lower sleeve 53 also has a radially projecting plate 54 welded thereto, and a groove 56 which receives the lower inner corner of the plate 52. The plate 52 has a slot 56 which fits over theshanks 57 of the bolts 61 between the head 62 and the hinge plate 27.
The latch assembly 49 is held in the latched position by a breakable seal 58 fixed to the deck as shown in FIG. 2.
To move the end wall, the seal 58 is broken so that the latch assembly 49 may be lifted out of engagement with the shank S7.This permits the section 22 to be turned angularly about the pivot pins 33 relative to the section 24 to the phantom line position shown in FIG. 4. The entire wall assembly 21 may then be turned about the pivot pins 42 to the stored position adjacent the car sidewall. The roller .47 facilitates the turning of the wall assemblies 21. It is to be noted that the inner end of the section 24 traverses a rather shallow are outwardly of the end of the car so that no interference occurs with an adjacent coupled car.
What is claimed is:
1. An end wall for an automobile carrying multi-deck railway car said end wall comprising an inboard section and an outboard section means pivotally connecting said inboard and outboard sections for swinging movement relative to each other about a vertical axis and means connecting said inboard section to said decks for swinging movement about an axis spaced inwardly of the end of the car between a position across the end of the car and a position along the inside wall.
2. The invention as defined in claim 1 wherein said outboard section is of lesser width than said inboard section.
3. The invention as defined in claim 1 wherein said inboard and outboard sections are each made from a corrugated sheet material.
4. The invention as defined in claim 1 wherein means on said innermost side of said inboard section prevent said innermost section from swinging into the end of said car.
S. The invention as defined in claim 4 wherein latch meansengageable with said outer inboard section prevent swinging movement of said outer section.
6. The invention as defined in claim 5 wherein said latch means includes a breakable seal.
7. An end wall for a multi-deck railway car, said end wall comprising an outboard wall section and an inboard wall section in side by side relationship, means pivotally connecting said inboard and outboard wall sections for pivotal movement relative to each other and means pivotally connecting said inboard section to said car for swinging movement so that said inboard section and said outboard section are both movable between a position across the end of the car and a stored position along the inner side of one of the side walls of thecar.
|Brevet cité||Date de dépôt||Date de publication||Déposant||Titre|
|US1355693 *||11 juil. 1919||12 oct. 1920||Rice Langley H||Railroad-car door|
|US2330670 *||13 oct. 1942||28 sept. 1943||Trailer Company Of America||Sliding door|
|CH167420A *||Titre non disponible|
|GB302480A *||Titre non disponible|
|Brevet citant||Date de dépôt||Date de publication||Déposant||Titre|
|US3911831 *||1 juil. 1974||14 oct. 1975||Whitehead & Kales Co||End door for enclosed rail cars|
|US3938446 *||6 sept. 1974||17 févr. 1976||The Youngstown Steel Door Co.||Door assemblies for closing rail car end openings|
|US3995563 *||30 mai 1975||7 déc. 1976||Whitehead & Kales Company||End door for rail cars|
|US3996860 *||6 mars 1975||14 déc. 1976||Portec, Inc.||Vehicle end enclosure|
|US4084516 *||22 mars 1977||18 avr. 1978||Portec, Inc.||Foldable slidable vehicle end enclosure|
|US4240357 *||10 janv. 1979||23 déc. 1980||The Youngstown Steel Door Company||Folding rail car doors|
|US4263853 *||15 janv. 1979||28 avr. 1981||Portec, Inc.||Rail car end door positioning keeper assembly|
|US4317415 *||14 janv. 1980||2 mars 1982||Pullman Incorporated||Railway car end doors|
|US4324189 *||17 mars 1980||13 avr. 1982||Pullman Incorporated||Car end foldable doors locking device|
|US6551039 *||11 sept. 2000||22 avr. 2003||National Steel Car Limited||Auto rack rail road car with reduced slack|
|US6821065||12 févr. 2003||23 nov. 2004||National Steel Car Limited||Autorack rail road car with reduced slack|
|US7360979||16 nov. 2004||22 avr. 2008||National Steel Car Limited||Rail road car with reduced slack|
|Classification aux États-Unis||410/26, 105/378, 160/200, 105/410, 296/148|
|Classification internationale||B61D3/00, B61D3/02|