[go: up one dir, main page]
More Web Proxy on the site http://driver.im/

EP4377185A1 - Wagon porte-rails à essieux multiples équipé de traverses de travée - Google Patents

Wagon porte-rails à essieux multiples équipé de traverses de travée

Info

Publication number
EP4377185A1
EP4377185A1 EP22850338.9A EP22850338A EP4377185A1 EP 4377185 A1 EP4377185 A1 EP 4377185A1 EP 22850338 A EP22850338 A EP 22850338A EP 4377185 A1 EP4377185 A1 EP 4377185A1
Authority
EP
European Patent Office
Prior art keywords
span
railcar
bolster
bolsters
span bolster
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Pending
Application number
EP22850338.9A
Other languages
German (de)
English (en)
Inventor
Jon Odden
Nicholas Scott Hinsch
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Kasgro Rail Corp
Original Assignee
Kasgro Rail Corp
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Kasgro Rail Corp filed Critical Kasgro Rail Corp
Publication of EP4377185A1 publication Critical patent/EP4377185A1/fr
Pending legal-status Critical Current

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61D—BODY DETAILS OR KINDS OF RAILWAY VEHICLES
    • B61D3/00—Wagons or vans
    • B61D3/16—Wagons or vans adapted for carrying special loads
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61F—RAIL VEHICLE SUSPENSIONS, e.g. UNDERFRAMES, BOGIES OR ARRANGEMENTS OF WHEEL AXLES; RAIL VEHICLES FOR USE ON TRACKS OF DIFFERENT WIDTH; PREVENTING DERAILING OF RAIL VEHICLES; WHEEL GUARDS, OBSTRUCTION REMOVERS OR THE LIKE FOR RAIL VEHICLES
    • B61F3/00—Types of bogies
    • B61F3/02—Types of bogies with more than one axle
    • B61F3/08—Types of bogies with more than one axle without driven axles or wheels
    • B61F3/10—Types of bogies with more than one axle without driven axles or wheels with three or more axles

Definitions

  • the present invention relates generally to railcars. More specifically, the invention relates to a multiple-axle railcar having cambered span bolsters to distribute a load among the axles of the railcar.
  • a twelve-axle rail vehicle manufactured by Kasgro Rail Corp. and disclosed in U.S. Pat. No. 5,802,981 uses six axles at each end of the railcar, where each set of six axles are mounted to a common carrier, known as a span bolster, that distributes the load among the axles.
  • the benefit of twelve-axle railcar, in addition to its load carrying capability, is improved turning performance resulting from the fact that one span bolster can pivot independent of the other.
  • the increased load carrying capability of the twelve-axle railcar or any other railcar having additional axles is the result of evenly distributing the weight of the cargo to maintain reasonable wheel and axle loadings. Having equal loading on each axle provides numerous benefits, such as improved safety of operation and reduced maintenance costs.
  • High capacity railcars such as a 24-axle railcar or a Schnabel car, present additional loading problems as they are designed to carry extremely heavy loads and can have twice the number of axles as standard high-capacity railcars. Further, these railcars can have depressed decks where centralized loads are not directly supported by axles beneath the load. It would therefore be advantageous to develop a multiple-axle railcar having span bolsters that promote consistent loading across each axle.
  • a multiple-axle railcar with four lower span bolsters, each span bolster providing an attachment point for a group of axles mounted on truck assemblies.
  • An upper span bolster connects multiple lower span bolsters and receives the load from the car body.
  • a camber is introduced into each lower span bolster and each upper span bolster to reduce loading variances due to deformation of the bolsters when weighted.
  • a method of manufacturing the span bolsters which minimizes variances that can be introduced during fabrication or welding operations. The camber of each span bolster creates a peak near the point where the bolster attaches to the upper span bolster or to the main body of the railcar.
  • the result of creating a camber is that the span bolster tends to flatten under load, equalizing the load among the axles supported by the bolster.
  • the arrangement can be used on railcars such as 24-axle depressed center railcars and Schnabel railcars.
  • FIG. 1A is a side view of a 24-axle depressed center railcar utilizing upper span bolsters and lower span bolsters to attach the axles to the load carrying member.
  • Fig. IB is a detailed view of a span bolster on a depressed center railcar.
  • FIG. 2 is a view of truck assemblies used to carry the axles.
  • Fig. 3 A is a side view of a Schnabel railcar utilizing span bolsters and upper span bolsters to attach the axles to the load carrying components.
  • Fig. 3B is a detailed view of one end of a Schnabel railcar. DETAILED DESCRIPTION
  • the railcar 100 shown in Fig. 1A is a 24-axle depressed center railcar capable of carrying oversized loads. As shown in Fig. 1 A, the railcar 100 contains four lower span bolsters
  • each span bolster 101 provides a mounting point for a group of axles 102.
  • Each span bolster 101 in the railcar 100 depicted in Fig. 1 A carries six axles. However, the number of axles 102 carried by the span bolster 101 may vary depending on the intended load.
  • the span bolsters 101 are positioned towards the end of the railcar 100, with two span bolsters 101 at each end. See, for example, Fig. IB, which shows one end of a depressed center railcar 100. This configuration permits the center of the load carrying member 103 to be lowered relative to the points where it attaches to span bolsters 101 via an upper span bolster 104.
  • an upper span bolster 104 connects the two lower span bolsters 101 at each end of the railcar 100.
  • the upper span bolster 104 is positioned above the lower span bolsters 101 and pivotally connects near a midpoint of each individual span bolster 101.
  • a main carrying member 103 attaches to each upper span bolster 104, linking the four span bolsters 101 via the upper span bolsters 104.
  • the railcar 100 shown in Fig. 1A has an overall length of 184 feet and a carrying capacity of about 500 tons.
  • Each lower span bolster 101 is about 21 feet long with a total length of roughly 58 feet between the end axles 102 of adjacent span bolsters 101.
  • the pivoting connection permits the span bolsters 101 to move independently when the railcar traverses a bend in the track. Given the length of the railcar 100, turning performance could be limited without independent span bolsters 101.
  • truck assemblies 110 carrying the axles have been modified compared to standard swing motion truck assemblies to permit additional lateral movement, thereby increasing turning performance.
  • each truck assembly 110 includes a pair of axles 102.
  • each span bolster 101 carries three truck assemblies 110, or six total axles
  • the upper span bolster 104 attaches to each lower span bolster 101 near its midpoint, which may be centered over the axles 102.
  • the attachment point would be centered over the center truck assembly 110.
  • a flat span bolster would overweight the center axles 101 due, in part, to deformation of the span bolster under the heavy load.
  • the unequal loading of the axles 102 degrades the performance and longevity of the railcar 100.
  • the span bolster 101 is manufactured with a slight camber.
  • the camber is formed with a peak near the midpoint of the bolster 101 or, alternatively, at the attachment point for the upper span bolster 104. More specifically, the camber is a deviation in the vertical direction, creating an arc-shaped bolster 101.
  • the attachment point coincides with the midpoint of the bolster 101, which is also directly above the center truck assembly 110 of the three assembly 100 set.
  • the camber will slightly deform and flatten, equalizing the load on the axles 102 attached to the span bolster 101.
  • the height of the camber is in the range of several millimeters. For the 500-ton railcar shown in Fig. 1 A, the camber is about 19-20 millimeters.
  • the upper span bolster 104 includes a camber to offset load induced deformations, thereby equalizing the force distributed to each span bolster 101 to which it is connected.
  • Each upper span bolster 104 carries a significantly higher load than the lower span bolsters 101 as there are fewer upper span bolsters 104 compared to lower span bolsters 101.
  • a single upper span bolster 104 carries the same load as two lower span bolsters 101 at each end of the railcar 100.
  • the height of the camber in the upper span bolster 104 may be several millimeters greater than the height of the camber in the lower span bolster 101.
  • the upper span bolster 104 can be fabricated with increased stiffness to minimize the amount of deformation under load.
  • Upper span bolsters 104 can be used on a variety of high-load capacity railcars 100.
  • Fig. 3 A depicts upper span bolsters 104 used on a Schnabel car 100. In these types of railcars 100, the load or cargo itself will become a structural member connecting each end of the railcar 100.
  • the Schnabel railcar 100 depicted in Fig. 3 A has a similar bolster 101/104 configuration to the depressed center railcar 100 shown in Fig. 1 A.
  • Fig. 3B shows a detailed view of one end of the Schnabel car. One difference is that the main carrying member 103 is replaced by a pair of Schnabel frames 105.
  • the Schnabel frames 105 When not carrying cargo, the Schnabel frames 105 will be connected to each other, linking each end of the railcar 100. When a load is present, the frames 105 will support opposite ends of the cargo, where the cargo itself links each end of the railcar 100.
  • the Schnabel frames 105 attach to the upper span bolsters 104 at the peak of the camber, near the midpoint of the upper span bolster 104.
  • the Schnabel car 100 depicted in Fig. 3 A has an empty, coupled length of about 140 feet and has a load carrying capacity exceeding one million pounds.
  • Each bolster 101/104 may have a longitudinal support, or stringer, constructed from flat plate steel with a top plate and bottom plate attached to the stringers.
  • the top and bottom plates may be flat plate steel and forced against the stringers prior to attachment, causing the top and bottom plate to assume the profile of the stringers.
  • the height of the stringers may vary, with the greatest height at its center (i.e. the location of the highest loading) and a taper towards the end where it connects to the outbound truck assemblies 110.
  • the area of the bolster 101/104 near the attachment point is raised in the vertical direction compared to the ends of the bolster 101/104. That is, the span bolster is fabricated with a slight arc which is convex in shape. It is not necessary for the peak of the camber to be located in the center of the bolster 101/104. Rather, load equalization among the axles is realized when the peak is located near the attachment point.
  • the amount of camber required for the span bolster 101/104 is determined based on the specifications of the railcar, such as the length of the bolster 101/104, the number of axles, trucks, and bolsters 101/104 being used, the size of material used to create the bolster 101/104, and the load expected to be carried by the railcar, to name a few.
  • the pre-determined camber is cut into the profile of each support stringer, creating an arced profile.
  • the longitudinal stringers are beam-like members spanning substantially the length of the bolster 101/104, with a height from a few to several inches, depending on the load to be carried. Cutting the stringers can be accomplished by any typical method, such as using a plasma, wateijet, laser, or oxygen fuel cutter.
  • a computer-controlled cutting process allows for tight tolerances. For example, the tolerances for the peak of the camber is plus 1 ⁇ 4 of an inch and the tolerances for other components are plus or minus 1/16 of an inch for lengths and plus or minus 1 ⁇ 2 of a degree for angles.
  • top and bottom plates are attached to the stringers.
  • the plates can be fabricated with bends matching the camber of the bolsters 101/104, which would result in a structure with little deformation in an unloaded state.
  • flat plates can be forced into the shape of the stringers and welded into place.
  • the top and bottom plates can be attached to the structures using a jig, as is known in the art.
  • weld inspections may be performed by a mag particle or a dye penetrant test. Inspection of the weld between the longitudinal supports to top plate and bottom plate are most critical.
  • Protection may also be sought for any features disclosed in any one or more published documents referred to and/or incorporated by reference in combination with the present disclosure.

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Transportation (AREA)
  • Automatic Assembly (AREA)
  • Body Structure For Vehicles (AREA)

Abstract

La présente invention concerne un wagon porte-rails à essieux multiples ayant une charge supportée par une traverse de travée supérieure fixée à une pluralité de traverses de travée inférieures. Un groupe d'essieux sont fixés à chaque traverse de travée inférieure à l'aide d'ensembles bogie. Le procédé de fabrication des traverses de travée consiste à fabriquer et à assembler les composants des traverses de travée d'une manière qui forme une cambrure dans la traverse de travée non chargée.
EP22850338.9A 2021-07-28 2022-07-28 Wagon porte-rails à essieux multiples équipé de traverses de travée Pending EP4377185A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
US202163226250P 2021-07-28 2021-07-28
PCT/US2022/038734 WO2023009761A1 (fr) 2021-07-28 2022-07-28 Wagon porte-rails à essieux multiples équipé de traverses de travée

Publications (1)

Publication Number Publication Date
EP4377185A1 true EP4377185A1 (fr) 2024-06-05

Family

ID=85087282

Family Applications (1)

Application Number Title Priority Date Filing Date
EP22850338.9A Pending EP4377185A1 (fr) 2021-07-28 2022-07-28 Wagon porte-rails à essieux multiples équipé de traverses de travée

Country Status (3)

Country Link
EP (1) EP4377185A1 (fr)
CA (1) CA3227265A1 (fr)
WO (1) WO2023009761A1 (fr)

Family Cites Families (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US4341494A (en) * 1980-02-13 1982-07-27 Norca Corporation Variable-length reduced pivot for railway car
US4901649A (en) * 1988-12-01 1990-02-20 Thrall Car Manufacturing Company Span bolster assembly
US5802981A (en) * 1996-03-16 1998-09-08 Kasgro Rail Corp. Twelve-axle rail vehicle
US9403542B2 (en) * 2013-08-08 2016-08-02 Mammoet Usa South, Inc. Rail car
WO2016073031A1 (fr) * 2014-11-03 2016-05-12 Kasgro Rail Corp. Procédé de fabrication d'un véhicule ferroviaire à essieux multiples ayant une traverse de travée

Also Published As

Publication number Publication date
WO2023009761A1 (fr) 2023-02-02
CA3227265A1 (fr) 2023-02-02

Similar Documents

Publication Publication Date Title
CA1304987C (fr) Train de remorques routieres monte sur une suspension de wagon amelioree
CN1094852C (zh) 轻型转向架承梁
US4543887A (en) Center beam railroad freight car
US5226369A (en) Sideframe for a railroad car truck
US20160001796A1 (en) Truck and sideframe therefor
CA2116944C (fr) Longeron de bogie possedant une resistance superieure a la fatigue
US5438934A (en) Lightweight, improved performance truck
US4630547A (en) Cross bearer arrangement for slotted center sill
US4516506A (en) Articulated intermodal flatcar
US6543367B1 (en) Lightweight truck sideframe
US2981208A (en) Bogie trucks for rail vehicles
US20130042786A1 (en) Method of Shipping Automobiles, Railcar for Shipping Automobiles, and Method of Manufacturing Railcars
CN115697861A (zh) 用于制造板的工厂的存储系统
CN100396531C (zh) 车架
US5802981A (en) Twelve-axle rail vehicle
EP4377185A1 (fr) Wagon porte-rails à essieux multiples équipé de traverses de travée
US10766507B2 (en) Method of manufacturing a multiple axle railcar having a span bolster
US4630546A (en) Double groove center sill
CN217320359U (zh) 工件转运用缓冲自平衡式轨道车
JPH02306835A (ja) 可動式個別載荷板
CN111572570B (zh) 一种用于铁路运输公路汽车的无中梁低地板底架
US20220024499A1 (en) Span bolster
US4771703A (en) Railroad flatcar with axle guards
US20200331505A1 (en) Railcar for transport of steel coils with removable bi-level roof
CN101190456A (zh) 液态金属包运输车

Legal Events

Date Code Title Description
STAA Information on the status of an ep patent application or granted ep patent

Free format text: STATUS: THE INTERNATIONAL PUBLICATION HAS BEEN MADE

PUAI Public reference made under article 153(3) epc to a published international application that has entered the european phase

Free format text: ORIGINAL CODE: 0009012

STAA Information on the status of an ep patent application or granted ep patent

Free format text: STATUS: REQUEST FOR EXAMINATION WAS MADE

17P Request for examination filed

Effective date: 20240227

AK Designated contracting states

Kind code of ref document: A1

Designated state(s): AL AT BE BG CH CY CZ DE DK EE ES FI FR GB GR HR HU IE IS IT LI LT LU LV MC MK MT NL NO PL PT RO RS SE SI SK SM TR

DAV Request for validation of the european patent (deleted)
DAX Request for extension of the european patent (deleted)