Information
-
Patent Grant
-
6363863
-
Patent Number
6,363,863
-
Date Filed
Tuesday, July 18, 200024 years ago
-
Date Issued
Tuesday, April 2, 200222 years ago
-
Inventors
-
Original Assignees
-
Examiners
- Morano; S. Joseph
- Jules; Frantz F.
Agents
-
CPC
-
US Classifications
Field of Search
US
- 105 254
- 105 2821
- 105 2822
- 105 2823
- 105 294
- 105 247
- 105 305
- 105 3081
- 105 313
- 222 1811
- 222 1812
- 222 1813
- 222 561
- 222 542
- 222 545
- 222 450
- 222 451
- 414 505
- 414 520
- 414 526
-
International Classifications
-
Abstract
A discharge gate assembly for a railroad hopper car is disclosed. The gate assembly includes a frame defining a discharge opening and a gate or first element slidably carried on the frame for controlling the discharge of material from the hopper car through the discharge opening. The gate assembly further includes a second slidable element carried by the frame in vertically spaced relation relative to the first element and extending across the discharge opening. A first drive mechanism including a first operating shaft assembly is mounted on the gate frame for slidably moving the first element relative to the frame. A second drive mechanism including a second operating shaft assembly is also mounted on the gate frame for slidably moving the second element relative to the gate frame. The operating shaft assemblies are mounted for rotation about independent fixed axes and in horizontally adjacent relation relative to each other. A single lock assembly is also provided for releasably but separately holding the first and second element in a closed position. The second slidable element is preferably configured as an open top pan assembly having outlet tubes extending laterally therefrom. A closure assembly including an end cap or cover is provided in combination with a free end of each outlet tube allowing for one-handed operation of the closure assembly.
Description
FIELD OF THE INVENTION
The present invention generally relates to railroad hopper cars which transport and releasably hold food grade materials therein and, more particularly, to a gate assembly for a railroad hopper car which allows such food grade materials to be discharged from the hopper car either pneumatically or gravitationally.
BACKGROUND OF THE INVENTION
Railroad hopper cars typically include an underframe for supporting a walled enclosure in which bulk materials are held and transported. As is conventional, the underframe of the railroad car is supported toward opposite ends by well known wheeled trucks which ride on tracks or rails. A bottom of the walled enclosure is usually provided with two or more individual openings for allowing bulk materials to be discharged from the walled enclosure. The walled enclosure of the railroad car furthermore typically includes sloped or slanted walls or sheets angularly extending upwardly from a periphery of each opening to promote gravitational movement of the bulk material toward the opening.
In the prior art, combination gravity and pneumatic gate structures have been provided which permit the discharge of material from the walled enclosure of a hopper car either by gravity or pressure differential such as vacuum. Such a gate structure typically includes a frame arranged in registry with an opening on the hopper car and a gate which is positioned beneath the opening on the hopper car for movement along a predetermined path of travel. The gate is typically mounted for sliding movement on the frame between open and closed positions. Most gate assemblies include a gate drive mechanism typically in the form of an operating shaft assembly extending laterally across one end of the gate assembly for operationally moving the gate between open and closed positions. In most gate designs, the operating shaft assembly combines with a rack and pinion assembly to move the gate depending upon the rotational direction of the operating shaft assembly. In some gate designs, such a rack and pinion assembly includes a pair of elongated stationary racks projecting in parallel relation relative to each other away from the frame and which intermesh with pinions mounted on the operating shaft assembly. The pinions on the operating shaft assembly are operably connected to and move with the gate. When in an open position, the gate allows the commodity to gravitational pass and be discharged from the hopper car.
At the railroad car unloading station, a powered driver is moved into driving engagement with one end of and turns the operating shaft assembly. As such, the pinions move along the stationary racks, thus, moving the gate therewith. As is conventional, the drivers which impart rotational movements to the operating shaft assembly are mounted on wheels and are readily movable in a direction extending generally parallel to a longitudinal axis of and are movable toward and away from the operating shaft assembly, as required. Such drivers, however, are typically not designed or configured to move sideways along with the gate. Accordingly, as the operating shaft assembly is rotated, the driver is forcibly pulled along in a direction opposed to its natural direction in which the driver moves thereby adding to the forces which must be overcome in moving the gate along its predetermined path of travel.
In the event pneumatic discharge of material is desired, a pan element is positioned underneath the discharge opening and below the gravity gate. Typically, the pan is provided with an open ended outlet tube for discharging the material from the hopper car. The pan is typically fastened to the walled enclosure of the hopper car as with a plurality of fasteners. As will be appreciated, however, valuable time is consumed and lost by having to affix and remove the pan from the hopper car depending upon whether a gravitational discharge mode or a pneumatic mode of discharge is to be used to unload the hopper car. Mounting the pan element beneath or under the gate also reduces the clearance between the bottom of the gate assembly and the railbed over which the car travels between locations. As will be appreciated by those skilled in the art, the degree of clearance between the underside of the gate assembly and the railbed is a serious concern when designing discharge gate assemblies for hopper cars coupled with customer pressures to increase the volumetric payload for the railroad car.
Mounting and arranging the pan element above the sliding gate of the gate assembly has not proven feasible for several reasons. Mounting and arranging the pan element above the sliding gate of the gate assembly has been found to obstruct the flow of material from the walled enclosure in a gravitational mode of material discharge. Mounting the pan element above the gate also presents a problem involving keeping exhaust tubes extending from the pan element clean during loading of the commodity into the hopper car. Furthermore, the moisture in the commodity, tends to cause mold, mildew and other contaminants to be present within outlet tubes leading from the pan element.
The open end of the outlet tube presents still further problems involving railroad hopper car gate assemblies. As will be appreciated, and during transport of the railcar between locations, the outlet tube presents a conduit for directing debris to an interior of the pan assembly. Various devices have been proposed for closing the free open end of such outlet tubes. Such devices, however, often become separated from the outlet tube and are lost. Moreover, the capability of such devices to adequately seal the free open end of the outlet tube is limited. The mechanisms used to secure such known devices to the free end of the outlet tube furthermore add to problems involving timely opening of the discharge tube when pneumatic unloading is the desired means for unloading the railroad hopper car.
Movably mounting a pan element on the frame of the gate assembly beneath the gate introduces significant design problems. First, mounting a pan element for movement beneath the gate requires a second drive mechanism which, most likely, will include another or second operating shaft assembly along with a rack and pinion assembly. As will be appreciated, providing a second drive mechanism for moving the pan element relative to the frame structure of the gate assembly seriously complicates the gate design in several respects. First, the provision of two independently operable drive mechanisms complicates the process for emptying the lading from the hopper car. Second, spacial requirements for the gate assembly, especially when considering the drive mechanism for moving the gate between open and closed positions, is severely restricted. Providing an additional or second drive mechanism on the frame of the gate assembly for moving the pan element between open and closed positions can further adversely effect the clearance required between the gate assembly and the railbed. Of course, if the gate assembly does not provide proper clearance significant damage can result to the gate assembly and the car as the railcar moves between locations. Simply raising the gate assembly, however, reduces the potential volumetric payload capacity of the car while also raising the railcar's center of gravity. Moreover, the addition of a second drive mechanism complicates the direction in which each drive mechanism is to be turned or rotated to effect movement of a particular element on the hopper car gate assembly.
The transportation and unloading of finely divided materials, and particularly food stuffs, such as sugar, flour and the like within and from the walled enclosure of the hopper car exacerbates the problems involved with the design and engineering of a railroad hopper car discharge gate assembly. When the material to be transported involves food stuffs, the FDA has promulgated certain rules and regulations which must be met in order for the hopper car to qualify for transporting foods stuffs. Of course, one of the paramount concerns involved in designing the hopper car discharge gate assembly is that no foreign matter, accumulation of moisture, or insect infiltration is permitted to contact and possibly contaminate the food stuffs even while they are being discharged or unloaded from the hopper car.
When only gravitational discharge of the hopper car carrying food stuffs is to be effected, the frame of the gate assembly or structure is usually provided with a flanged skirt depending from and arranged in surrounding relation relative to an opening defined by the frame of the gate assembly. The flanged skirt defines a discharge plenum. Typically, an air sled or other form of unloading apparatus is clamped to the flange on the skirt during a gravitational discharge operation of food stuffs thereby permitting the food stuffs in the hopper car enclosure to be discharged directly and protectively into the sled and, thus, conveyed away from the hopper car.
To inhibit debris, insects, moisture, clay and other forms of debris from contaminating the underside of the gate and interior of the discharge plenum during transport of the hopper car, such gate assemblies typically include a sanitary plate or cover element positioned beneath the gate to close the discharge plenum and protect the underside of the gate during transport of the hopper car. Of course, known sanitary plates or cover elements are neither designed nor configured to withstand the load which can be placed thereon by the materials within the enclosure of the hopper car.
As they travel between locations, railroad cars are subjected to numerous impact forces, some of which are quite severe. For example, when a railroad car moves down a hump in a classification yard it likely will impact with other railroad cars on the track ahead of it and such impacts can be exceedingly forceful. While shock absorbers are typically built into the coupling units on the railroad cars, still there are sever shock loads within the body of the car and its contents. Of course, when the railroad hopper car is fully loaded, the impact forces are multiplied to even higher levels than with other railroad cars. Such shock loads can affect the position of either gate assembly element, i.e., the slide gate and/or the pan assembly, due to the inertia of either or both elements.
Accordingly, the gate assembly design can furthermore be complicated by requiring a lock assembly for inhibiting the sliding gate from inadvertently moving toward an open position. When the gate assembly embodies a movable pan element underneath the gate, the gate assembly design is furthermore complicated by requiring still another lock assembly for inhibiting inadvertent movement of the pan element toward an open position.
As will be appreciated by those skilled in the art, known slide gate systems can have relatively large gates to effect rapid discharge of materials from the hopper car enclosure. Especially with larger size gates, the column of material above the gate assembly presents a significant downwardly acting force on the gate. This downwardly acting force has been known to cause the gate to bow or curve under the influence of the downwardly acting force. A proper gate assembly design should allow the mechanism used to open the gate to act rapidly and with consistency without requiring an abundant amount of torque to be applied to the drive mechanism to move the gate from a closed position or condition toward an open position or condition.
Thus, there is a continuing need and desire for a hopper car discharge gate assembly which allows for either gravitational or pneumatic unloading of material from the walled enclosure with relatively easy change over thereby adding to the versatility of the hopper car. Moreover, it is desirable to provide a discharge gate assembly having two readily movable elements controlled by separate drive mechanisms while maintaining adequate clearance between a lowermost surface on the gate assembly and the railbed. Additionally, the gate assembly should be designed to provide a lock for each element of the gate assembly thereby inhibiting inadvertent movement of either element toward an open position as a result of impact forces acting on the railroad car. Furthermore, an improved apparatus for closing and sealing the free open end of the outlet tubes used during pneumatic withdrawal of the lading from the hopper car is desired
SUMMARY OF THE INVENTION
In view of the above, one of the salient features of the present invention involves provision of a gate assembly for a railroad hopper car which can be readily and easily conditioned for either pneumatic discharge or gravitational discharge of materials therethrough. The gate assembly of the present invention includes a rigid frame defining a discharge opening and which is provided with a gate or first element slidably carried on the frame for controlling the discharge of material from the hopper car and through the discharge opening. The gate assembly of the present invention is also provided with a second slidable element carried by the frame and extending across the discharge opening. The first and second elements of the gate assembly are arranged in vertically spaced relation relative to each other. In a preferred form, the first and second elements of the gate assembly are disposed in generally parallel relationship relative to each other. A first drive mechanism including a first operating shaft assembly is mounted on the gate frame for slidably moving the first element relative to the frame. A second drive mechanism including a second operating shaft assembly is also mounted on the gate frame for slidably moving the second element relative to the gate frame. One of the salient features of the present invention relates to arranging each of the operating shaft assemblies on the gate frame for rotation about independent axes which are spatially fixed relative to the frame and which are disposed in a substantially common horizontal plane relative to each other. As used herein and throughout, the phrase and term “fixed relative to the frame” means the axis of either operating shaft assembly is neither displaced nor does the spatial relationship of the axis relative to the gate assembly frame change when either operating shaft assembly is operated to move the respective element operably connected thereto relative to the gate assembly frame.
In a preferred form, the frame of the gate assembly preferably has a rectangular configuration. That is, the frame is preferably configured as a four sided rigid structure including a pair of generally parallel side walls extending generally parallel to a longitudinal axis of the railroad car on which the gate assembly is mounted and a pair of end walls rigidly interconnected to the side walls. Preferably, each of the operating shaft assemblies extend generally parallel to an end wall of the frame structure. In a preferred form, the side walls and end walls each define angularly diverging surfaces extending upwardly from the discharge opening toward an upper surface of the frame structure.
The first and second drive mechanism each preferably include a rack and pinion assembly arranged in operable combination with the operating shaft assembly of the respective drive mechanism. Each rack and pinion assembly includes a rack operably associated with a respective element. Pinions mounted on each operating shaft assembly are arranged in intermeshing relationship relative to the racks. Moreover, each rack is movable along a predetermined path of travel concomitantly with movement of the respective element. In a preferred form, the racks of each rack and pinion assembly extend generally parallel to a side wall of the frame structure.
To operate either operating shaft assembly, a driver is typically inserted into operative combination with that operating shaft assembly operably associated with the element on the gate assembly desired to be moved. It is common for such a driver to be telescopically inserted into an appropriately configured drive end opening provide on the operating shaft assembly. The configuration of each drive end opening on the operating shaft assembly, however, can quickly and adversely change as a result of the relatively high impact forces and torque applied thereto by such drivers, thus, requiring repair and/or replacement of the operating shaft assembly.
Accordingly, each operating shaft assembly forming part of the gate assembly of the present invention is preferably of multipiece construction. That is, each operating shaft assembly preferably includes a rotatable shaft and capstans removably attached at opposite ends of the shaft. Such multipiece construction readily allows repair and/or replacement of any component part in a cost efficient and effective manner without having to replace an entire assembly. Such multipiece construction furthermore allows repair and/or replacement of one or more components of the operating shaft assembly without having to remove the entire operating shaft assembly from operable association with the remainder of the gate assembly.
In a preferred form, the axes of the first and second shaft assemblies are mounted to a common vertical side of the predetermined path of travel of the racks. Accordingly, and to simplify operation of the operation of the gate assembly, the operating shaft assemblies operate in the same or common directions to open the first and second elements of the gate assembly and in the same or common direction to close the first and second elements of the gate assembly of the present invention.
To reduce the amount of torque required to be applied to the first and second operating shaft assemblies in moving their respective element relative to the frame, the racks of each rack and pinion assembly are elevationally spaced from that portion of the frame supporting same. In a most preferred form, ultra-high molecular weight polyethylene material is disposed between the racks and the frame to significantly reduce the coefficient of friction therebetween as the first and second elements move between open and closed positions.
The first element of the gate assembly is preferably configured as a generally planar gate which slidably moves in a generally horizontal direction between open and closed positions in response to rotation of the first operating shaft assembly. The second element of the gate assembly is preferably configured as an open top pan assembly having a hood extending thereacross and which is mounted vertically and for generally horizontal movements beneath the gate. The pan assembly defines outlet tubes laterally extending from opposed sides thereof and to which a suction hose or the like is attached to effect pneumatic discharge of materials from the hopper car.
According to another aspect of the present invention, end caps are provided at the open end of each outlet tube of the pan assembly. Unlike heretofore known end cap structures, however, the end caps of the present invention are each affixed to the free ends of the outlet tubes on the pan assembly to advantageously allow for one-handed unlocking/opening and locking/closing of the end cap relative to the outlet tube or discharge outlet. A gasket or seal is preferably arranged in combination with the end cap and the outlet tube on the pan assembly to furthermore inhibit passage of contaminants and moisture into the material receiving portion or chamber of the pan assembly. To provide a substantially equally distributed force against the gasket as the end cap or cover is moved to the closed position, cams are preferably arranged in combination with each end cap thereby enhancing closure of the end cap relative to the outlet tube on the pan assembly.
In a preferred form, the racks of the rack and pinion assemblies arranged in operative combination with the gate and pan assembly are each disposed to opposed lateral sides of the gate and pan assembly in locations outwardly removed from beneath the discharge opening. In a most preferred form of the invention, the racks of each rack and pinion assembly are arranged outside or to opposed lateral sides of the discharge opening defined by the frame structure of the gate assembly. This preferred gate assembly design readily lends itself to improved sealing capabilities between the gate as well as the pan assembly and the frame structure thereby inhibiting debris and moisture from contaminating the materials held and transported within the hopper car.
As will be appreciated by those skilled in the art, a significant weight is applied to the gate extending across the discharge opening by the materials maintained and transported within the hopper car. The weight of such materials often causes distortion of the gate which complicates sliding of the gate, at least, between closed and open positions. In view of the above, a preferred form of the present invention contemplates providing a stationary support across the discharge opening for inhibiting the gate from bending beyond a predetermined limit. As with the racks of the gate assembly, in a preferred embodiment, ultra-high molecular weight polyethylene material is disposed between the support and the undersurface of the gate to promote sliding movements therebetween. A stationary deflector or hood including angularly diverging sides is also provided above the discharge opening defined by the frame assembly to address the significant weight provided by the lading in the hopper car pressing downwardly onto an upper surface of the gate.
A preferred design of the present invention furthermore embodies a tamper seal arrangement allowing for application of a tamper seal in combination with the gate assembly. As is conventional, the tamper seal, when arranged in combination with the gate assembly, readily provides a visual indication of whether the gate has been moved to provide unauthorized access to the materials contained within the hopper car.
To address the problems and concerns associated with inadvertent movements of the gate assembly elements relative to the frame structure, a preferred embodiment of the gate assembly further includes a lock assembly. The lock assembly associated with the gate assembly of the present invention includes a lock which, when the gate is in a closed position, inhibits inadvertent movement of the gate toward an open position. A preferred embodiment of the lock assembly further includes a second lock which, when the pan assembly is in a closed position, inhibits inadvertent movement of the pan assembly toward an open position. In a most preferred form of the invention, both the lock for maintaining the door in a closed position and the lock for maintaining the pan assembly in a closed position are incorporated into a single mechanism, thus, eliminating the need for and operation of two separate lock assemblies.
When the gate assembly of the present invention is mounted to a railroad hopper car, the design advantageously allows for either pneumatic discharge or gravitational discharge of material from the hopper car. As a commodity filled railcar travels between locations and then is parked waiting to be unloaded, the lock assembly ensures the gate and the pan assembly will remain in their closed condition even though significant impacts may be applied to the railcar as it travels or awaits discharge of the materials therefrom.
Arranging the first and second operating shaft assemblies for the two movable elements of the gate assembly for rotation about axes which are fixed relative to the frame and in horizontally adjacent relation relative to each other offers several meritorious design advantages. The arrangement of the operating shaft assemblies according to the present invention minimizes the vertical distance or height between the upper attaching surface of the gate assembly and the lowermost surface of the pan assembly while retaining an adequate angle on the sidewalls and end walls to assure materials discharge from the hopper car and through the discharge opening. Of course, minimizing the distance the gate assembly depends from the hopper car allows added clearance beneath the hopper car while allowing for greater volumetric payload capacity. Furthermore, arranging each operating shaft assembly to rotate about an axis which is fixed relative to the frame eliminates cumbersome, longitudinal readjustment of the powered drivers which are common at unloading sites across the country.
Another object accomplished by a preferred form of the present invention relates to operating the operating shaft assemblies in a common direction to open and close the elements operably associated with each operating shaft assembly, thus, reducing human operator confusion of open and closure directions.
Another object of the present invention involves providing a railroad hopper car gate assembly having two elements which are independently movable between open and closed positions through operation of independently operable shaft assemblies, each of which rotates about an axis which is fixed relative to the frame, thereby advantageously permitting an operator to independently operate the gate elements while concurrently validating cleanliness of the commodity contacting surface areas on the elements as they move between positions.
Still another object of this invention is to simplify operation of the end cap or cover associated with the discharge port of the open top pan assembly.
Another object of this invention is to provide a closure cap assembly for the pan assembly which provides a substantially equally distributed force to the seal or gasket used in combination therewith as the closure cap moves toward the closed position.
These and other objects, aims and advantages of the present invention will be readily and quickly appreciated from the following detailed description, appended claims, and drawings.
DETAILED DESCRIPTION OF THE DRAWINGS
FIG. 1
is a side elevational view of a railroad hopper car equipped with a gate assembly embodying principals of the present invention;
FIG. 2
is a side elevational view of the gate assembly of the present invention;
FIG. 3
is a sectional view of the gate assembly taken along line
3
—
3
of
FIG. 2
;
FIG. 4
is a perspective view of the gate assembly of the present invention;
FIG. 5
is a sectional view taken along line
5
—
5
of
FIG. 3
;
FIG. 6
is a fragmentary sectional view taken along line
6
—
6
of
FIG. 2
;
FIG. 7
is a top left side perspective view of a gate forming part of the gate assembly of the present invention;
FIG. 8
is a top left side perspective view of a pan assembly forming part of the gate assembly of the present invention;
FIG. 9
is a fragmentary sectional view taken along line
9
—
9
of
FIG. 2
;
FIG. 10
is an enlarged fragmentary side elevational view of a portion of a drive mechanism forming part of the gate assembly;
FIG. 11
is an enlarged sectional view taken along line
11
—
11
of
FIG. 3
;
FIG. 12
is an enlarged side elevational view schematically illustrating a portion of a lock assembly arranged in combination with the gate assembly of the present invention;
FIG. 13
is an enlarged fragmentary sectional view of a portion of the lock assembly;
FIG. 14
is an enlarged sectional view taken along line
14
—
14
of
FIG. 3
;
FIG. 15
is an enlarged sectional view taken along line
15
—
15
of
FIG. 3
;
FIG. 16
is an enlarged sectional view taken along line
16
—
16
of
FIG. 3
;
FIG. 17
is a side sectional view taken along line
17
—
17
of
FIG. 8
;
FIG. 18
is a side sectional view similar to
FIG. 17
but illustrating a cover in a non-operational position;
FIG. 19
is a fragmentary perspective view of one form of closure assembly operable in combination with an outlet tube of an open top pan assembly;
FIG. 20
is an enlarged end view of the closure assembly illustrated in
FIG. 19
;
FIG. 21
is a top plan view of the closure assembly illustrated in
FIG. 20
in a closed position, with parts broken away to show details;
FIG. 22
is a partial sectional view taken along line
22
—
22
of
FIG. 21
;
FIG. 23
is a partial sectional view taken along line
23
—
23
of
FIG. 22
;
FIG. 24
is an end view of the closure assembly;
FIG. 25
is a sectional view taken along line
25
—
25
of
FIG. 24
; and
FIG. 26
is a sectional view of taken along line
26
—
26
of FIG.
24
.
DETAILED DESCRIPTION OF THE PRESENT INVENTION
While the present invention is susceptible of embodiment in various forms, there is shown in the drawings and will hereinafter be described in detail preferred embodiments of the invention with the understanding the present disclosure is to be considered as setting forth exemplifications of the invention which are not intended to limit the invention to the specific embodiments illustrated.
Referring now to the drawings, wherein like reference numerals indicate like parts throughout the several views, a railroad hopper car, equipped with a gate assembly according to the present invention, is illustrated in FIG.
1
. The railroad hopper car, generally designated by reference numeral
10
, includes a multiwalled enclosure
12
for storing and transporting particulate materials, i.e. flour, sugar, etc., therewithin. As known in the art, the multiwalled enclosure
12
is supported on an underframe
14
extending generally the length of the car
10
. As is typical, the underframe
14
is supported toward opposite ends thereof by conventional wheeled trucks, generally designated by reference numeral
18
.
As illustrated, a bottom
20
of the enclosure
12
is provided with a plurality of opening
22
for allowing the materials to be discharged from within the enclosure
12
. As will be appreciated, more or fewer openings than that shown for exemplary purposes can be readily provided without detracting or departing from the true spirit and novel concept of the present invention. As shown, the enclosure
12
of hopper car
10
includes a plurality of slope sheets
24
funneling downwardly toward each opening
22
in the bottom
20
of the hopper car
10
to promote the discharge of materials therefrom.
A gate assembly, generally designated by reference numeral
30
in
FIGS. 1 and 2
, is shown arranged in combination with each opening
22
along the bottom
20
of the hopper car
10
. Since the gate assemblies
30
arranged along the bottom
20
of the car
10
are substantially identical relative to each other, only one gate assembly will be described in detail. As illustrated in
FIGS. 2 and 3
, each gate assembly
30
includes a rigid frame
32
defining a discharge opening
34
. The frame
32
of gate assembly
30
is preferably fabricated from FDA approved materials in all material contacting areas to allow the hopper car
10
to hold and transport food grade materials and eliminate lining requirements which is an FDA approved coating. Notably, when the gate assembly
30
is attached or otherwise connected to the walled enclosure
12
of the hopper car
10
(FIG.
2
), the discharge opening
34
defined by frame
32
is arranged in registry with a respective opening
22
(
FIGS. 1 and 2
) in the walled enclosure
12
of hopper car
10
.
As shown in
FIG. 3
, frame
32
includes opposed and generally parallel side walls
36
,
38
extending lengthwise of the hopper car
10
and opposed end walls
40
,
42
extending transversely across the hopper car
10
. In the illustrated form, the disposition of the side walls
36
,
38
and end walls
40
,
42
is such that a trapezoidal or rectangular shape is provided for the discharge opening
34
. To promote movement of materials, and as is conventional, the side walls
36
and
38
of frame
32
are preferably provided with diverging angular surfaces
37
and
39
, respectively, extending upwardly from the discharge opening
34
and toward an upper surface of frame
32
. Similarly, and as is conventional, the end walls
40
and
42
of frame
32
are preferably provided with diverging angular surfaces
41
and
43
, respectively, extending upwardly from the discharge opening
34
and toward an upper surface
45
of frame
32
.
As well known in the art, and as illustrated in
FIG. 3
, each side wall
36
,
38
and end wall
40
,
42
has a mounting flange
44
arranged in generally planar relation relative to each other and which define the upper surface
45
of the gate assembly
30
. As illustrated in
FIG. 2
, the flanges
44
, arranged toward the upper end of the walls
36
through
42
, are configured to mate with respective portions of the hopper car
10
to facilitate attachment of the gate assembly to the hopper car
10
. In one form, the flanges
44
define spaced holes
46
allowing for passage of suitable fasteners, such as threaded bolts, therethrough. Of course, other suitable means of attaching the frame
32
of the gate assembly
30
to respective portions of the hopper car enclosure
10
, i.e. welding or the like, are equally applicable. As illustrated in
FIGS. 6 and 14
, a lower end of the walls
36
through
42
of gate frame
32
extends beneath the gate
50
to define a discharge plenum
49
preferably depending from the discharge opening
34
defined by gate frame
32
. As furthermore illustrated in
FIGS. 6 and 14
, a lower end of the walls
36
through
42
of gate frame
32
terminates in an outwardly extending generally horizontal flange
47
.
As shown in
FIGS. 3 and 4
, the gate assembly
30
of the present invention is furthermore provided with a gate or first element
50
mounted on the frame
32
for sliding movement along a predetermined path of travel. In a closed position, the gate or element
50
extends across and thereby selectively closes the discharge opening
34
defined by the frame
32
. As will be appreciated, however, the gate or element
50
is movable relative to the frame
32
and the discharge opening
34
to an open position to allow commodity to pass from the enclosure
12
and through the discharge opening
34
. In the illustrated embodiment, frame
32
is provided with parallel frame extensions
52
and
54
extending lengthwise of the hopper car
10
and away from the end wall
42
of frame
32
.
As shown in
FIGS. 5
,
6
and
7
, the gate
50
of gate assembly
30
is configured as a rigid flat plate
55
including upper and lower surfaces
56
and
58
, respectively. In the illustrated embodiment, gate
50
has a generally rectangular configuration. To promote use of the gate assembly
30
in combination with food grade commodities, gate
50
is preferably fabricated from an FDA approved material such as stainless steel.
Returning to
FIG. 3
, the side walls
36
,
38
and end walls
40
,
42
of the frame
32
are each provided with a horizontally disposed ledge
60
which underlies and supports the gate
50
. In a most preferred form, and as shown in
FIG. 6
, each ledge
60
includes material
62
to prevent galling of the stainless steel of gate
50
in contact with the stainless steel of the frame
32
. In a most preferred form, an ultra-high molecular weight material is used and acts as shield between the lower surface
58
of the gate
50
and the frame
32
. As will be appreciated, and when material
62
is formed from an ultra-high weight molecular material, such material furthermore reduces the coefficient of friction between the gate
50
and the frame
32
as the gate
50
moves relative to the frame
32
.
As illustrated in
FIGS. 2
,
4
and
5
, gate assembly
30
furthermore includes a second element
70
carried on the frame
32
in vertically spaced relation relative to the gate
50
. In the preferred embodiment, element
70
is disposed for generally parallel movement relative to the first element or gate
50
. It is possible, however, to arrange the first element
50
and second element
70
in vertically spaced but non-parallel arrangement without detracting or departing from the spirit and novel concept of the present invention. Like the first element or gate
50
, the second element
70
likewise extends across the discharge opening
34
defined by the frame
32
and is mounted for sliding movement between open and closed positions. As will be appreciated, in the closed position, the second element
70
extends across the discharge opening
34
defined by the frame
32
while in an open position, the second element
70
is removed from beneath the opening
34
defined by the frame
32
of the gate assembly
30
.
The second element
70
of the gate assembly
30
is preferably configured as an open top vacuum pan assembly arranged on the frame
32
for sliding movement along a predetermined path of travel and beneath the gate
50
. The open top pan assembly
70
is preferably fabricated from FDA approved material such as stainless steel or the like whereby promoting use of the gate assembly
30
in combination with food grade materials.
The open top pan assembly
70
is used in combination with the gate assembly
30
for effecting pneumatic discharge of commodity from the enclosure
12
(
FIG. 1
) of the hopper car
10
. As shown in
FIG. 8
, the open top pan assembly
70
is preferably configured with two generally vertical and laterally spaced side walls
71
,
72
, two slanting end walls
73
,
74
rigidly joined to the side walls
71
,
72
, and a generally flat bottom
76
interconnected to all the walls
71
through
74
. As will be appreciated from an understanding of the pan assembly
70
, and in combination relative to each other, the walls
71
through
74
, along with the bottom
76
define an open top plenum chamber
77
disposed directly beneath the discharge opening
34
defined by frame
32
of the gate assembly
30
when the pan assembly
70
is in the closed position. The exterior side of the flat bottom
76
defines a bottom or lower surface
75
(
FIG. 2
) for the gate assembly
30
. As shown in
FIGS. 4 and 8
, the upper edges of the side walls
71
and
72
are configured to form mounting flanges
78
which define open sided channels
80
.
As illustrated in
FIG. 6
, when the pan assembly
70
is mounted for sliding movement on the frame
32
of the gate assembly
30
, the open sided channels
80
defined by the mounting flanges
78
are arranged in operable combination with the flange-like generally horizontal projections
47
extending along the length of the side walls
36
,
38
of the gate frame
32
to allow for fore-and-aft sliding movements of the pan assembly or second element
70
along a predetermined path of travel between open and closed positions beneath the gate
50
. To enhance sliding movements of the pan assembly
70
relative to the frame
32
of the gate assembly
30
, and to effectively seal the slides of the pan assembly
70
to the frame
32
thereby inhibiting passage of debris therepast, ultra-high molecular weight polyethylene material
84
(
FIG. 6
) is preferably disposed between the rails
82
and the open sided channel
80
on the pan assembly
70
. In the illustrated form in
FIG. 8
, the upper edges of the end walls
73
and
74
are each bent to project in a fore-and-aft direction to form flanges
86
and
88
, respectively. In a preferred form, the flange
86
projecting from the respective end wall
73
of the pan assembly
70
is arranged generally parallel to but below the flange-like structure
47
(
FIG. 14
) projecting away from the opening
34
and provided on the lower end of the end wall
40
of the frame
32
of the gate assembly
30
.
Returning to
FIGS. 2 and 3
, gate assembly
30
further includes a first drive mechanism
90
and a second drive mechanism
100
for selectively moving the first element or gate
50
(
FIG. 3
) and the second element or pan assembly
70
(FIG.
2
), respectively, relative to the frame
32
of the gate assembly
30
. Drive mechanism
90
is carried on the frame
32
for rotation about an axis
92
which is fixed relative to the frame
32
and which extends generally parallel to the end wall
42
of the frame
32
. Drive mechanism
100
is carried on the frame
32
for rotation about an axis
102
which is fixed relative to the frame
32
and which extends generally parallel to axis
92
and to the end wall
42
of the frame
32
.
One of the salient features of the present invention relates to mounting the first and second drive mechanisms
90
and
100
in horizontally adjacent relation relative to each other thereby minimizing the distance separating the upper surface
45
and the lower surface
75
(
FIG. 2
) of the gate assembly
30
while maximizing the vertical spacing between the bottom
76
of the pan assembly
70
and the ground or railbed over which the gate assembly
30
travels as the railroad car
10
on which the gate assembly
30
is mounted moves between locations. It is important to note, the fixed axes
92
and
102
of drive mechanisms
90
and
100
, respectively, are furthermore disposed in vertically adjacent relationship relative to each other. That is, in a preferred embodiment of the invention, and as illustrated in
FIG. 10
, the fixed axes
92
and
102
of drive mechanisms
90
and
100
, respectively, are disposed in a substantially or generally common horizontal plane relative to each other. The phrase “substantially or generally common horizontal plane relative to each other” means the axes
92
and
102
are preferably disposed, within practical limits, a like vertical distance from a common horizontal surface of the gate assembly
30
. In the embodiment illustrated in
FIG. 10
, the practical vertical distance separating the axes
92
and
102
is reduced to beneficially minimize the height of the gate assembly
30
thereby maximizing the payload capacity of the car
10
while concurrently maintaining sufficient clearance between the bottom
76
of the gate assembly
30
and the railbed. Additionally, it is beneficial to minimize the horizontal distance separating the axes
92
and
102
of the drive mechanisms
90
and
100
, respectively, relative to the mounting flange
44
on the adjacent end wall
42
of the gate frame
32
thereby promoting transference of imparted torsional opening forces to the car
10
.
As illustrated in
FIG. 6
, drive mechanism
90
preferably includes an elongated operating shaft assembly
110
which is supported by the frame
32
of the gate assembly
30
for rotation about the axis
92
which is fixed relative to the frame
32
. Notably, the fixed axis
92
about which the operating shaft
110
turns is disposed to one vertical side of the gate
50
. In the illustrated form, the fixed axis
92
about which the operating shaft assembly
110
turns is vertically spaced above the upper surface
56
of the gate
50
. The operating shaft assembly
110
is preferably of multi-piece construction and includes an elongated operating shaft
112
(
FIG. 6
) having capstans or operating handles
114
(
FIGS. 3 and 4
) releasably affixed to opposed ends thereof Preferably, the operating shaft
112
has a square cross-sectional area. From an understanding of what follows, it will be appreciated other cross sectional configurations for shaft
112
would equally suffice without detracting or departing from the spirit and scope of the present invention. In the illustrated form, the operating shaft assembly
110
is supported for rotation by the frame extensions
52
,
54
(
FIG. 3
) of the frame
32
. (
FIG. 3
) of the frame
32
.
As shown in
FIG. 6
, drive mechanism
90
further includes a rack and pinion assembly
120
arranged in operable combination with the operating shaft assembly
110
. The purpose of the rack and pinion assembly
120
is to convert the rotary movement of the operating shaft assembly
110
about axis
92
into linear fore-and-aft movement of the gate
50
relative to the frame
32
depending upon the direction of rotation of the operating shaft assembly
110
.
As shown in
FIG. 6
, the rack and pinion assembly
120
preferably includes a pair of laterally spaced pinions
122
and
124
mounted on and for rotation with the operating shaft
112
of operating shaft assembly
110
. The pinions
122
,
124
are arranged in intermeshing relation with a pair of elongated racks or toothed tracks
126
and
128
. Each pinion
122
,
124
preferably has a centralized throughbore or opening the cross-section of which generally corresponds to the cross-section of the operating shaft
112
whereby allowing each pinion
122
,
124
of the rack and pinion assembly
120
to axially move, within defined limits, along the length of the operating shaft
112
. So as to limit the axial movement of the pinions
122
,
124
along the length of shaft
112
, thereby eliminating the need for fasteners or the like, each rack or toothed track
126
,
128
is preferably configured with a serpentine design similar to that disclosed in my copending U.S. design patent application Ser. No. 29/100,863 filed Feb. 19, 1999.
The racks or toothed tracks
126
,
128
of the rack and pinion assembly
120
are preferably fastened to and move concomitantly with the gate or first element
50
of the gate assembly
30
. Returning to
FIG. 7
, a stop
125
is provided at the distal end of each rack
126
,
128
. The purpose of stop
125
is to limit endwise travel or movement of the first element or gate
50
relative to the frame
32
of the gate assembly
30
. The racks
126
,
128
of the rack and pinion assembly
120
extend generally parallel to opposed sides of the gate
50
and generally parallel to opposed side walls
36
,
38
of frame
32
. Notably, when the gate
50
is mounted for sliding movement on the frame
32
the racks
126
,
128
of the rack and pinion assembly
120
are carried and supported by the frame
32
in laterally spaced outward relation from opposed side edges of the gate
50
for endwise sliding movement along a predetermined path of travel relative to the frame
32
. As such, the racks
126
,
128
are disposed outwardly from and to opposed sides of the discharge opening
34
defined by the frame
32
. As illustrated in
FIG. 6
, lateral or sideways movements of the racks
126
,
128
is limited by guides
129
affixed to the frame on opposite lateral sides of each rack
122
,
124
.
In a most preferred form, and as shown in
FIG. 6
, each rack
126
,
128
of the rack and pinion assembly
120
is disposed in elevated relation relative to an underlying portion of the frame
32
for effectively lowering the coefficient of friction between the racks
126
,
128
operably associated with the first element
50
of the gate assembly
30
and the frame
32
. Several alternative designs could be used to vertically separate the racks
126
,
128
from the frame
32
of the gate assembly
30
. In the illustrated embodiment, a partially crystalline lightweight thermoplastic material such as ultra-high molecular weight polyethylene material
127
is entrapped between an underside of the racks
126
,
128
and the frame
32
of the gate assembly
30
thereby significantly reducing the coefficient of friction therebetween and, thus, enhancing sliding movements of the racks
126
,
128
and thereby the first element or gate
50
relative to the frame
32
.
As illustrated in
FIGS. 3 and 9
, drive mechanism
100
includes and elongated operating shaft assembly
130
which is supported by the frame
32
of the gate assembly
30
for rotation about the axis
102
which is fixed relative to the frame
32
. Another salient feature of the present invention concerns a gate design embodying two drive mechanisms
90
,
100
(
FIG. 3
) and wherein the operating shaft assemblies
110
and
130
of the two drive mechanisms
90
and
100
, respectively, turn in the same direction to effect opening and closing movements of the respective elements associated therewith.
To effect such desirous ends, the fixed axis
102
about which the operating shaft
130
turns is disposed to one vertical side of the gate
50
. In the illustrated form, the fixed axis
102
about which the operating shaft assembly
130
turns is disposed to the same side of the gate
50
as is axis
92
of operating shaft assembly
100
(FIG.
6
). That is, the fixed axis
102
about which the operating shaft assembly
130
turns is vertically spaced above the upper surface
56
of the gate
50
. In the illustrated embodiment, and as shown in
FIG. 10
, the fixed axis
92
about which the operating shaft
110
turns and the fixed axis
102
about which the operating shaft
130
turns are disposed a substantially equivalent vertical distance from the upper surface
45
of the frame structure
32
of the gate assembly
30
. As will be appreciated, and although they are “substantially equivalent” the vertical distances of the fixed axes
92
and
102
relative to the upper surface
45
of the gate assembly
30
can vary relative to each other within practical limits but such differences are minimized to optimize the vertical clearance between the lower surface of the gate assembly
30
and the railbed over which the railroad car with the gate assembly attached thereto moves.
As shown in
FIG. 9
, drive mechanism
100
further includes a rack and pinion assembly
140
arranged in operable combination with the operating shaft assembly
130
. The purpose of the rack and pinion assembly
140
is to convert the rotary movement of the operating shaft assembly
130
about axis
102
into linear fore-and-aft movement of the second element or pan assembly
70
relative to the frame
32
depending upon the direction of rotation of the operating shaft assembly
130
.
As shown in
FIG. 9
, the rack and pinion assembly
140
preferably includes a pair of laterally spaced pinions
142
and
144
mounted on and for rotation with the operating shaft
132
of operating shaft assembly
130
. The pinions
142
,
144
are arranged in intermeshing relation with a pair of elongated racks or toothed tracks
146
and
148
. Each pinion
142
,
144
preferably has a centralized throughbore or opening the cross-section of which generally corresponds to the cross-section of the operating shaft
132
whereby allowing each pinion
142
,
144
of the rack and pinion assembly
140
to axially move, within defined limits, along the length of the operating shaft
132
. So as to limit the axial movement of the pinions
142
,
144
along the length of shaft
132
, thereby eliminating the need for fasteners or the like, each rack or toothed track
146
,
148
is preferably configured with a serpentine design similar to that disclosed in my copending U.S. design patent application Ser. No. 29/100,863 filed Feb. 19, 1999.
As mentioned above, in the exemplary embodiment of gate assembly
30
, elements
50
and
70
are vertically separated from each other. In a most preferred embodiment, element
70
is vertically disposed beneath element
50
. Because the elements
50
and
70
are elevationally separated, the pinions
142
,
144
of assembly
140
have a larger diameter than pinions
122
,
124
of assembly
120
to help minimize the vertical distance separating the axes
92
and
102
of drive mechanisms
90
and
100
, respectively, relative to each other.
The racks or toothed tracks
146
,
148
of the rack and pinion assembly
120
are preferably fastened to and move concomitantly with the pan assembly or second element
70
of the gate assembly
30
. Returning to
FIG. 8
, a limit stop
147
is provided at the distal end of each rack
146
,
148
. The purpose of stop
147
is to limit endwise travel or movement of the second element or pan assembly
70
relative to the frame
32
of the gate assembly
30
.
Suffice it to say, when element or pan assembly
70
is in a fully opened position (when the pinions
142
,
144
engage the limit stop
147
), element or pan assembly
70
is removed from beneath the flanges
47
on the gate frame
32
as to permit a conventional discharge apparatus
149
(schematically and only partially represented in phantom lines in
FIG. 6
) to be coupled or otherwise releasably secured beneath the discharge plenum
49
defined by the gate frame
32
. The discharge apparatus
149
(also commonly referred to as an air sled) may be of the type disclosed in one or more of the following U.S. Pat. Nos. 2,376,814; 2,517,837; 2,527,455; 2,527,466; 2,589,968; 2,657,100; 2,675,274; 2,681,748; or 2,789,739. Alternatively, the discharge apparatus
149
which is releasably coupled to the gate assembly
30
beneath and in material receiving relation relative to the discharge plenum
49
may be a simple compression boot or chamber that draws commodity from the discharge opening
34
toward a storage reservoir (not shown)
As shown in
FIG. 8
, the racks
146
,
148
of the rack and pinion assembly
120
extend generally parallel to the opposed side walls
71
,
72
of the pan assembly
70
. Notably, when the pan assembly
70
is mounted for sliding movement on the frame
32
, the racks
142
,
144
of the rack and pinion assembly
140
are carried and supported by the frame
32
in laterally spaced outward relation from opposed side walls
71
,
72
of the pan assembly
70
for endwise sliding movement along a predetermined path of travel relative to the frame
32
. As such, the racks
146
,
148
are disposed outwardly from and to opposed sides of both the plenum
49
defined by the gate frame
32
and the plenum
77
defined by the pan assembly
70
.
Another salient feature of the present invention relates to the provision of a single lock mechanism
150
for controlling movements of both the first element or gate
50
(
FIG. 3
) and the second element or pan assembly
70
(
FIG. 4
) relative to the frame
32
. As illustrated in
FIG. 3
, lock mechanism
150
preferably includes pair of operating handles
152
and
154
arranged laterally outward from the frame extensions
52
,
54
on frame
32
on opposite sides of the gate assembly
30
for ready manual access and which are supported for rotation about a fixed axis
156
defined by a rockshaft
158
. As illustrated in
FIG. 10
, axis
156
is disposed between and extends generally parallel to axes
92
and
102
of drive mechanisms
90
and
100
, respectively. The rockshaft
158
is preferably supported for rotation by the frame extensions
52
,
54
of frame
32
.
The lock mechanism
150
inhibits inadvertent movement of the gate or first element
50
toward the open position and further includes at least one cam locking member
160
. In a preferred form, the lock mechanism
150
includes a pair of cam locking members
160
and
160
′ (
FIG. 3
) which rotate in unison with the rockshaft
158
. The cam locking members
160
,
160
′ are arranged in axially spaced relation along the length of the rockshaft
158
and between the lower edges of the frame extensions
52
,
54
of frame
32
for engagement with a portion of the gate
50
. In the illustrated embodiment, the cam locking members
160
,
160
′ and their relationship relative to the upper surface
56
of gate
50
are visibly apparent to an operator of the gate assembly
30
and thereby the condition of the lock mechanism
150
is likewise visibly apparent to the operator of the gate assembly
30
.
The cam locking members
160
,
160
′ are preferably configured alike. Accordingly, only cam locking member
160
will be described in detail. The cam locking members
160
,
160
′ are both secured to the rockshaft
158
for movement in unison. As illustrated in
FIG. 11
, each cam locking member
160
,
160
′ has a peripheral surface
162
having cam portions
162
a
and
162
b
arranged at different radial distances from the axis
156
about which each cam locking members
160
,
160
′ turn in response to actuation as through rotation of either operating handle
152
,
154
.
When the gate or first element
50
is in the closed position, a portion of the gate or element
50
bears against the cam portion
162
b
of the cam face
162
, thus, preventing the gate
50
from significantly moving in the opening direction (i.e., toward the right in the drawing). That is, and when the gate or first element
50
is in the closed condition, at least a portion of each cam locking member
160
,
160
′ of locking mechanism
150
extends into the predetermined path of travel of the gate
50
. Assuming a strong force would be applied to the slide gate
50
tending to move the gate
50
in the opening direction, the reaction of the cam locking member
160
to such force is advantageously almost in line with the axis
156
about which the element or member
160
rotates, thus, providing a structurally advantageous design.
It will be noted, cam portion
162
a
is substantially larger and, thus, substantially heavier than is the reminder of the lock member
160
. As such, the cam portion
162
a
of the cam locking members
160
,
160
′ tends to urge and maintain the lock mechanism
150
in a locked and self-engaging position or condition. As shown, each locking member
160
,
160
′ furthermore preferably includes an arm
164
projecting radially away from the axis
156
about which each member
160
,
160
′ turns. If so desired, the projecting arm
164
can be grasped to facilitate rotation and, thus, operation of the lock mechanism
150
.
Advantageously, the single lock mechanism
150
is furthermore designed to inhibit inadvertent movement of the second element or pan assembly
70
toward the open position. In a preferred form, the operating handles
152
,
154
of lock mechanism
150
are disposed at outer ends of the rockshaft
158
. As such, the position of the operating handles
152
,
154
and, thus, the condition of the lock mechanism
150
is readily apparent from an operator of the gate assembly
30
.
The operating handles
152
,
154
are preferably configured alike. Accordingly, only handle
154
will be described in detail. As illustrated in
FIG. 12
, each handle
152
,
154
has a peripheral surface
172
having cam portions
172
a
and
172
b
arranged at different radial distances from the axis
156
about which each handle
152
,
154
turns in response to manual movement of the ether handle
152
,
154
.
When the pan assembly or second element
70
is in the closed position, at least a portion of the pan assembly or element
70
bears against the cam portion
172
b
of the cam face
172
of each operating handle
152
,
154
thus preventing the second element or pan assembly
70
from significantly moving in the open direction (i.e. toward the left in the drawing). That is, and when the pan assembly or second element
70
is in the closed condition, at least a portion of each operating handle
152
,
154
of locking mechanism
150
extends into at least a portion of the predetermined path of travel of the pan assembly or second element
70
.
In the illustrated embodiment, and as shown in
FIG. 8
, the second element or pan assembly
70
includes a pair of laterally aligned extensions
173
which project outwardly from opposite sides of the second element
70
for operable engagement with the handles
152
,
154
in the manner discussed above. As illustrated in
FIG. 12
, and assuming a strong force would be applied to the pan assembly
70
tending to move the second element
70
in the opening direction, the reaction of the operating handles
152
,
154
to such force is advantageously almost in line with the axis
156
about which each handle
152
,
154
rotates, thus, providing a structurally advantageous design.
As shown in
FIG. 12
, each handle
152
,
154
of lock mechanism
150
further includes an arm
174
projecting upwardly and radially away from the axis
156
about which each handle
152
,
154
turns. The projecting arm
174
readily allows manual grasping by an operator to selectively condition the lock mechanism
150
, from either side of the gate assembly
30
, to allow for purposeful opening movements to be imparted to either the first element
50
or the second element
70
of the gate assembly
30
.
Lock mechanism
150
is preferably designed such that it self-engages with the second element or pan assembly
70
. As illustrated in
FIG. 12
, a mechanism
176
is preferably arranged in operative combination with the lock mechanism
150
for normally urging the lock mechanism
150
into a self-engaging or locked condition. In the illustrated form, mechanism
176
includes one or more springs
177
arranged in operable engagement with the operating handles
152
,
154
of the lock mechanism
150
. In a preferred form, one end of the spring
177
is connected to one side of and preferably below the rotational axis
156
about which the handles
152
,
154
turn or rotate. The opposite end of the spring
177
is connected to a respective frame extension
52
,
54
of frame
32
on an opposite side of the axis
156
.
When more than one spring
177
is used to urge the operating handles
152
,
154
of lock mechanism
150
into a self-engaging position or condition, the arrangement of each spring
177
relative to the operating handles
152
,
154
is preferably identical. Accordingly, only the arrangement of one spring
177
with operating handle
152
will be discussed in detail. As illustrated in
FIG. 12
, each spring
177
urges the operating handles
152
,
154
in a direction such that the cam portion
172
a
on each handle
152
,
154
normally engages the respective extension
173
of the pan assembly
70
. Thus, the lock mechanism
150
is normally urged into a locked and self-engaging condition relative to the pan assembly
70
. Of course, the action of spring
177
furthermore serve to resiliently bias the cam locking members
160
,
160
′ (
FIG. 3
) into locked engagement with the gate
50
. As such, the lock mechanism
150
is normally urged into a self-engaging and locked condition relative to the gate
50
. Of course, the operating handles
152
,
154
can be readily displaced against the action of the spring
177
. Moreover, other designs for mechanism
176
would equally suffice in addition to or in lieu of spring
177
. For example, suitably counterbalancing the rockshaft
158
would likewise suffice to normally urge the lock mechanism
150
into a locked condition relative to the gate
50
and the pan assembly or second element
70
of the gate assembly
30
.
Returning to
FIG. 3
, and as known in the art, each end of the operating shaft assembly
130
of drive mechanism
100
is journaled for rotation within an axially elongated hub
133
projecting outwardly and away from the frame extensions
52
and
54
of the rigid frame
32
. In a most preferred form, the inner ends of the operating handles
134
of operating shaft assembly
130
are journaled for rotation within the axially elongated hubs
133
.
As illustrated in
FIG. 13
, and in a preferred form, each operating handle
152
,
154
of lock mechanism
150
is maintained in a proper self-engaging position or orientation after being released by the operator and notwithstanding the effect of mechanism
176
thereon. As shown, each operating handle
152
,
154
preferably includes an additional arm
175
projecting away from the axis
156
and toward the fixed axis
102
of the second drive mechanism
100
. As shown, the axially elongated hub
133
projecting outwardly from the frame extensions
52
,
54
of frame
32
furthermore includes a radial projection
179
which is designed and disposed to engage a free end of the arm
175
of the respective operating handle
152
,
154
thereby limiting the rotation of the operating handles
152
,
154
about axis
156
and, thus, properly maintaining each operating handle
152
,
154
of lock mechanism
150
in a proper self-engaging position or orientation after being released by the operator and notwithstanding the effects of mechanism
176
thereon.
Returning to
FIG. 10
, a preferred embodiment of gate assembly
30
is configured with a tamper seal arrangement for accepting a fracturable or breakable car seal
180
for providing a quick and visually identifiable indicator whether the gate or first element
50
has been moved toward and open position. In the embodiment illustrated in
FIG. 10
, the tamper seal arrangement involves providing each capstan or operating handle
114
of operating shaft assembly
110
with an enlarged radial portion
116
defining a throughbore or aperture
118
having a closed margin. Although only one operating handle
152
of lock mechanism
150
is shown in
FIG. 10
, each operating handle
152
,
154
of lock mechanism
150
defines an opening
182
extending therethrough and having a closed margin. More specifically, in the illustrated embodiment, each radially projecting arm
174
of each operating handle
152
,
154
of lock mechanism
150
defines the hole or opening
182
. This tamper seal design or arrangement permits the car seal
180
to be inserted through both openings
118
and
182
in a closed loop. Thus, the car seal
180
must be broken before the gate
50
may be opened and the presence of an unbroken car seal
180
visually indicates and signifies the contents of the hopper car
10
are intact.
Turning to
FIG. 14
, seal structure
184
is provided for inhibiting debris and insect infiltration between the frame
32
of the gate assembly
30
and the second element or pan assembly
70
. As illustrated in
FIG. 14
, a portion of the seal structure
184
involves providing a seal
186
transversely across a lateral edge or portion of and movable with the second element or pan assembly
70
between the racks
146
and
148
carried on element or pan assembly
70
. The seal
186
is arranged in sealing engagement with the flange-like configuration
47
at the lower end of wall
40
of frame
32
thereby sealing the gate assembly
30
across that end thereof In the illustrated form, seal
186
is supported for movement with the pan assembly
70
by a depending arm or bracket
188
provided on the second element
70
. In the illustrated embodiment, arm
188
is provided at the free or terminal end of the flange
86
provided on the second element or pan assembly
70
. A suitable fastener
189
, such as a threaded bolt and nut, can be used to releasably secure the seal
186
to the arm or bracket
188
.
Seal
186
is preferably formed as an elongated and hollow elastomeric member
187
. Moreover, seal
186
advantageously allows for horizontal discontinuities of either the arm
188
on the pan assembly or second element
70
or the flange-like configuration
47
at the lower ends of the end walls
40
and
42
of frame
32
. Moreover, seal
186
is advantageously configured to automatically re-energize through either open or close directions of movements of the component or element of the gate assembly
30
with which the seal
186
is operably associated. Preferably, seal
186
is configured and designed substantially similar to that disclosed in coassigned U.S. Pat. No. 6,263,803 issued Jul. 24, 2001; the applicable disclosure of which is incorporated herein by reference.
In a preferred form, and as illustrated in
FIG. 15
, another portion of seal structure
184
is provided by a seal
190
extending transversely across the upper surface
56
of and toward an end of the gate
50
opposite from seal
186
(FIG.
14
). Seal
190
is substantially identical to seal
186
discussed above. In a preferred embodiment, seal
190
is removably mounted to an exterior of and extends generally parallel to the end wall
42
of frame
32
. Moreover, seal
190
extends across the upper surface of gate
50
and between the racks
126
,
128
carried by the first element or gate
50
. A series of spaced fasteners
191
, such as bolts and nuts, serve to releasably secure the seal
190
to the frame
32
of the gate assembly
30
. The primary purpose of the seal
190
is to inhibit contamination and insect infiltration between the frame
32
of gate assembly
30
and the upper surface
56
of gate
50
during transport and storage of hopper car
10
.
As will be appreciated by those skilled in the art, and as illustrated in
FIG. 15
, the end wall
40
of frame
32
of gate assembly
30
is required to have an opening or elongated slot
192
extending transversely thereacross allowing for horizontal movements of the gate
50
between open and closed positions. Of course, the opening or slot
192
likewise provides a conduit or passage extending across and between the bottom or lower surface
58
of gate
50
and frame
32
. Opening or slot
192
would normally permit dust, dirt, moisture and related debris to enter between the second element or pan assembly
70
and the lower side of the gate
50
and, thus, contaminate the lower side or surface
156
of the gate
50
.
Accordingly, another portion of seal structure
184
is provided by a seal
194
extending transversely across the lower surface
58
of the gate
50
and the frame
32
in a manner sealing the opening
192
to prevent contamination of the lower surface
58
of the gate
50
. Suffice it to say, seal
194
is substantially similar to seal
186
. In a preferred form, seal
194
is releasably mounted to an exterior of and extends generally parallel to end wall
42
of frame
32
. Moreover, seal
194
extends across the lower surface
58
of the gate
50
and between the racks
128
,
128
carried by the first element or gate
50
(FIG.
7
). Furthermore, seal
194
extends across the flange
88
of the second element or pan assembly
70
arranged in vertically spaced association with the gate
50
on the gate assembly
30
. As such, seal
194
advantageously functions as a compression/wiper seal. Seal
194
is advantageously configured to permit its energization in either direction of movement or travel of the elements
50
,
70
with which it is in sealing contact.
Another preferred feature of gate assembly
30
relates to providing a support
200
beneath the gate
50
and, preferably, generally parallel to the direction of movement of the gate
50
as shown in FIG.
16
. Support
200
is preferably configured as part of frame
32
. The purpose of support
200
is to inhibit the gate
50
from deflecting beyond a predetermined limit under the influence of the materials in the enclosure
12
of hopper car
10
pressing downwardly thereon. As will be appreciated by those skilled in the art, limiting the deflection of gate
50
promotes sliding movement of the gate
50
through the opening or slot
192
provided in the frame
32
of the gate assembly
30
as the gate
50
moves between closed and open positions.
As will be appreciated, the material or lading within the hopper car
10
imparts a significant downward force on the gate
50
. In a preferred form, and as further shown in
FIG. 16
, an ultra-high molecular weight polyethylene material
202
is disposed between an underside or bottom
58
of the gate
50
and the support
200
to reduce the coefficient of friction between the gate
50
and the support
200
. That is, the purpose of the ultra-high molecular weight polyethylene material
202
is to promote sliding movement of the gate
50
relative to the support
200
notwithstanding the significant weight placed upon the gate
50
by the materials within the hopper car
10
.
Returning to
FIG. 3
, the gate assembly
30
can further include a stationary hood structure or deflector
206
arranged between the upper surface
45
(
FIG. 2
) of the gate assembly
30
and the upper surface
56
of the gate
50
. In a preferred form, the hood structure
206
extends directly over and extends in the same direction as the support
200
. The hood structure or deflector
206
includes two angling sides
208
and
210
which are preferably joined along a common top edge
212
and angularly diverge away from each other as they extend downwardly toward the gate
50
. As known in the art, the purpose of the hood structure or deflector
206
is to lessen the column load imparted to the gate
50
by the materials in the enclosure
12
of the hopper car
10
. Of course, lessening the column load imparted to the gate
50
reduces the torque requirements which must be imparted to the drive mechanism
90
for moving the gate
50
from a closed position, whereat the gate
50
extends across the discharge opening
34
defined by the frame
32
of the gate assembly
30
, and an open position.
As illustrated in
FIGS. 8
,
17
and
18
, the open top pan assembly
70
further includes a movable inverted V-shaped deflector or hood
220
arranged in operable combination therewith. As known in the art, each side wall
71
,
72
of the pan assembly
70
defines a pair of laterally aligned throughopenings or ports
224
extending therethrough (with only one throughopening or port being shown in side wall
71
in FIGS.
17
and
18
). In the illustrated embodiment, the deflector or hood
220
extends laterally across the pan assembly
70
between the ports
224
. As shown, the deflector or hood
220
is provided with downwardly angling slope sheets
226
and
228
which are joined across an upper portion
230
and which angularly diverge relative to each other such that the deflector or hood
220
defines a tunnel-like passage
232
on the underside of the slope sheets
226
,
228
. Preferably, a rigid and stationary support
234
(
FIGS. 17 and 18
) extends between the side walls
71
,
72
of the pan assembly
70
. The support
234
cooperates with the underside of and supports the deflector or hood
220
along the length thereof.
In the preferred form, the deflector or hood
220
is hingedly or rotatably connected to the bottom
76
of the pan assembly
70
thereby allowing the deflector
220
to be moved from an operational position, illustrated in
FIGS. 7 and 17
, to a non-operational position, illustrated in FIG.
18
. As shown, at least a lengthwise portion of the free or terminal edge of slope sheet
226
is hingedly joined to the pan assembly
70
in a manner permitting for rotation and vertical movement of the deflector or hood
220
about a generally horizontal axis. In the illustrated embodiment, the free or terminal edge of slope sheet
228
is supported above the bottom
76
of the pan assembly
70
thereby defining an elongated lengthwise opening
236
(
FIG. 8
) leading to the passage
232
of the deflector
220
and, ultimately, leading to the ports
224
. In a preferred form, one or more spaced lugs
238
are provided along the bottom
76
of the pan assembly
70
for maintaining the free or terminal edge of the slope sheet
228
in elevated relation relative to the bottom
76
of the pan assembly
70
. Tests have revealed the hood-like design of deflector
220
enhances the pneumatic discharge of materials from the enclosure
12
of the hopper car
10
.
Returning to
FIG. 8
, a first transition tube or hopper discharge outlet
240
is connected to and extends laterally from the side wall
71
of the open top pan assembly
70
. As will be appreciated by those skilled in the art, the innermost end of the first transition tube or outlet
240
is contiguous with and in material receiving relation relative to the port or opening
224
defined in the side wall
71
of the pan assembly
70
. A second transition tube or hopper discharge outlet
242
is connected to and extends laterally from the side wall
72
of the open top pan assembly
70
. As will be appreciated by those skilled in the art, the innermost end of the first transition tube
242
is contiguous with and in material receiving relation relative to the port or opening
224
defined in the side wall
72
of the pan assembly
70
. In a preferred form, the transition tubes or outlets
240
and
242
are substantially identical relative to each other. Accordingly, only transition tube or outlet
240
will be discussed in detail.
As known in the art, an outer end of each discharge outlet
240
,
242
is shaped to conform with a standardized coupling or connector of pneumatic lading withdrawal equipment (not shown). The exemplary embodiment contemplates configuring the free end of each outlet
240
,
242
with a tubular and cylindrical cross-section. During pneumatic withdrawal of the lading from the enclosure
12
of the hopper car
10
(FIG.
1
), the pneumatic lading withdrawal equipment provides a vacuum which functions to draw the lading or material into the tunnel-like passage
232
(
FIG. 17
) defined by the hood or deflector
220
, through one of the ports
224
, and thence through the associated one of the transition tubes
240
,
242
, and then through the pneumatic lading withdrawal equipment itself, which then deposits the lading or materials removed from the enclosure
12
of the hopper car
10
in a remote hopper or other storage facility.
Suffice it to say, and as illustrated in
FIGS. 8 and 19
through
21
, each tubular outlet
240
,
242
defines a generally vertical abutment surface
246
disposed inwardly from a free or terminal end of each tubular outlet
240
,
242
. Suffice it to say, the generally vertical abutment surface
246
projects radially outwardly from and about the circular and tubular cross-sectional configuration of the respective tube
240
,
242
. In a preferred form, surface
246
is provided by a vertical flange
247
disposed along the length of each tubular outlet
240
,
242
inwardly from a free end thereof Suitably shaped gussets
248
, disposed on opposed sides of and extending between an inner side of each flange
247
and the respective horizontal side of the respective transition tube
240
,
242
, add strength and rigidity to the flange-like structure
247
.
Each transition tube or hopper discharge outlet
240
,
242
has an assembly or sealing arrangement, generally indicated by reference numeral
250
in
FIGS. 7 and 18
through
25
, for selectively closing the free or discharge end of each tubular outlet
240
,
242
. That is, and depending upon the relation of assembly
250
relative to the free end of the respective tubular outlet
240
,
242
, the pan assembly
70
of gate assembly
30
is conditioned for either pneumatic discharge of lading or material from the enclosure
12
of hopper car
10
(
FIG. 1
) or for transport between locations.
Each closure assembly
250
includes an end cap or cover
252
. In a closed position, schematically represented in
FIGS. 19 and 25
, the end cap or cover
252
fits about and partially along to cover a free end of the pneumatic discharge outlet
240
,
242
. The cap or over
252
is sealed against the abutment surface
246
on each outlet tube
240
,
242
. The seal is maintained by a gasket
254
forming part of the closure assembly
250
. As will be appreciated, gasket
254
is interposed between the cover
252
and the abutment surface
246
on the outlet tube
240
,
242
when the cap
252
is in the closed position thereby inhibiting contaminants from passing between the cover
252
and the respective transition tube and into the open top pan assembly
70
.
In the illustrated embodiment, the free end of the respective transition tube
240
,
242
has a hollow cylindrical cross-sectional configuration. Accordingly, the end cap or cover
250
likewise has a cylindrical cross-sectional configuration and the abutment surface
246
has a generally annular configuration extending radially outwardly from a respective outlet tube
240
,
242
. Of course, if the free end of the transition tube
240
,
242
were otherwise configured, i.e. in a semi-circular design for example, the cross-sectional configuration of the end cap or cover
150
and the abutment surface
246
would likewise be modified to close and seal the free end of the respective transition tube
240
,
242
.
Another unique aspect of the present invention involves the ability of an operator to use only one hand to move the cap or cover
252
between a first or closed position and a second or open position while retaining the end cap or cover
252
in operative association with the respective transition tube
240
,
242
. The closed position for the end cap or cover
252
is illustrated in solid lines in
FIGS. 19 through 21
. The second or open position for the end cover
252
is illustrated in FIG.
8
.
The cover
252
of each closure assembly
250
is movably connected at one side to the flange-like structure
247
to allow for both sliding and rotational movement of the cap or cover
252
relative to the free or terminal end of the outlet tube
240
,
242
. As illustrated in
FIGS. 19 through 22
, structure
256
operably interconnects the cap or cover
252
to one side of the respective flange
247
on each outlet tube
240
,
242
. Structure
256
serves multiple purposes. First, structure
256
serves to maintain a respective cap
252
in operable engagement with the respective outlet tube
240
,
242
. Second, structure
256
is configured to permit both pivotal and lengthwise movements of the cap
252
relative to the abutment surface
256
thereby facilitating one-handed operation of each closure assembly
250
, if desired. Moreover, structure
256
serves to cam the closure cap or cover
252
into the closed position thereby promoting the tightness of the seal formed between the cap
252
, the gasket
254
and the abutment surface
246
while furthermore promoting release of the closure cap
252
from the closed position with the outlet tube
240
,
242
to allow for pneumatic discharge of material or lading while reducing the risk of potential damage to the gasket
254
thereby promoting the life of the gasket
254
.
In the illustrated form, structure
256
includes vertically spaced cap mounting flanges
257
,
258
projecting to one side of the cap
252
. The flanges
257
,
258
generally correspond in configuration and define a catch or cam
260
at the outer terminal free end thereof. As illustrated, and as they extend away from the cap
252
, the flanges
257
,
258
are generally planar in configuration and, in the illustrated form, are horizontally disposed to opposite vertical and generally parallel surfaces
261
,
263
of and embrace a cap mounting bracket
262
extending, in the illustrated embodiment, away from the flange-like structure
247
on each outlet or transition tube
240
,
242
.
As shown in
FIG. 23
, the cap mounting bracket
262
defines an elongated slot
266
. Structure
256
further includes a vertically elongated pin or fastener
268
which passes endwise through the cap mounting flanges
257
,
258
and through the slot
266
in the cap mounting bracket
262
thereby controlling and limiting movements of the end cap or cover
252
as the cover
252
moves between the open and closed positions. As will be appreciated, opposite ends of the elongated slot
266
define stops
267
and
269
(
FIG. 23
) which serve to limit movements of the end cap or cover
252
toward and away from the abutment surface
246
on the outlet tube
240
,
242
.
Structure
256
further includes a generally upright cam lock pivot pin
270
disposed in predetermined relation relative to the abutment surface
246
on each outlet or transition tube
240
,
242
. In the illustrated form, the cam lock pivot pin
270
is connected to and extends generally normal to the cap mounting bracket
262
. As shown in
FIG. 21
, the cam lock pivot pin
270
extends vertically past the upper and lower surfaces
261
,
263
of the cap mounting bracket
262
. At least that portion of the cam lock pivot pin
270
extending vertically past the upper and lower surfaces
261
and
263
, respectively, of the cap mounting bracket
262
is provided with a camming surface
272
disposed a predetermined distance from the abutment surface
246
on each outlet tube
240
,
242
.
As illustrated in
FIGS. 23
, the catch or cam
260
defined by the flanges
257
,
258
cooperate with the camming surface
272
on the cam lock pivot pin
270
as the cap or cover
252
approaches the closed position to effect sealing of the cap or cover
252
to the respective outlet tube
240
,
242
. As will be appreciated, the cam
260
on each flange
257
,
258
defines a cam surface
274
which is complimentary to cam surface
272
on the cam lock pivot pin
270
and is disposed a predetermined distance from an innermost edge
275
(
FIG. 23
) of the respective end cap or cover
252
. As illustrated, the catch or cam
260
on each cap
252
is specifically configured to permit the catch
260
to wrap partially around and about the cam surface
272
on the cam lock pivot pin
270
as the cap
252
is moved toward the closed position and, yet, permits the catch
260
to readily disengage from the cam surface
272
on the cam lock pivot pin
270
as the cap
252
is moved toward the open position. As will be appreciated, the camming surface
274
on the catch
260
acts in operative combination with the camming surface
272
on the cam lock pivot pin
270
to properly position the inner most edge
275
of the cap
252
relative to the abutment surface
246
as the cap
252
moves toward a closed condition or position thereby compressing or driving the gasket
254
with a predetermined and measured force sufficient to establish a predetermined compressive force to seal the closure cap
252
and the outlet or transition tube
240
,
242
.
Arranged in generally diametrically opposed relation from but for operable combination with structure
256
is a retainer apparatus
280
for releasably securing the cap
252
in a closed or transport position. As illustrated in
FIGS. 19 through 21
and
24
, retainer apparatus
280
includes a flange
282
extending from cap
252
in a direction opposed to flanges
257
,
258
and defining an open ended slot or groove
284
(
FIG. 25
) which opens to the side of the cap
252
. When the cap or cover
252
is in a closed position, the flange
282
thereon extends generally parallel with the flange-like structure
247
on each transition tube
240
,
242
.
In the exemplary embodiment illustrated in
FIGS. 19 and 25
, retainer apparatus
280
furthermore includes a two-piece swivel type retainer including a threaded fastener
286
and an eye bolt
288
. The threaded fastener
286
is operably associated with the flange-like structure
247
and rotates about a fixed generally vertical axis
287
. As shown, fastener
286
includes a free ended threaded shank
289
. In the illustrated embodiment, the flange-like structure
247
on each transition tube
240
,
242
of the pan assembly
70
includes a clevis-like structure
290
which projects outwardly away from the flange-like structure
247
. One end of the threaded fastener
286
is embraced between the parallel arms of the clevis
290
and is permitted to turn about the axis
287
. As will be appreciated by those skilled in the art, the fastener
286
is rotatably secured to the flange-like structure
247
on each transition tube
240
,
242
such that the threaded shank
289
of the fastener
286
is permitted to align with and freely pass into the open end of the slot
284
on the flange
282
(FIGS.
23
and
24
).
As will be appreciated, the eye bolt
288
combines with the threaded shank
289
and the flange
282
on the respective cap
252
to releasably maintain the end cap or cover
250
in the closed position. Of course, to open the end cap
252
, an operator merely needs to rotate the eye bolt
288
until the fastener
286
of the retainer apparatus
280
is free to rotate about axis
287
. Thereafter, the retainer apparatus
280
is conditioned to allow the end cap
252
to be moved from the closed position to the open position in a manner permitting one-handed operation to open or close the end cap
252
relative to a respective transition tube
240
,
242
. Of course, and even after the retainer apparatus
280
is released from operable association with the end cap
252
, the retainer apparatus
280
remains operably associated with the flange-like structure
247
on each transition tube
240
,
242
thereby inhibiting inadvertent loss of the retainer apparatus
280
.
In the embodiment illustrated in
FIGS. 19 and 20
, the flange
282
on each end cap
250
is provided with one or more openings
290
extending therethrough and which are arranged in proximate relation to the eyebolt
288
. As illustrated in
FIGS. 19 and 20
, the apertures or openings
290
, in combination with the eyebolt
288
, permit insertion of a security seal
292
. As will be readily appreciated, the security seal
292
provides a visual indicator on whether the end cap
252
has been tampered with at any time prior to pneumatic discharge of material through the related outlet tube
240
,
242
of the pan assembly
70
.
One advantage offered by the gate assembly
30
of the present invention relates to the unique ability to unload lading or material from the enclosure
12
of the hopper car
10
(
FIG. 1
) as by gravity or pneumatically whichever best suits the needs of the end user. Moreover, and because the gate assembly
30
of the present invention is preferably manufactured or fabricated from FDA approved materials, the gate assembly
30
of the present invention readily lends itself to transport of food stuff or food grade material.
During transport of the hopper car
10
between locations, the lock mechanism
150
maintains the gate
50
of gate assembly in the closed condition thereby inhibiting inadvertent loss of materials or lading from the hopper car
10
. One of the salient features involving lock assembly
150
relates to the ability of the single lock mechanism
150
to not only maintain the gate
50
of the gate assembly
30
in the closed position, but at the same time, the lock mechanism
150
serves to maintain element or pan assembly
70
in the closed position. As will be appreciated from an understanding of the invention, the unique ability of the lock mechanism
150
to serve this dual function is facilitated by arranging the operating shaft assemblies
110
and
130
of drive mechanisms
90
and
100
, respectively, in horizontally adjacent relation relative to each other. More specifically, the horizontally adjacent arrangement of the operating shaft assemblies
110
and
130
allows the lock mechanism
150
to be disposed therebetween, thus, allowing one mechanism
150
to service both drives
90
and
100
.
Of course, arranging the operating shaft assemblies
110
and
130
in horizontally adjacent relation relative to each other furthermore reduces the height profile or effective height between the upper surface
45
and lower surface
75
of the gate assembly
30
and, thereby provides enhanced ground clearance for the gate assembly
30
relative to the roadbed. Moreover, having each operating shaft assembly
110
and
130
rotate about axes
92
and
102
, respectively, which are spatially fixed relative to the frame
32
readily lends the gate assembly
30
of the present invention to use with powered drivers to open and close the first and second elements
50
and
70
of the gate assembly
30
relative to the discharge opening
34
. Having each operating shaft assembly
110
,
130
of the gate assembly
30
rotate about an axis which is fixed relative to the frame
32
furthermore advantageously allows the force inputted to the operating shaft assembly
110
,
130
to be transferred to the frame
14
of the railroad car
10
as long as the axes
92
,
102
are disposed proximate to the end wall
42
of the gate frame
32
. Furthermore, providing the two separately operated shaft assemblies
110
and
130
for rotation about first and second axes
92
and
102
, respectively, which are each fixed relative to the frame
32
advantageously permits independent operation of the two elements
50
and
70
while concurrently permitting an operator to validate the cleanliness of commodity contacting surface areas on the elements
50
,
70
as the elements
50
,
70
move between positions.
Assuming the gate
50
of the gate assembly
30
is to be opened to permit the car's contents to be discharged gravitationally, one of the first steps would be to remove the security or tamper seal
180
maintaining the operating handles
152
,
154
of the lock mechanism
150
in a locked condition or position. Of course, removal of the seal
180
permits the lock mechanism
150
to be released or conditioned in an unlocked position thereby unlocking the open top pan assembly
70
. In the illustrated embodiment, the lock mechanism
150
is released by rotating either operating handle
152
,
154
in the direction of the arrow illustrated in
FIG. 12
from the solid line position to the dash line position. With the illustrated embodiment, this is easily effected by grasping the projection or arm
174
and rotating either handle
152
,
154
about the fixed rotational axis
156
. As may be appreciated, arranging the operating handles
152
,
154
laterally outside of the frame
34
of the gate assembly
30
facilitates both physical and visual access to the lock assembly
150
.
As illustrated schematically in
FIG. 12
, rotation of the operating handles
152
,
154
of lock mechanism
150
removes the peripheral surface
172
from the predetermined path of travel of or contract with that portion
173
of the pan assembly
70
operable in conjunction with the lock assembly
150
for maintaining the second element or pan assembly
70
in the closed position. In the illustrated embodiment, and as the operating handles
152
,
154
are moved to the unlocked position (shown in dash lines in FIG.
12
), the location whereat the spring
177
attaches to the operating handles
152
,
154
moves from one side of the rotational axis
156
over center and to an opposite side of the rotational axis
156
. Accordingly, and after the handles are moved to the dash line position illustrated in
FIG. 12
, spring
177
serves to releasably hold the operating handles
152
,
154
in the unlocked condition.
With the lock mechanism
150
in an unlocked or released position, the pan assembly
70
can be moved to an open position and from beneath the gate
50
of the gate assembly. Movement of the pan assembly
70
is effected as through operation of drive mechanism
100
. In the illustrated embodiment, the operating shaft assembly
130
of drive mechanism
100
is rotated about the fixed axis
102
. Rotation of the drive mechanism
100
is converted to linear fore-and-aft movement of the second element or pan assembly
70
of the gate assembly
30
as through the rack and pinion assembly
140
. More specifically, rotation of the operating shaft assembly
130
causes the racks
146
and the second element or pan assembly
70
to move concomitantly relative to the frame
32
of the gate assembly
30
. Notably, the racks
146
of the rack and pinion assembly
140
are disposed laterally outwardly from the discharge opening
34
of the frame
32
of the gate assembly
30
so as to not interfere with the sealing engagement of seal structure
184
along the underside or bottom
58
of the gate
50
.
Besides having the operating shafts
110
and
130
of drive mechanisms
90
and
100
, respectively, arranged in horizontally adjacent relation relative to each other, in a preferred form of the invention, the operating shafts
110
and
130
each turn in the same direction to effect opening and closing movements of the respective elements
50
and
70
. As will be appreciated by those skilled in the art, the ability to operate the operating shafts
110
and
130
in the same direction relative to each other so as to move the elements
50
and
70
in a particular direction simplifies operation of the gate assembly
30
while eliminating costly human errors.
Returning to
FIG. 12
, movement of the open top pan assembly or second element
70
of the gate assembly
30
carries therewith the aligned extensions
173
arranged to cooperate with the lock mechanism
150
. The second element or pan assembly
70
of the gate assembly
30
is moved in a linear direction relative to the frame
34
a sufficient amount or until stops
147
limit continued movement of the second element or pan assembly
70
toward the open position.
In the preferred form, the lock assembly
150
is configured to automatically return to a locked condition in timed relation relative to movement of the second element or pan assembly
70
toward an open position or condition. With the lock assembly
150
being automatically returned to a locked condition following a predetermined amount of movement of the second element or pan assembly
70
toward an open position, the cam locking members
160
and
160
′ (
FIG. 11
) carried on the rockshaft
156
are automatically returned to a position whereby they inhibit inadvertent movement of the gate
50
toward an open position.
In the illustrated embodiment, and after the operating handles
152
,
154
of lock mechanism
150
are moved to an unlocked position (shown in dash lines in FIG.
12
), the arm
175
of each operating handle
152
,
154
of lock mechanism
150
is positioned in the path of movement of that portion (extensions
173
) of the second element or pan assembly
70
normally engaged by the lock mechanism
150
when the second element or pan assembly
70
is in the closed condition or position. Accordingly, and as the second element or pan assembly
70
moves toward an open position, each extension
173
of element
70
engages and rotates the arm
175
of each operating handle
152
,
154
against the action of spring
177
in a direction whereby automatically returning the operating handles
152
,
154
of lock mechanism
150
to a locked condition. Of course, as the operating handles
152
,
154
move toward their locked position, the spring
177
again is moved overcenter and, thus, promotes movement of the operating handles
152
,
154
to their locked condition. The operating handles continue their movement toward the locked condition or position until the arm
175
of each operating handle
152
,
154
engages the radial extension or projection
179
(
FIG. 13
) on the hub
133
thereby limiting further rotational movement of the operating handles
152
,
154
about axis
156
.
With the second element or pan assembly
70
in an open position, it is now possible to open the gate
50
thereby conditioning the gate assembly
30
for gravitational discharge of the lading from the enclosure
12
of hopper car
10
. As mentioned above, in a preferred embodiment, lock mechanism
150
is automatically returned to a locked condition after element
70
is moved to an open position thereby inhibiting inadvertent movement of the gate
50
toward an open position. Accordingly, before gate
50
can be moved toward an open position, the lock mechanism
150
must be again purposefully released from its closed or locked position as through rotation of the handles
152
,
154
in the direction of the arrow illustrated in FIG.
12
. As mentioned, release of the lock mechanism
150
can be effected as through grasping and rotating the projection or arm
174
on the operating handles
152
,
154
or by grasping the arm or projection
164
on the cam locking members
160
,
160
′. As will be appreciated from an understanding of this embodiment, rotation of the operating handles
152
,
154
causes the rockshaft
156
to rotate, thus, rotating the cam locking members
160
,
160
′ from the solid line position illustrated in
FIG. 11
to the dash line position illustrated in FIG.
11
. In the released or dash line position illustrated in
FIG. 11
, the peripheral surface
162
b
of the cam locking members
160
,
160
′ is removed from the path of travel of the gate
50
and, thus, element or gate
50
is free to move toward an open position.
Movement of element or gate
50
is effected as through operation of drive mechanism
90
. In the illustrated embodiment, the operating shaft assembly
110
of drive mechanism
90
is rotated about the fixed axis
92
. Rotation of the drive mechanism
90
is converted to linear fore-and-aft movement of element or gate
50
of the gate assembly
30
as through the rack and pinion assembly
120
. More specifically, rotation of the operating shaft assembly
110
forcibly causes the racks
126
and element or gate
50
to move concomitantly relative to the frame
32
of the gate assembly
30
toward an open position. The element or gate
50
is opened to an extent allowing lading to gravitationally fall from the hopper car
10
at a controlled rate or the gate
50
is opened until the stops
125
operably associated with rack and pinion assembly
120
limit further movement of the gate
50
toward an open position. In an open position, the gate
50
is removed from across the discharge opening
34
of the frame
32
thereby permitting the gravitational discharge of material or lading from the enclosure of the hopper car
10
. Notably, the racks
126
of the rack and pinion assembly
120
are disposed laterally outwardly from the discharge opening
34
of the frame
32
of the gate assembly
30
so as to not interfere with the sealing engagement of the seal structure
184
along the underside or bottom
58
of the gate
50
.
As mentioned above, the lading or material within the hopper car
10
imparts a significant downward load or force on the gate
50
of the gate assembly
30
. In an effort to enhance the openability of the gate
50
from the closed position, and in an effort to reduce the torque required to open the gate
50
, the hood structure or deflector
206
is provided across and over the discharge opening
34
defined by the gate assembly
30
. As will be appreciated, the downward force on the gate
50
is, at times, significant enough to cause the gate
50
to bow or bend. Of course, forcibly moving a bent or bowed gate through the opening or slot
192
in the frame
34
FIG. 15
) of the gate assembly can add to the difficulty and problems in fully opening the gate
50
not to mention the added torque requirements needed to fit the bowed gate through the slot or opening
192
in the frame
34
of the gate assembly
30
. Testing has revealed the deflector
206
assists in distributing the column load placed upon the gate
50
by the lading within the enclosure
12
of the hopper car
10
.
In a preferred form, the frame
34
of the gate
30
is provided with the support
200
extending thereacross. As will be appreciated from an understanding of this disclosure, the support
200
limits the vertical displacement of the gate
50
relative to the frame
34
. The addition of the ultra-high molecular weight material
202
between the undersurface or bottom
58
of the gate
50
and the support
200
furthermore enhances the ability to move the gate
50
toward an open position notwithstanding the significant weight added thereto from the lading in the hopper car
10
.
Furthermore, the preferred design of gate assembly
30
contemplates elevating the racks
126
,
128
of rack and pinion assembly
120
used to move the gate
50
to lessen the coefficient of friction between the rack and pinion assembly
120
and the frame
34
as the gate
50
moves toward an open position. Again, the addition of ultra-high molecular weight material
127
between the racks
126
of the rack and pinion assembly
120
furthermore reduces the coefficient of friction between the rack and pinion assembly
120
and the frame
34
as the gate
50
moves toward an open position.
As mentioned above, lock assembly
150
is preferably designed to automatically return to a locked condition. As will be appreciated from an understanding of this disclosure, after element or gate
50
moves toward an open position, the cam locking members
160
,
160
′ tend to rotate in a counterclockwise direction (as seen in
FIG. 11
) but are inhibited from returning completely to their locked position or condition (illustrated in solid lines FIG.
11
). That is, after the gate or element
50
passes beneath the cam locking members
160
,
160
′ in a direction toward an open position, the cam locking members
160
,
160
′ are limited in their return travel as by the peripheral surface
162
b
thereof riding or resting on the upper surface
56
of the gate
50
. The cam locking members
160
,
160
′ essentially remain in this position during the reminder of the opening of element or gate
50
, and also as the element or gate
50
returns to the closed position illustrated in FIG.
11
. As element or gate
50
continues to move in a closing direction (to the left as seen in FIG.
11
), it will ultimately move to the closed position at which position the edge of the gate or element
50
passes from beneath the cam locking members
160
,
160
′. When this occurs, the ability of the lock mechanism
150
to automatically return to the locked condition automatically returns the cam locking members
160
,
160
′ to the position (illustrated in solid lines in
FIG. 11
) whereat the peripheral surface
162
b
again self-engages a portion of element or gate
50
in a manner inhibiting inadvertent movement of element or gate
50
toward the open position.
To effect vacuum or pneumatic unloading of the lading from the hopper car
10
, the closure assembly
250
on both ends of the transition or outlet tubes
240
,
242
of pan assembly
70
are opened and a vacuum intake (not shown) is connected to one of the outlet tubes
240
,
242
. Thereafter, the gate or first element
50
is opened in the manner described above to allow lading or materials to fall into the chamber
77
of the open top pan assembly
70
. As will be appreciated by those skilled in the art, air is admitted through the opposite outlet tube and flows through the passage
232
defined by the deflector or hood
220
to the vacuum intake. Lading particles or material in the hopper pass through the elongated lengthwise opening
236
leading to the passage
232
defined by the hood
220
where the air flow carries the particles through the passage
232
from whence they are drawn to the vacuum intake.
After the lading or material is pneumatically withdrawn from the hopper car
10
, the gate
50
of the gate assembly
30
may be returned to its closed position and the pan assembly
70
is moved to the open position. The lock assembly
150
serves in the same manner described above to releasably lock or maintain the gate
50
in the closed position. After again releasing the lock assembly
150
, the pan assembly
70
is moved to the open position to allow any residue materials remaining in the pan assembly
70
to be removed and cleaned therefrom. The ability to move or rotate the deflector or hood
220
from the position illustrated in
FIG. 17
to the position illustrated in
FIG. 18
facilitates cleaning of the pan assembly
70
.
Following cleaning thereof, the pan assembly
70
is returned to the closed position whereat it is releasably locked in place by the lock mechanism
150
. Hingedly mounting the deflector
220
to the pan assembly serves many purposes. As mentioned, hingedly mounting the deflector or hood
220
to the pan assembly
70
allows the deflector or hood
220
to be moved to facilitate cleaning of the pan assembly
70
. Moreover, hingedly connecting the hood
220
to the pan assembly
70
maintains the hood or deflector
220
in position relative to the ports or openings
224
leading from the pan assembly
70
. Additionally, hingedly mounting the deflector or hood structure
220
to the pan assembly
70
inhibits inadvertent damage to the hood structure
220
. That is, should the hood structure
220
remain in an open position as the pan assembly
70
moves toward the closed position, the hinged connection with the pan assembly
70
allows the hood structure
220
to automatically pivot into place thereby reducing the likelihood of damage thereto.
The closure assembly
250
associated with each outlet tube
240
,
242
of the pan assembly
70
furthermore facilitates pneumatic discharge of material from the hopper car
10
. With the closure assembly
250
, one-handed operation of each closure assembly
250
can be effected. Moreover, the cam structure
260
associated with each closure assembly
250
, when operated in combination with the retainer apparatus
280
, allows for a substantially equally distributed force to be applied to the gasket
254
used to seal the closure assembly
250
relative to the respective outlet tube
240
,
242
. Moreover, the preferred design of the closure assembly
250
retains the end cap or cover
252
in operable association with the respective outlet tube whether the cap
252
is in an open position or a closed position.
From the foregoing, it will be observed that numerous modifications and variations can be effected without departing from the true spirit and novel concept of the present invention. Moreover, it will be appreciated the present disclosure is intended to set forth exemplifications of the invention which are not intended to limit the invention to the specific embodiments illustrated. Rather, this disclosure is intended to cover by the appended claims all such modifications and variations as fall within the spirit and scope of the claims.
Claims
- 1. A discharge gate assembly for a railroad hopper car, said discharge gate assembly comprising:a rigid frame defining a discharge opening; a first element carried by said frame and extending across said discharge opening; a second element carried by said frame and extending across said discharge opening, said first and second elements being arranged in vertically spaced relation relative to each other; a first drive mechanism including a first operating shaft assembly mounted on said frame for moving said first element relative to said frame; a second drive mechanism including a second operating shaft assembly mounted on said frame for moving said second element relative to said frame; and wherein said first and second operating shafts are each rotatably mounted about an axis which is fixed relative to the frame, with said axes being disposed in a substantially common horizontal plane relative to each other.
- 2. The discharge gate assembly according to claim 1 wherein said first and second drive mechanisms each include a rack and pinion assembly arranged in operable combination with the operating shaft assembly of the respective drive mechanism.
- 3. The discharge gate assembly according to claim 2 wherein each rack and pinion assembly includes a rack operably associated with a respective element, and with each rack being movable along a predetermined path of travel concomitantly with said respective element.
- 4. The discharge gate assembly according to claim 3 wherein a centerline of each operating shaft assembly is disposed to a common vertical side of the predetermined path of travel of the respective rack of said rack and pinion assembly.
- 5. The discharge gate assembly according to claim 1 further including seal structure arranged in combination with said frame and said second element for inhibiting contaminants from passing inwardly toward said discharge opening.
- 6. The discharge gate assembly according to claim 1 further including a lock mechanism for inhibiting inadvertent movement of said first element relative to said frame.
- 7. The discharge gate assembly according to claim 1 further including a lock mechanism for inhibiting inadvertent movement of said second element relative to said frame.
- 8. The discharge gate assembly according to claim 1 wherein said first element is a discharge gate slidably moveable along a generally horizontal path of travel relative to said frame, with said gate having an upper surface and a lower surface.
- 9. The discharge gate assembly according to claim 8 wherein said frame further includes a stationary support extending across said discharge opening beneath the lower surface of said gate and above said second element.
- 10. The discharge gate assembly according to claim 1 wherein said second element is a pan assembly movable along a generally horizontal path of travel relative to said frame.
- 11. The discharge gate assembly according to claim 1 wherein said first operating shaft assembly includes an operating shaft supported on said frame for rotation and having capstans removably connected at opposite ends thereof.
- 12. The discharge gate assembly according to claim 1 wherein said first operating shaft assembly includes an operating shaft supported on said frame for rotation and having capstans removably connected at opposite ends thereof.
- 13. The discharge gate assembly according to claim 1 wherein a tamper seal arrangement is provided in combination with said first drive mechanism for accepting a seal for visually indicating whether said first element has been moved toward an open position.
- 14. The discharge gate assembly according to claim 1 wherein seal structure is provided between said first element and said frame for inhibiting debris from passing inwardly toward said discharge opening.
- 15. The discharge gate assembly according to claim 1 wherein said first element and second element are each mounted on the rigid frame in generally parallel relationship relative to each other.
- 16. A discharge gate assembly for a railroad car, said gate assembly comprising:a frame structure configured for attachment to said hopper car and defining a discharge opening, said frame structure including a pair of side walls extending generally parallel to a longitudinal axis of said hopper car and a pair of end walls rigidly interconnected to said side walls; a first element mounted on said frame structure for sliding movement relative to said discharge opening between open and closed positions; a second element mounted on said frame structure beneath said first element for sliding movement relative to said discharge opening between open and closed positions; a first drive mechanism including a first operating shaft assembly mounted on said frame for rotation about a first axis which is fixed relative to the frame structure, and with said first drive mechanism moving said first element between said open and closed positions; a second drive mechanism including a second operating shaft assembly mounted on said frame in horizontally spaced relation from said first operating shaft assembly for rotation about a second axis which is fixed relative to the frame structure, with said second drive mechanism moving said second element between said open and closed positions; and wherein said first and second operating shaft assemblies each extend generally parallel to an end wall of said frame structure and are arranged in a substantially common horizontal plane relative to each other to minimize the distance said gate assembly depends from said hopper car thereby enhancing clearance under the gate assembly.
- 17. The discharge gate assembly according to claim 16 wherein said first and second drive mechanisms each include a rack and pinion assembly arranged in operable combination with the operating shaft assembly of the respective drive mechanism.
- 18. The discharge gate assembly according to claim 17 wherein each rack and pinion assembly includes a pair of laterally spaced racks extending generally parallel to a side wall of said frame structure and operably associated with a respective element such that said racks and their respective element concomitantly move relative to each other, with said racks being movable along a predetermined path of travel, and wherein each rack and pinion assembly further includes pinions arranged in intermeshing relation relative to said racks.
- 19. The discharge gate assembly according to claim 18 wherein the fixed axes of said first and second operating shaft assemblies are disposed to a common vertical side of the predetermined path of travel of the racks of said rack and pinion assemblies thereby allowing the operating shaft assemblies to rotate in common directions to close the first and second elements and in common directions to open the first and second elements.
- 20. The discharge gate assembly according to claim 18 wherein the racks of each rack and pinion assembly are disposed outwardly from and to opposite sides of the discharge opening defined by said frame structure.
- 21. The discharge gate assembly according to claim 18 wherein said frame structure further includes a rigid stationary support extending across said discharge opening and beneath said first element for inhibiting deflection of said first element.
- 22. The discharge gate assembly according to claim 18 wherein said racks of said second drive mechanism are disposed in elevated relation relative to an underlying portion of said frame structure for effectively lowering the coefficient of friction between the racks operably associated with said second element and said frame structure.
- 23. The discharge gate assembly according to claim 16 further including a lock mechanism for inhibiting inadvertent movement of said first element relative to said frame structure.
- 24. The discharge gate assembly according to claim 16 further including a lock mechanism for inhibiting inadvertent movement of said second element relative to said frame structure.
- 25. The discharge gate assembly according to claim 16 further including a lock mechanism for inhibiting inadvertent movement of either said first element or said second element relative to said frame structure.
- 26. The discharge gate assembly according to claim 25 wherein said lock mechanism comprises a manually operated assembly including an elongated shaft operably arranged between the first and second operating shaft assemblies.
- 27. The discharge gate assembly according to claim 16 wherein said first element is a discharge gate sidably movable along a generally horizontal path of travel relative to said frame structure, with said gate having upper and lower surfaces.
- 28. The discharge gate assembly according to claim 16 wherein said second element is an open top pan assembly defining a chamber having an opening through which particulate material can be removed under the influence of a pressure differential.
- 29. The discharge gate assembly according to claim 16 wherein said first operating shaft assembly is of multipiece construction and includes an operating shaft rotatably mounted on said frame structure, said operating shaft having capstans removably attached at opposite ends thereof.
- 30. The discharge gate assembly according to claim 16 wherein said second operating shaft assembly is of multipiece construction and includes an operating shaft rotatably mounted on said frame structure, said operating shaft having capstans removably attached at opposite ends thereof.
- 31. The discharge gate assembly according to claim 16 further including a tamper seal arrangement provided on said first drive mechanism for accepting a breakable seal for visually indicating whether said first element has been moved toward an open position.
- 32. The discharge gate assembly according to claim 16 further including seal structure between said first element and said frame for inhibiting debris from passing inwardly toward said discharge opening.
- 33. The discharge gate assembly according to claim 16 wherein the first element and second element are each mounted on the frame for movement in generally parallel directions relative to each other.
- 34. A combination gravity/pneumatic hopper car discharge gate assembly, comprising:a four sided frame structure defining a discharge opening, said frame structure including a pair of generally parallel side walls having diverging angular surfaces extending upwardly from said opening toward an upper surface of said frame structure and a pair of generally parallel end walls having diverging angular surfaces extending upwardly from said opening toward said upper surface of said frame structure, said frame structure further including spaced parallel beams extending from said side walls of said frame structure to define extensions thereof; a gate supported on said frame structure for generally linear sliding movement along a predetermined path of travel and in opposed directions extending across said discharge opening between open and closed positions; a vacuum pan assembly carried on said frame structure beneath said gate for generally linear sliding movement along a predetermined path of travel and in opposed directions extending across said discharge opening between open and closed positions, said pan assembly defining a chamber disposed below said gate, with said chamber having pneumatic inlet and outlet conduits leading therefrom; a first drive mechanism including a first operating shaft assembly arranged in combination with said beams of said frame structure and which rotates about a first axis which is fixed relative to the frame structure and which is disposed above the predetermined path of travel of and for moving said gate between said open and closed positions in response to operation of said first drive mechanism; a second drive mechanism including a second operating shaft assembly arranged in combination with said beams of said frame structure and which rotates about a second axis which is fixed relative to the frame structure and which is disposed above the predetermined path of travel of and for moving said pan assembly between said open and closed positions in response to operation of said second drive mechanism; and wherein said first and second operating shaft assemblies are arranged a substantially equivalent vertical distance from the upper surface of and extend generally parallel to the end walls of said frame structure.
- 35. The combination gravity/pneumatic hopper car discharge gate assembly according to claim 34 wherein said frame structure further includes a stationary support extending across said opening beneath said gate for inhibiting said gate from deflecting beyond a predetermined limit.
- 36. The combination gravity/pneumatic hopper car discharge gate assembly according to claim 34 wherein ultra-high molecular weight polyethylene material is disposed between an undersurface of said gate and said support to promote sliding movement of said gate relative to said support.
- 37. The combination gravity/pneumatic hopper car discharge gate assembly according to claim 34 wherein partially crystalline lightweight thermoplastic material is disposed between an undersurface of said gate and said frame structure for promoting sliding movements of said gate relative to said frame structure.
- 38. The combination gravity/pneumatic hopper car discharge gate assembly according to claim 34 wherein said first drive mechanism includes a pair of racks extending generally parallel to the side walls of said frame structure and movable concomitantly with said gate, said first drive mechanism further including a pair of pinions mounted on said first operating shaft assembly and arranged in intermeshing relationship with said racks of said first drive mechanism for moving said gate in response to rotation of said first operating shaft assembly.
- 39. The combination gravity/pneumatic hopper car discharge gate assembly according to claim 38 wherein said racks of said first drive mechanism are disposed to opposite lateral sides of the discharge opening defined by said frame structure.
- 40. The combination gravity/pneumatic hopper car discharge gate assembly according to claim 39 wherein an ultra-high molecular weight polyethylene material separates said racks of said first drive mechanism from said frame structure thereby lowering the coefficient of friction between said racks of said first drive mechanism and said frame structure as said gate moves between the open and the closed positions.
- 41. The combination gravity/pneumatic hopper car discharge gate assembly according to claim 38 wherein said racks are separated from said frame structure so as to lower the coefficient of friction between said racks and said frame structure as said gate moves between the open and the closed positions.
- 42. The combination gravity/pneumatic hopper car discharge gate assembly according to claim 34 wherein said second drive mechanism further includes a pair of racks extending generally parallel to the side walls of said frame structure and movable concomitantly with said pan assembly, said second drive mechanism further including a pair of pinions mounted on said second operating shaft assembly and arranged in intermeshing relationship with said racks of said second drive mechanism for moving said pan assembly in response to rotation of said second operating shaft assembly.
- 43. The combination gravity/pneumatic hopper car discharge gate assembly according to claim 42 wherein said racks of said second drive mechanism are disposed to opposite lateral sides of the discharge opening defined by said frame structure.
- 44. The combination gravity/pneumatic hopper car discharge gate assembly according to claim 43 wherein an ultra-high molecular weight polyethylene material separates said racks of said second drive mechanism from said frame structure thereby lowering the coefficient of friction between said racks of said second drive mechanism and said frame structure as said pan assembly moves between the open and the closed positions.
- 45. The combination gravity/pneumatic hopper car discharge gate assembly according to claim 34 further including a tamper seal arrangement provided on said first drive mechanism for accepting a seal for visually indicating whether the first element has been moved toward the open position.
- 46. The combination gravity/pneumatic hopper car discharge gate assembly according to claim 34 further including seal structure between said gate and said frame for inhibiting debris from passing inwardly toward said discharge opening.
- 47. The combination gravity/pneumatic hopper car discharge gate assembly according to claim 34 further including seal structure disposed between said pan assembly and an underside of said gate for inhibiting debris from contaminating the underside of said gate.
- 48. The combination gravity/pneumatic hopper car discharge gate assembly according to claim 34 further including a lock assembly for inhibiting inadvertent movement of said gate relative to said frame structure.
- 49. The combination gravity/pneumatic hopper car discharge gate assembly according to claim 48 wherein said lock assembly includes an elongated rotatable shaft supported at opposite ends by said beams of said frame structure, with said shaft having at least one stop member mounted thereon which, when said gate is in the closed position, engages said gate thereby inhibiting significant movement of said gate toward the open position for a first rotational position of said lock assembly, and in another rotational position of said lock assembly said stop member is removed from engagement with the gate and is disposed to allow the gate to move toward the open position.
- 50. The combination gravity/pneumatic hopper car discharge gate assembly according to claim 49 wherein said lock assembly is manually operated, and wherein the rotatable shaft of said lock assembly defines a longitudinal axis disposed above the path of travel of said gate.
- 51. The combination gravity/pneumatic hopper car discharge gate assembly according to claim 34 further including a lock assembly for inhibiting inadvertent movement of said pan assembly relative to said frame structure.
- 52. The combination gravity/pneumatic hopper car discharge gate assembly according to claim 51 wherein said lock assembly includes an elongated rotatable shaft supported at opposite ends by said beams of said frame structure, with said shaft having at least one stop member mounted thereon which, when said pan assembly is in the closed position, engages a portion of said pan assembly thereby inhibiting significant movement of said pan assembly toward the open position for a first rotational position of said lock assembly, and in another rotational position of said lock assembly said stop member is removed from engaging said portion of the pan assembly and is disposed to allow the pan assembly to move toward the open position.
- 53. The combination gravity/pneumatic hopper car discharge gate assembly according to claim 34 further including a lock assembly for inhibiting inadvertent movement of either said gate or said pan assembly relative to said frame structure.
- 54. The combination gravity/pneumatic hopper car discharge gate assembly according to claim 53 wherein said lock assembly comprises a manually operated assembly including an elongated shaft operably arranged between and extending generally parallel to the first and second operating shaft assemblies.
- 55. The combination gravity/pneumatic hopper car discharge gate assembly according to claim 54 wherein said lock assembly further includes a first stop member mounted on said elongated shaft for rotation therewith and which, when said gate is in the closed position, engages said gate thereby inhibiting significant movement of said gate toward the open position for a first rotational position of said lock assembly, and in another rotational position of said lock assembly said stop member is removed from engagement with said gate and is disposed to allow the gate to move toward the open position.
- 56. The combination gravity/pneumatic hopper car discharge gate assembly according to claim 54 wherein said lock assembly further includes a second stop member mounted on said elongated shaft for rotation therewith and which, when said pan assembly is in the closed position, engages a portion of said pan assembly thereby inhibiting significant movement of said pan assembly toward the open position for a first rotational position of said lock assembly, and in another rotational position of said lock assembly said second stop member is removed from engaging said portion of said pan assembly thereby allowing the pan assembly to move toward the open position.
- 57. A railroad hopper car having an enclosure for holding and transporting material and an opening through which the material in said enclosure is discharged from said hopper car, and a gate assembly for controlling the discharge of material from said hopper car either pneumatically or gravitationally, said gate assembly comprising:a rigid frame connected to said enclosure and disposed about said opening; an open top pan assembly having a pneumatic outlet allowing for material to pass therethrough under the influence of a pressure differential, said pan assembly being slidably mounted on said frame for movements between a closed position, wherein said pan assembly extends beneath and across said opening, and an open position, wherein said pan assembly is removed from beneath said opening; a gate operably mounted on said frame between said opening and said pan assembly, with said gate being slidably movable between a closed position, wherein said gate extends across said opening, and an open position, wherein said gate is removed from beneath said opening; a pan assembly drive mechanism including a first operating shaft assembly supported on said frame for rotation about an axis which is spatially fixed relative to the frame, with said first operating shaft assembly moving said pan assembly between the open and closed positions and relative to said opening in response to rotation thereof; a gate drive mechanism including a second operating shaft assembly supported on said frame for rotation about an axis which is spatially fixed relative to the frame, with said second operating shaft assembly moving said gate between the open and closed positions and relative to said opening in response to rotation thereof; and wherein the first and second operating shaft assemblies are arranged in a substantially common horizontal plane relative to each other to minimize a distance between an upper surface of said frame structure and a lower surface of said pan assembly.
- 58. The hopper car according to claim 57 wherein said frame further includes a stationary support extending across said opening beneath said gate for inhibiting said gate from deflecting beyond a predetermined limit.
- 59. The hopper car according to claim 58 wherein ultra-high molecular weight polyethylene material is disposed between an undersurface of said gate and said support to promote sliding movement of said gate relative to said support.
- 60. The hopper car according to claim 57 wherein partially crystalline lightweight thermoplastic material is disposed between an undersurface of said gate and said frame for promoting sliding movements of said gate relative to said frame.
- 61. The hopper car according to claim 57 wherein said gate drive mechanism further includes a pair of racks concomitantly movable with said gate, said gate drive mechanism further including a pair of pinions mounted on said second operating shaft assembly and arranged in intermeshing relationship with said racks of said gate drive mechanism for moving said gate in response to rotation of said second operating shaft assembly.
- 62. The hopper car according to claim 61 wherein said racks of said gate drive mechanism are elevated from said frame so as to lower the coefficient of friction between said racks and said frame as said gate moves between the open and the closed positions.
- 63. The hopper car according to claim 61 wherein an ultra-high molecular weight polyethylene material separates said racks of said gate drive mechanism from said frame thereby lowering the coefficient of friction between said racks of said gate drive mechanism and said frame as said gate moves between the open and the closed positions.
- 64. The hopper car according to claim 57 wherein said pan assembly drive mechanism further includes a pair of racks movable concomitantly with said pan assembly, said pan assembly drive mechanism further including a pair of pinions mounted on said first operating shaft assembly and arranged in intermeshing relationship with said racks of said pan assembly drive mechanism for moving said pan assembly in response to rotation of said first operating shaft assembly.
- 65. The hopper car according to claim 64 wherein an ultra-high molecular weight polyethylene material separates said racks of said pan assembly drive mechanism from said frame thereby lowering the coefficient of friction between said racks of said pan assembly drive mechanism and said frame as said pan assembly moves between the open and the closed positions.
- 66. The hopper car according to claim 57 further including a tamper seat arrangement provided on said gate drive mechanism for visually indicating whether said gate drive mechanism has been operated to move said gate relative to said frame.
- 67. The hopper car according to claim 57 further including seal structure disposed between said pan assembly and an underside of said gate for inhibiting debris from contaminating the underside of said gate.
- 68. The hopper car according to claim 57 further including seal structure between said gate, said pan assembly, and said frame for inhibiting debris from passing inwardly toward said discharge opening.
- 69. The hopper car according to claim 57 further including a lock assembly for inhibiting inadvertent movement of said gate relative to said frame.
- 70. The hopper car according to claim 69 wherein said lock assembly includes an elongated rotatable shaft supported at opposite ends by said frame, with said shaft having at least one stop member mounted thereon which, when said gate is in the closed position, engages said gate thereby inhibiting significant movement of said gate toward the open position for a first rotational position of said lock assembly, and in another rotational position of said lock assembly said stop member is removed from engaging said gate and is disposed to allow the gate to move toward the open position.
- 71. The hopper car according to claim 70 wherein said lock assembly is manually operated, and wherein the rotatable shaft of said lock assembly defines a longitudinal axis disposed above the path of travel of said gate.
- 72. The hopper car according to claim 57 further including a lock assembly for inhibiting inadvertent movement of said pan assembly relative to said frame.
- 73. The hopper car according to claim 72 wherein said lock assembly includes an elongated rotatable shaft supported at opposite ends by said frame, with said shaft having at least one stop member mounted thereon which, when said pan assembly is in the closed position, engages a portion of said pan assembly thereby inhibiting significant movement of said pan assembly toward the open position for a first rotational position of said lock assembly, and in another rotational position of said lock assembly said stop member is removed from engaging said portion of said pan assembly thereby allowing the pan assembly to move toward the open position.
- 74. The hopper car according to claim 73 wherein said lock assembly is manually operated, and wherein the rotatable shaft of said lock assembly defines a longitudinal axis disposed above the path of travel of said pan assembly.
- 75. The hopper car according to claim 57 further including a lock assembly for inhibiting inadvertent movement of either said gate or said pan assembly relative to said frame and toward their open positions.
- 76. The hopper car according to claim 75 wherein said lock assembly comprises a manually operated assembly including an elongated shaft rotatably supported toward opposite ends by said frame and operably disposed between said first and second operating shaft assemblies.
- 77. The hopper car according to claim 76 wherein said lock assembly further includes a first stop member mounted on said elongated shaft for rotation therewith and which, when said gate is in the closed position, engages said gate thereby inhibiting significant movement of said gate toward the open position for a first rotational position of said lock assembly, and in another rotational position of said lock assembly said stop member is removed from engaging the gate and is disposed to allow the gate to move toward the open position.
- 78. The hopper car according to claim 77 wherein said lock assembly further includes a second stop member mounted on said elongated shaft for rotation therewith and which, when said pan assembly is in the closed position, engages a portion of said pan assembly thereby inhibiting significant movement of said pan assembly toward the open position for a first rotational position of said lock assembly, and in another rotational position of said lock assembly said second stop member is removed from engaging said portion of said pan assembly and is disposed to allow the pan assembly to move toward the open position.
- 79. A discharge gate assembly for a railroad car, said gate assembly comprising:a rigid frame structure defining an upper surface for said gate assembly and having interconnected walls defining a discharge opening; a first element mounted on said frame structure for sliding movement relative to said discharge opening between open and closed positions; a second element mounted on said frame structure beneath said first element for sliding movement relative to said discharge opening between open and closed positions, with said second element defining a lower surface for said gate assembly; a first drive mechanism including a first operating shaft assembly for moving said first element between said open and closed positions; a second drive mechanism including a second operating shaft assembly for moving said second element between said open and closed positions; and wherein said first and second operating shaft assemblies are each mounted on said frame for rotation about an axis which is fixed relative to the frame and are disposed in horizontally adjacent relationship relative to each other and in a substantially common horizontal plane to minimize a distance between said upper surface and said lower surface of said gate assembly.
- 80. The discharge gate assembly according to claim 79 wherein said first and second drive mechanisms each include rack and pinion assembly arranged in operable combination with the operating shaft assembly of the respective drive mechanism.
- 81. The discharge gate assembly according to claim 79 wherein each rack and pinion assembly includes a pair of laterally spaced racks extending generally parallel to a side wall of said frame structure and operably associated with a respective element such that said racks and their respective element concomitantly move relative to each other, with said racks being movable along a predetermined path of travel, and wherein each rack and pinion assembly further includes pinions arranged in intermeshing relation relative to said racks.
- 82. The discharge gate assembly according to claim 81 wherein the pinions of the rack and pinion assembly of the first drive mechanism have a different diameter than the pinions of the rack and pinion assembly of the second drive mechanism such that a vertical distance between the fixed axes of the first and second operating shaft assemblies is minimized.
- 83. The discharge gate assembly according to claim 81 wherein the fixed axes of said first and second operating shaft assemblies are disposed to a common vertical side of the predetermined path of travel of the racks of said rack and pinion assemblies thereby allowing the operating shaft assemblies to rotate in common directions to close the first and second elements and in common directions to open the first and second elements.
- 84. The discharge gate assembly according to claim 81 wherein the racks of each rack and pinion assembly are disposed outwardly from and to opposite sides of the discharge opening defined by said frame structure.
- 85. The discharge gate assembly according to claim 79 further including a lock mechanism for inhibiting inadvertent movement of said first element relative to said frame structure.
- 86. The discharge gate assembly according to claim 79 further including a lock mechanism for inhibiting inadvertent movement of said second element relative to said frame structure.
- 87. The discharge gate assembly according to claim 79 further including a lock mechanism for inhibiting inadvertent movement of either said first element or said second element relative to said frame structure.
- 88. The discharge gate assembly according to claim 79 wherein said first element is a discharge gate sidably movable along a generally horizontal path of travel relative to said frame structure.
- 89. The discharge gate assembly according to claim 88 wherein said second element is an open top pan assembly sidably movable along a generally horizontal path of travel relative to said frame structure.
- 90. The discharge gate assembly according to claim 89 wherein the generally horizontal path of travel of the gate and the generally horizontal path of travel of the open top pan assembly extend in generally parallel directions relative to each other.
- 91. A gate assembly for a railroad hopper car, comprising:a rigid frame defining a discharge opening; and two elements mounted on the frame for independent movement between open and closed positions relative to said discharge opening through operation of independently operable shaft assemblies, each of which rotates about an axis fixed relative to the frame, with said axes being arranged in a generally common horizontal plane, and with said independently operable shaft assemblies permitting independent movement of the elements relative to the frame while permitting concurrent validation regarding cleanliness of commodity contacting surface areas on the elements as the elements move from their closed position to their open position.
US Referenced Citations (37)