MXPA05014110A - Lading tie anchor link with enhanced banding contact surface - Google Patents

Abstract

A two-piece anchor assembly has a retainer and an interlocking link. The link is a unitary component that is formed by a single forging step. The link is secured to the floor of a railway flatcar by the retainer. A steel band is connected at one end to a load bearing surface of the link of a first anchor assembly and at another end to a load bearing surface of the link of a second anchor assembly. A tensile force is then applied to the steel banding and crimped with a clip in order to secure cargo. The load bearing surface has an enhanced banding radius, which reduces the risk of band breakage when the steel band is subjected to a high tensile force by preventing"creasing"at contact locations.

Description

PE LINK ANCHOR OF BOARDING MOORING WITH IMPROVED BAND CONTACT SURFACE Description Cross Reference to the Related Request This is a continuation request in part of the serial application number 29 / 204,976, filed on May 6, 2004.

Background of the Invention Field of the Invention This invention relates generally to an anchor for securing the load, using metal bands, on rail cars, including platform wagons, central beams, gondolas and trolleys. A set comprising a interlock seal and a link is used to decrease the occurrence of the breaking of the bands. The improved link radius provides a larger load bearing area for hooking the webs, thereby reducing the tension present in the webs when securing heavier loads and / or heavier loads, such as steel pipes. The special application is found for this approach in securing heavy loads transported by a platform car.

Description of Related Art Heavy loads, such as steel pipe and the like, can be transported in a number of ways, including a platform car. In order to avoid damaging the load, it is necessary to provide securing means. Various securing means including plastic strips, cord strips and steel bands. The preferred way to secure a heavy load is to join it with a plurality of steel strips or bands. In practice, each band is connected to the floor or side frame of the platform car by an anchor assembly on opposite sides of the load. Once the band is connected to the anchors and is tightened, a curl seal is typically applied to maintain an appropriate tension level during transport.

Many types of anchor assemblies are known. The "Flexi" anchor assembly made by Ireco, LLC is an example of a known device. Figures 1-4 illustrate a device 20 according to the two-piece "Flexi" anchor assembly. The "Flexi" assembly 20 comprises a steel retainer 22 which is fixed to the floor or frame 24. of a platform car and a steel link 26 which is movably connected to the retainer 22. The arched retainer 22 takes the shape of an inverted "U" which can be welded to the floor or frame 24 of the platform car. The link 26 is triangular and defines a generally triangular central opening 28 which encloses the retainer 22. The anchor assembly 20 is configured so that the retainer 22 passes through the central opening 28 of the link 26 and effectively engages the link 26 to the floor surface or to the frame area 24 of the platform car.

One side 30 of the link 26 includes a portion of bands 32, while the end 34 defined by the intersection of the other two sides 36 engages the retainer 22. Figures 1 and 2 show that the portion of bands 32 includes a surface of curvature lateral convex 38 facing the central opening 28. This part of the strip portion 32 has a radius of curvature "R" of approximately five inches. Figures 3 and 4 show that the cross section 40 of the latch engaging end 34 is circular, while the cross section 42 of the lattice portion 32 approaches a rectangle with arched corners. The two corners 44 closest to the central opening 28 have a radius of 0.25 inches of curvature "r".

In use, securing means, such as a steel band 46, are passed through the opening 28 of the link 26, such as to engage the band portion 32. The band surface 38 is sufficiently wide to accept a band. steel of 1.25 inches or 2 inches. When the tension is applied to the steel strip 46, it is pressed against the strip portion 32 and partly deformed to take the shape of the convex lateral curvature surface 38. Figure 2 shows in dotted lines that the link 26 is free to take an angled orientation when the steel strip 46 makes contact with the surface of bands 38. Figure 2 also shows in dotted lines the use of a wire or wire 48 extending from one end of the link between two sides 30 and 36.

The steel band 46 engages a portion of the perimeter in cross-section of the portion of bands 32 of the link 26, best shown in the dotted lines in Figure 3. The surface of the portion of the bands 32 along the link 26 is generally conforms to the opposite parallel surfaces 50 of the link 26 and the lower surface 52. The magnitude of the curvature of the steel strip 46 around the band portion 32 is referred to herein as the band radius "r". It can be seen that the band radius "r" in Figure 3 varies due to the irregular shape of the band portion 32. The lower arched corners 44 each subject the steel strip 46 to a relatively sharp curve, which it may result in a wrinkling of the steel band 46. Figure 3 also shows the link 26 flat against the floor surface 24 of the flat carriage, in a stored position when not in use.

It will be appreciated that a large tensile force must be applied to the steel bands in order to secure the load, a problem associated with prior art anchor assemblies that we have now determined to be important is that, when the bands of steel are subjected to such large tensile forces, especially when combined with forces resulting from still a slight movement of the load weight during the oscillatory movement of the railroad transport, there is a possibility that metal fatigue causes the bands fail The movement of rail transport can cause the going back and forth in places where the bands engage a corner or a tight radius.

We have determined that the band radius of the anchor assemblies as illustrated in Figures 1-4 is inadequate, especially when it was used to secure higher or uneven weight loads, such as a load of steel pipes, the band Steel can wrinkle along the arched corners of the band part, whose wrinkles are subjected to dynamic bending forces over time and subsequently break. This is especially problematic when the load is transported over a large distance. The steel band can only withstand a certain voltage level and will deform and fail once that level is exceeded. It is thought that the critical stress level decreases due to the combination of wrinkling, dynamic bending forces and metal fatigue associated with prior art anchor assemblies. Since large tensile forces are required to safely secure the heaviest loads, and since heavy unbalanced loads need to be transported by rail over very long distances, an anchor assembly is necessary to reduce the risk of belt breaking.

Figures 5 and 6 illustrate examples of previous attempts to solve these band-breaking problems. As shown, "both anchors 56 and 58 provide a right cylindrical element 60 having a larger band portion than that illustrated in Figures 1-4, while also providing an increased band radius. of the link body 62 and mounted thereon by a bolt 64, which is itself secured to the link body 62 by a threaded nut 66.

It will be appreciated that, in the anchors of boarding for steel bands, the tension in the steel band is inversely proportional to the area of the band that engages the part of bands of the link. Therefore, for a given tensile force applied to the steel band, a larger area of engagement between the band and the band part of the anchor will allow a greater force distribution, which decreases the tension to which the force is subjected. steel band An increased band radius (perpendicular to the axis of a straight cylinder such as element 60 of Figures 5 and 6) is also desirable because it reduces the risk of creating a steel strip which, when combined with dynamic bending forces, it leads to metal fatigue and eventually to failure at heavier loads. Therefore, the anchor assemblies of Figs. 5 and 6 attempt to decrease band breaking by providing a larger band portion and a straight cylindrical band radius. The anchor assemblies of Figures 5 and 6 are relatively expensive because they require several components (e.g., a cylinder, a bolt and a nut) to achieve their purpose.

Therefore, an object and general aspect of the present invention is to provide an improved anchor assembly for use with a rail car such as a platform car, a center beam car, a gondola car, a trolley and Similar.

Another object or aspect of this invention is to provide an improved anchor assembly which reduces the risk of band breaks by heavier loads and those having a high or unbalanced center of gravity without increasing the number of components of an anchor assembly. current .

Another object or aspect of the present invention is to provide an improved anchor assembly and a method that relates to the problems of breaking metal bands for higher weight shipping loads including those encountered during long-distance rail transportation. .

Other aspects, objects and advantages of the present invention, including the various features used in various combinations, will be understood from the following description according to the preferred embodiments of the present invention, taken in conjunction with the drawings in which certain features are shown. specific.

Synthesis of the Invention In accordance with the present invention, an anchor assembly reduces the risk of band breaking to forces of large tension by providing a link with a large load bearing surface having an improved band part configuration which decreases "wrinkling" of the metal bands that are anchored by the assembly and decreases the bending stress transmitted to the steel band at the anchor location during rail transport, even at long distances and with heavy loads having a relatively high center of gravity.

Notably, a steel link according to the present invention is typically made by forging or setting, as a single component, in contrast to the multiple components used in the prior art anchor assemblies illustrated in Figures 5 and 6. estimates that the link according to the present invention costs about half or less to manufacture and assemble than the links of Figures 5 and 6, while at least as advantageous performance characteristics as those of Figures 5 or 6 are achieved. .

Brief Description of the Drawings Figure 1 is a top plane view of an anchor assembly of the prior art in a stored position.

Figure 2 is a front elevational view of the anchor assembly of figure 1, with dotted lines to illustrate the retainer-link connection and to show the application of a steel or wire band.

Figure 3 is a right lateral cross-sectional view of the link of Figure 1, with the detent in elevation, showing the link in a stored position and a dotted line illustration of a steel strip applied to the link.

Figure 4 is a cross-sectional view of the link of the anchor assembly shown in Figure 1.

Figure 5 is a perspective view of another anchor assembly of the prior art having an increased band radius.

Figure 6 is a front elevational view of an additional prior art anchor assembly having an increased band radius.

Figure 7 is a right side perspective view of an anchor assembly having an improved link according to the present invention.

Figure 8 is a front elevated view of the anchor assembly of Figure 7, with dotted lines to illustrate the retainer and link connection.

Figure 9 is an elevated view of the right side of the anchor assembly of figure 7.

Figure 9A is a cross-sectional view of the right side of the link of Figure 7, with the detent in elevation, showing the link in a stored position and a dotted line illustration separate from the link in use.

Figure 10 is a top plan view of the anchor assembly as shown in Figure 8.

Figure 10A is a top plane view of the anchor assembly as shown in Figure 8, with an applied steel strip.

Figure 11 is a bottom plane view of the anchor assembly as shown in Figure 8.

Figure HA is a bottom plane view of the anchor assembly of figure 7, with an applied steel strip.

Figure 12 is a cross-sectional view of the improved link of Figure 7, along line 12-12 of Figure 8; Y Figure 13 illustrates a surface which can be rotated so as to define the shape of the large load bearing surface and the optional guide flanges of the improved link of Figure 7, along line 13-13 of the figure 9 Detailed Description of Preferred Additions As required, the detailed embodiments of the present invention are described herein; however, it should be understood that the embodiments described are merely examples of the invention, which can be modified in various ways. Therefore, the specific details described herein should not be construed as limiting, but merely as a basis for the claims and as a representative basis for the teaching of one skilled in the art to variously employ the present invention and virtually any appropriate way .

Figure 7 shows an anchor assembly 68 having an improved link 70 according to the present invention. The anchor assembly 68 includes the retainer 22 of Figure 1, which interlocks the improved link 70 according to the above description of the anchor assembly of the prior art 20. The improved link 70 functions to receive the metal bands in the sense of the prior art link 26 of FIG. 1. However, as best illustrated perhaps in FIG. 9A, the large load bearing surface 72 of link 70 is larger than the band portion 32 and allows a band radius greater "rr". Preferably, the surface 72 has a band radius "rr" which is between about one-half inch and one and one-half inches. In a preferred embodiment, the radius "rr" is about the order of about one inch. Figure 9A shows that the large load bearing surface 72 has a cross-sectional area 76 which is essentially larger than the nominal cross-sectional area 40 of the link 70 at other points, such as the hook and seal end 34. In contrast, Fig. 4 shows that the cross-sectional area 42 of the band portion 32 of the prior art link 26 is comparable to the cross-sectional area 40 at the latch end and retainer 34.

Figure 9A shows that the large load bearing surface 72 approaches a smooth arc along the radius "rr", while the band part 32 illustrated in Figure 3 is more "U" shaped and creates isolated areas 44 with small band radii "r". Therefore, due to the improved link 70 of the present invention, and the tensile stress in the steel strip 46 is extended over a larger surface area, there is a reduction in the wrinkling along the radius "rr" when compared with "r" radii, and the occurrence of band breaking at heavier and / or relatively unstable loads is diminished. Furthermore, it is thought that under typical transport conditions, an improved link according to the present invention significantly reduces or virtually eliminates band breaking by limiting the fatigue of metal which in prior art anchor assemblies, causes levels of critical tension of the metal bands to fall below the amount that results from the applied tension force.

In an alternate embodiment, the improved link 70 may include two guide flanges 78 which are shown positioned along the sides of the surface of the large load bearing 72. The flanges 78 extend beyond or flank the large load bearing surface 72, as shown in FIG. shown best in Figures 10 and 10A, and guide the steel strip 46 when it is first applied to the link 26, by preventing it from moving laterally beyond the junctions of the large load bearing surface.

As shown in Figure 9A, in the stored position, the guide flanges 78 may be useful to prevent the large load bearing surface 72 from coming into contact with the floor surface 24 of the platform car. Thus, the flanges 78 can help to make the large load bearing surface 72 remain cleaner than when the flanges are omitted and allow a true fit for the steel band 46, when they are engaged. Also, unlike the links of the prior art which will freeze on the roof or frame of the rail car-under winter conditions, the flanges 78 minimize the risk of such freezing, mainly due to the minimum surface of the unit of agreement. to the invention that makes contact with the cover or frame of the carriage.

The improved link 70 will include a convex lateral curvature 80 along the large load bearing surface 72, in which event the curvature 80 will have a minimum radius "RR". The radius "RR" can be essentially constant through the transverse curvature of the radius "rr". Figure 13 shows the shape of a surface 82 which can be rotated through an obtuse angle in order to form the large load bearing surface 72 and the guide flanges 78 when the side radius "RR" is essentially constant. The arc 84 corresponds to the large load bearing surface 72 preferably has a minimum radius of curvature "RR" of between about five and half inches and about fifteen inches along the surface 72. More preferably, the minimum radius of "RR" curvature is within a range of approximately eight to approximately fourteen inches. A most preferred minimum radius of curvature "RR" is one on the order of about ten inches.

Alternatively, the lateral radius "RR" may vary through some or all of the transverse curvature of the radius "rr". In such a situation, the minimum lateral radius "RR" noted above will occur in only some locations, or perhaps only in one location, along the transverse radius "rr". In a typical approach to provide a variable lateral curvature, the central lateral radius "RR" will exhibit such a minimum radius, as shown in Figures 8 and 13. The "RR" lateral radius at other locations along the lateral curvature 80 will be greater than the minimum radius.

As an illustration of a variable side radius "RR", at locations where the transverse diameter "D" intersects the lateral surface of the curvature 82, such as at point 86 in Figure 12, the lateral radius "RR" is nominally infinite, with the lateral curvature in this location approaching or reaching a straight line. In this illustration, there is a gradual reduction in the respective lateral radius values "RR" between the minimum lateral radius location or the radius locations and the radius or lateral radii of straight or approximately straight line. Therefore, the side radius value "RR" at intersections 90 is greater than the value of the lateral radius "RR" at the intersection of midpoint 88 and is smaller than the value of lateral radius "RR" at intersections in diameter 86. Essentially this same variation pattern of lateral radius values "RR" can vary in a way that gradually decreases between intersections 90 and intersection of midpoint 88 and in a way gradually increase between intersections 90 and intersections of diameter 80 When a sufficient tension force is applied to the steel band 46, it is beneficially deformed to equalize the lateral curvature "RR" of the large load bearing surface 72, which provides a "self-centering" function that prevents the change side of the steel strip 46 and helps secure the load. It will be seen that the radius of curvature of the transverse radius "RR" is preferably greater than the radius "R" of the prior art link, because an adequate "self-centering" function is achieved, with less deformation of the steel strip 46 than with the radius "R" of the link in figures 1-4.

In a preferred embodiment, the large load bearing surface 72 preferably defines a symmetrical arc. For example, Figure 12 shows that the large load bearing surface 72 can define an arc which extends above the transverse diameter "D" and is greater than 180 ° and no more than 250 °, preferably approximately 200 °. . However, an arc angle greater or less than that illustrated in FIG. 12 or a non-symmetrical curve or arc are also contemplated by the present invention.

In a preferred embodiment, the upper part of the cross-sectional area 76 (for example the two inclined surfaces closing the area generally above the transverse diameter "D") defines a symmetrical angle of 166 °. The exact shape of this part is not critical, because it does not hook the steel bands in operation. As such, a complete cylindrical surface such as 60 in Figures 5 and 6 is not necessary, because the steel strip 46 will not latch much of the top surface. Therefore, a shape such as that illustrated in Figure 12 is preferred, because unnecessary material is avoided without degrading performance.

Importantly, link 70 is a unitary structure. Link 70 according to the present invention can be formed in a single drop forging step and there is no need for a subsequent assembly of separate parts.

Such integral construction also provides a very durable link which is less susceptible to breakage or unintentional disassembly.

EXAMPLE In a long-distance road test of about 1,000 miles along a commercial railroad route, a link according to the present invention was compared to the link in the prior art of Figures 1-4 and the alternating retainer 22a which can be seen in figure 5. In the road test, three platform wagons with thirty-six attachment points (for example, ten and eight steel bands) were each loaded with steel pipe according to the vibration isolation connection requirements of the American Rail Association (AAR).

The first platform car used the links of the prior art according to figures 1-4, the second connected the steel bands directly to the alternating seals 22a illustrated in figure 5, and the third platform car used the links in accordance to the present invention. It was found that two of the eighteen steel bands used with each of the first two platform cars broke, while none of the steel bands used with the third platform car broke during the full length of this run. .

It will be understood that the embodiments of the present invention which have been described are illustrative of some of the applications of the principles of the present invention. Numerous modifications can be made by those skilled in the art without departing from the true spirit and scope of the invention, including those combinations of features that are individually described or claimed herein.

Claims (19)

RE I V I ND I CAC I ONE S

1. An embarkation anchor link for a railway platform car, comprising: a detent latch part having a nominal cross section for interlocking engagement with a detent on a railway platform car; a large load bearing surface configured to engage a length of metal bands, wherein said large load bearing surface has a cross-sectional area substantially greater than said nominal cross-sectional area; Y said large load bearing surface is formed unitarily with the catch latch portion on the shipping lanyard anchor link. ,

2. The shipping lanyard anchor link as claimed in clause 1, characterized in that said large load bearing surface has a band radius in a range of between about one half inch to about one and a half inches.

3. The shipping lanyard anchor link as claimed in clause 2, characterized in that said large load bearing surface has a band radius that is about one inch.

4. The shipping lanyard anchor link as claimed in clause 1, characterized in that said large load bearing surface includes a convex lateral curvature having a constant radius of curvature along said large load bearing surface .

5. The shipping anchor link as claimed in clause 4, characterized in that said lateral convex curvature has a radius of curvature in a range between approximately five and a half inches and approximately fifteen inches.

6. The shipping lanyard anchor link as claimed in clause 4, characterized in that said lateral convex curvature has a radius of curvature that is approximately eight inches and approximately fourteen inches.

7. The shipping anchor link as claimed in clause 1, characterized in that said large load bearing surface includes a variable lateral convex curvature having a minimum radius of curvature at a location along said surface of large load support and a maximum radius of curvature at another location along said large load bearing surface.

8. The shipping anchor link as claimed in clause 7, characterized in that the minimum radius of curvature is between approximately five and a half inches and approximately fifteen inches, and wherein the maximum radius of curvature is generally equal to a straight line

9. The shipping lanyard anchor link as claimed in clause 1, further characterized in that it includes a guide flange positioned on each opposite side of said load bearing surface.

10. The shipping lanyard anchor link as claimed in clause 1, characterized in that the large load bearing surface extends by more than 180 ° and by no more than about 250 °.

11. The shipping lanyard anchor link as claimed in clause 10, characterized in that said large load bearing surface defines an arc having a symmetrical angle of approximately 200 °.

12. An anchor link for rail carriage boarding mooring comprising: a plurality of sides defining a triangular central aperture, an intersecting area of two of said sides being a detent engaging portion for a latching engagement with a detent on a railway carriage; a large load bearing surface on a third side of said triangular central opening configured to engage a strip of metal strip, wherein said large load bearing surface has a minimum bend radius of at least about one inch; Y said large load bearing surface is formed unitarily with the shipping anchor link.

13. The shipping lanyard anchor link as claimed in clause 12, characterized in that said large load bearing surface includes a lateral convex curvature having a minimum bend radius in a range of approximately five and a half inches and about fifteen inches.

14. The shipping lanyard anchor link as claimed in clause 12, characterized in that said large load bearing surface includes a lateral convex curvature having a constant radius of curvature along said large load bearing surface .

15. The shipping anchor link as claimed in clause 12, characterized in that said large load bearing surface includes a variable lateral convex curvature having a minimum radius of curvature at a location along said surface of large load support and a maximum radius of curvature at another location along said large load bearing surface.

16. The shipping anchor link as claimed in clause 15, characterized in that the minimum radius of curvature is between approximately five and a half inches and approximately fifteen inches, and wherein the maximum radius of curvature is generally It is equal to a straight line.

17. The shipping lanyard anchor link as claimed in clause 12, further characterized in that it includes a guide flange positioned on each opposite side of said load bearing surface.

18. The shipping lanyard anchor link as claimed in clause 12, characterized in that said large load bearing surface extends by more than 180 ° and by no more than about 250 °.

19. The shipping lanyard anchor link as claimed in clause 18, characterized in that the large load bearing surface defines an arc having a symmetrical angle of approximately 200 °. R E S U E N A two-piece anchor assembly has a catch and a locking link. The link is a unitary component that is formed by a single forging step. The link is secured to the floor of a railway platform car by the retainer. A steel band is connected at one end to a load bearing surface of the link of a first anchor assembly and at another end to a load bearing surface of the link of a second anchor assembly. A tensile force is then applied to the steel band and folds with a clip in order to secure the load. The load bearing surface has an improved band radius, which reduces the risk of strip breaking when the steel strip is subjected to a high tension force by avoiding "wrinkling" at the contact locations.