GRATE TRACK WITH CENTER HINGE

Abstract

A railcar system is disclosed. The railcar system comprises a railcar and a grate track assembly disposed longitudinally within the railcar. The grate track assembly comprises: a first grate; a second grate; and a center hinge disposed between the first grate and the second grate. The center hinge is rotatably coupled to the first grate along a first longitudinal edge of the center hinge and rotatably coupled to the second grate along a second longitudinal edge of the center hinge.

Description

TECHNICAL FIELD OF THE DISCLOSURE

This disclosure relates generally to a grate track, and more particularly to a grate track having a center hinge.

BACKGROUND

Wheel chocks are objects (e.g., having a wedge, block, or other suitable shape) placed against a wheel to prevent it from moving. When vehicles or other large freight are carried by a container, a rack, or a deck for long-distance transportation, they typically need several chocks to be well-fixed to prevent movement and collision during transport. For instance, a container may be outfitted with multiple grate tracks on the floor of the container so that the chock(s) may be placed against a tire of the vehicle (or other type of freight) and fixed to the grate track to constrain movement of the vehicle or freight during transport.

FIGS. 1A and 1B illustrate examples of a chock applied to a grate track. More particularly, FIG. 1A illustrates a grate track 102 comprising an outboard hinge 104 installed on a rack (e.g., a rack of an auto transport trailer) for transportation. Outboard hinge 104 may be fixed to the rack with multiple fasteners and coupled to grate track 102 along one of its longitudinal sides to allow grate track 102 to be flipped over (e.g., to allow a user to clean under the rack or facilitate removal of snow and ice). In the example of FIG. 1A, a vehicle is positioned on the rack such that a tire 100a of the vehicle is positioned at least partially on grate track 102. After the vehicle is positioned on the rack, a chock 106 is placed against tire 100a. Chock 106 is then affixed to grate track 102. Chock 106 may be affixed to grate track 102 in a variety of ways. For example, chock 106 may be affixed to grate track 102 by using teeth to attach to the track. In some cases, the teeth may be a set of one or more hooks that engage a wire under the top layer of the track. A variety of types of hooks may be used. For example, some hooks may rotate to encircle the wire to prevent the wheel chock leaving the track. In some cases, the teeth may be fixed. Once affixed to grate track 102, the type of chock illustrated in FIG. 1A generates fore, aft, and cross-car forces. The use of another type of chock, a wheel chock with an extended lock connected by a strap over the tire, is described in relation to FIGURE lB below.

FIG. 1B illustrates another example of a chock applied to a grate track. Similar to FIG. 1A above, FIG. 1B illustrates a grate track 114 having an outboard hinge installed on a rack (not explicitly shown). In the example of FIG. 1B, a vehicle 100 is positioned on the rack such that a tire 100b of the vehicle is positioned at least partially on grate track 114. Chock 108 is placed against tire 100b. In the example of FIG. 1B, chock 108 comprises an extended lock 112 connected by a strap 110. To install chock 108, once vehicle 100 is positioned on grate track 114, chock 108 is positioned against a side of tire 100b and strap 110 is placed over tire 100b. Extended lock 112 is then attached to grate track 114 at the other side of tire 100b. Due to the use of strap 110 and extended lock 112, when chock 108 is applied to grate track 114, it generates fore, aft, cross-car, and upward forces.

Existing grate tracks were designed for wheel chocks that have fore, aft, and cross-car forces only (e.g., chock 106 described above in relation to FIG. 1A). When used with wheel chocks that have straps over the tires (e.g., chock 108 having extended lock 112 connected to chock 108 by strap 110 described above in relation to FIG. 1B), existing grate track designs suffer from certain deficiencies. For example, wheel chocks used with a strap and extended lock add an upward force. The upward force from the strap and chock can cause problems, such as pulling out hinge fasteners and raising the ends of the grate track panels where they adjoin each other. An outboard hinge (e.g., outboard hinge 104 described above in relation to FIG. 1A) does not provide a good anchor for a strap and allows vehicle movement as the grate track lifts. Thus, existing grate track designs do not provide a solid anchor for a vehicle or other large freight during transportation. Moreover, when the upward force pulls up the ends of the grate track, the grate track may cause damage to the underside of the vehicle being transported. In addition to these problems, existing grate tracks may be too heavy for a user to lift, which makes cleaning under them difficult and can cause problems with removing snow and ice when necessary. Accordingly, there is a need for an improved grate track design that alleviates these problems.

SUMMARY

To address the foregoing problems with existing solutions, disclosed is a railcar system. The railcar system comprises a railcar and a grate track assembly disposed longitudinally within the railcar. The grate track assembly comprises: a first grate; a second grate; and a center hinge disposed between the first grate and the second grate. The center hinge is rotatably coupled to the first grate along a first longitudinal edge of the center hinge and rotatably coupled to the second grate along a second longitudinal edge of the center hinge.

In certain embodiments, a width of the first grate may be different from a width of the second grate. In certain embodiments, the width of the first grate may be eighteen inches. In certain embodiments, the width of the second grate may be four and one-half inches. In certain embodiments, a width of the center hinge may be one and one-half inches.

In certain embodiments, a width of the first grate may be the same as a width of the second grate.

In certain embodiments, the first grate may comprise a first gap separating the first grate into a first first-grate portion and a second first-grate portion, the first gap running parallel to a lateral axis of the first grate. The second grate may comprise a second gap separating the second grate into a first second-grate portion and a second second-grate portion, the second gap running parallel to a lateral axis of the second grate. In certain embodiments, a position of the first gap and a position of the second gap may be staggered with respect to each other within the grate track assembly. In certain embodiments, the first first-grate portion and the second first-grate portion may be operable to rotate from a first position to a second position. The first first-grate portion may be operable to remain in the first position while the second first-grate portion is in the second position. The second first-grate portion may be operable to remain in the first position while the first first-grate portion is in the second position. In certain embodiments, the railcar system may further comprise a vehicle positioned within the railcar. The vehicle may comprise at least one tire positioned at least partially on the grate track assembly. The railcar system may further comprise a chock positioned over the center hinge on the grate track assembly and adjacent to the at least one tire. The chock may comprise an extended lock connected to the chock by a strap positioned over the at least one tire. The chock may be locked to both the first grate and the second grate.

In certain embodiments, the center hinge may be affixed to a deck of the railcar using a plurality of fasteners. In certain embodiments, the center hinge may comprise a twin hinge. In certain embodiments, the first grate may comprise a top wire and a bottom wire forming a two-layer grate.

Also disclosed is a grate track assembly. The grate track assembly comprises: a first grate; a second grate; and a center hinge disposed between the first grate and the second grate. The center hinge is rotatably coupled to the first grate along a first longitudinal edge of the center hinge and rotatably coupled to the second grate along a second longitudinal edge of the center hinge.

In certain embodiments, a width of the first grate may be different from a width of the second grate. In certain embodiments, the width of the first grate may be eighteen inches. In certain embodiments, the width of the second grate may be four and one-half inches. In certain embodiments, a width of the center hinge may be one and one-half inches. In certain embodiments, a width of the first grate may be the same as a width of the second grate.

In certain embodiments, the first grate may comprise a first gap separating the first grate into a first first-grate portion and a second first-grate portion, the first gap running parallel to a lateral axis of the first grate. The second grate may comprise a second gap separating the second grate into a first second-grate portion and a second second-grate portion, the second gap running parallel to a lateral axis of the second grate. In certain embodiments, a position of the first gap and a position of the second gap may be staggered with respect to each other within the grate track assembly. In certain embodiments, the first first-grate portion and the second first-grate portion may be operable to rotate from a first position to a second position. The first first-grate portion may be operable to remain in the first position while the second first-grate portion is in the second position. The second first-grate portion may be operable to remain in the first position while the first first-grate portion is in the second position.

In certain embodiments, the center hinge may comprise a twin hinge. In certain embodiments, the first grate may comprise a top wire and a bottom wire forming a two-layer grate.

Also disclosed is a method. The method comprises forming a grate track assembly, the grate track assembly comprising: a first grate; a second grate; and a center hinge disposed between the first grate and the second grate. The center hinge is rotatably coupled to the first grate along a first longitudinal edge of the center hinge and rotatably coupled to the second grate along a second longitudinal edge of the center hinge. The method comprises affixing the grate track assembly to a transport vehicle.

In certain embodiments, the method may comprise positioning a vehicle within the transport vehicle. The vehicle may comprise at least one tire positioned at least partially on the grate track assembly affixed to the transport vehicle. In certain embodiments, the method may comprise securing the vehicle to the grate track assembly using a chock positioned over the center hinge on the grate track assembly and adjacent to the at least one tire. The chock may comprise an extended lock connected to the chock by a strap positioned over the at least one tire. The chock may be locked to both the first grate and the second grate.

Certain embodiments disclosed herein may have one or more technical advantages. For example, certain embodiments may place the center hinge in line nominally with an upward force from a strap. This advantageously results in a stronger grate track with a center hinge to resist pull forces from the chock, which may improve the durability of the grate track and reduce or prevent damage to the vehicle or other freight due to track lift during transportation. As another example, certain embodiments may stagger grate track panel ends, which advantageously decreases track dead spots for strap connections. As still another example, certain embodiments may advantageously lessen the weight and cost of the grate track by using a center hinge, which allows a size of the grate to be reduced. As yet another example, certain embodiments may provide a grate track in various sizes to accommodate different needs, such as transporting a vehicle with double wheels or a larger deck. Other advantages may be readily apparent to one having skill in the art. Certain embodiments may have none, some, or all of the recited advantages.

BRIEF DESCRIPTION OF THE DRAWINGS

For a more complete understanding of this disclosure, reference is now made to the following brief description, taken in connection with the accompanying drawings and detailed description, wherein like reference numerals represent like parts:

FIGS. 1A and 1B illustrate examples of a chock applied to a grate track;

FIGS. 2A and 2B illustrate an example container installed with example grate tracks;

FIG. 3 illustrates a top view of an example grate track with a center hinge, in accordance with certain embodiments;

FIGS. 4A, 4B and 4C illustrate an end view of an example grate track with a center hinge, in accordance with certain embodiments; and

FIG. 5 is a flowchart illustrating an exemplary method, in accordance with certain embodiments.

DETAILED DESCRIPTION

As described above, existing grate tracks with outboard hinges were designed for wheel chocks that have fore, aft, and cross-car forces only. When used with wheel chocks that have straps over the tires, however, existing grate track designs suffer from certain deficiencies. For example, wheel chocks used with a strap and extended lock add an upward force. The upward force from the strap and chock can cause problems, such as pulling out hinge fasteners and raising the ends of the grate track panels where they adjoin each other. An outboard hinge does not provide a good anchor for a strap and allows vehicle movement as the grate track lifts. Thus, existing grate track designs do not provide a solid anchor for the vehicle or other freight during transportation. Moreover, when the upward force pulls up the ends of the grate track, the grate track may cause damage to the underside of the vehicle being transported. Additionally, existing grate tracks may be too heavy for a user to lift, which makes cleaning under them difficult and can cause problems with removing snow and ice when necessary.

The present disclosure contemplates various embodiments that may address these and other deficiencies associated with existing grate track designs. In certain embodiments, this is achieved through a grate track design having a center hinge. As described in more detail herein, utilizing a center hinge enhances the strength of the grate track by providing a sturdier structure to withstand pull forces from a chock during transportation. A chock may be applied to the grate track and overlap with the center hinge so that an upward pull force caused by the chock may be eased by the center hinge. Thus, the center hinge described herein provides a more effective way to anchor a vehicle and/or freight in a container. Furthermore, certain embodiments may prevent damage to the vehicle and the freight during transportation because of the better anchor provided by the grate track disclosed herein.

Several embodiments are elaborated in this disclosure. According to one example embodiment, a grate track assembly is disclosed. The grate track assembly comprises: a first grate; a second grate; and a center hinge disposed between the first grate and the second grate. The center hinge may be rotatably coupled to the first grate along a first longitudinal edge of the center hinge and may be rotatably coupled to the second grate along a second longitudinal edge of the center hinge.

In certain embodiments, the center hinge may comprise a twin hinge. In certain embodiments, the first grate may comprise a top wire and a bottom wire forming a two-layer grate. In certain embodiments, a width of the first grate may be different from a width of the second grate. In certain embodiments, the width of the first grate may be eighteen inches. In certain embodiments, the width of the second grate may be four and one-half inches. In certain embodiments, a width of the center hinge may be one and one-half inches.

In certain embodiments, a width of the first grate may be the same as a width of the second grate.

In certain embodiments, the first grate may comprise a first gap separating the first grate into a first first-grate portion and a second first-grate portion, the first gap running parallel to a lateral axis of the first grate. The second grate may comprise a second gap separating the second grate into a first second-grate portion and a second second-grate portion, the second gap running parallel to a lateral axis of the second grate. In certain embodiments, a position of the first gap and a position of the second gap may be staggered with respect to each other within the grate track assembly. In certain embodiments, the first first-grate portion and the second first-grate portion may be operable to rotate from a first position to a second position. The first first-grate portion may be operable to remain in the first position while the second first-grate portion is in the second position. The second first-grate portion may be operable to remain in the first position while the first first-grate portion is in the second position.

In certain embodiments, a new hinge may be applied to an existing hinge to widen the grate track for dual rear wheel vehicles and/or extra wide track vehicles. For example, in certain embodiments a width of the center hinge may be one and one-half inches from a center line of a first longitudinal edge to a center line of a second longitudinal edge and may be a twin hinge. In certain embodiments, separate hinges may be used with the same distance between centerlines of the longitudinal edges of one and one-half inches. In either case, the resulting one and one-half inch spacing may advantageously mimic the grate spacing.

According to another example embodiment, a grate track comprises at least one grate and a hinge, wherein a total width of the at least one grate is at least 12 inches, and the hinge is rotatably coupled to a longitudinal side of the at least one grate with at least one side of the hinge. In certain embodiments, the hinge may be a twin hinge which is rotatably coupled to two grates with both sides of the twin hinge. In certain embodiments, the may comprise at least one gap to decrease dead spots of the grate.

The present disclosure contemplates that the grate track assemblies described herein may be used or mounted in a variety of transport vehicles. As a few non-limiting examples, the grate track assemblies described herein may be used or mounted in or on a railroad car, a semi-trailer, a truck, a container, a rack, a deck, or any other suitable vehicle for transporting other vehicles and/or large freight.

Certain embodiments may provide one or more technical advantages. For example, the various embodiments described herein may advantageously provide a grate track with a center hinge to secure a vehicle or other type of large freight from movement (e.g., during transport). When a vehicle is being fixed to a grate track by a chock with an extended lock, the center hinge of the grate track may advantageously resist the upward pull force from the chock, so that an end of the grate track is not raised during transport, which may reduce or eliminate damage to the underside of the vehicle. Furthermore, the grate track described herein may comprise at least one gap in the grate to keep the grate staggered and to reduce dead spots in the grate, so that the grate track may be protected from the pull forces of the chock during transportation. In addition, the use of a center hinge in certain embodiments of the present disclosure may advantageously lessen the weight and size of the grate track, allowing a user to more easily lift the grate to perform cleaning when necessary. A cost to manufacture the grate track may be reduced as well. Other objects, features, and advantages of the present disclosure will be apparent to persons of ordinary skill in the art in view of the following detailed description of the disclosure and the accompanying drawings.

Some of the embodiments contemplated by the present disclosure will now be described more fully with reference to the accompanying drawings. Other embodiments, however, are contained within the scope of the subject matter disclosed herein. The disclosed subject matter should not be construed as limited to only the example embodiments set forth herein; rather, these embodiments are provided by way of example to convey the scope of the subject matter to those skilled in the art.

FIGS. 2A and 2B illustrate an example container installed with example grate tracks. More particularly, FIG. 2A illustrates a conventional grate track 200a applied to a container for transportation. Grate track 200a comprises a grate 202 and an outboard (or side) hinge 204 coupled to the grate 202. Grate 202 may comprise 13 squares in width, and each square may be 1 ½″ by 1½″ resulting in a total width of 19½″. As can be seen in FIG. 2A, when a vehicle 206 comprising a dual rear wheel, such as a light truck, is positioned in the container, only an inner tire 208 of the dual rear wheel can be positioned on grate 202 of grate track 200a to be fixed by a chock. An outer tire 210 of the dual rear wheel is positioned partially outside of grate 202 due to the size of grate track 200a. In such a case, grate track 200a may not provide a secure fixation for vehicle 206.

FIG. 2B illustrates another conventional grate track 200b applied to a container for transportation. Two grate tracks 200b are installed in the bottom of the container along the longitudinal sides of the container. In some embodiments, due to the width of grate track 200b, when a vehicle 212 is positioned in the container, only right tire 214 can be positioned completely on grate track 200b and be fixed by chock 216. Left tire 218 may be positioned partially outside of grate track 200b and be stopped partially by chock 220. In such a case, grate track 200b may not be a good anchor to fix vehicle 212 in position.

FIG. 3 illustrates a top view of an example grate track with a center hinge, in accordance with certain embodiments. More particularly, FIG. 3 illustrates an example grate track 300 with a center hinge 302. Grate track 300 comprises a first grate 306, a second grate 307, and center hinge 302. Center hinge 302 comprises hinge edges 303a and 303b disposed on opposite longitudinal edges of center hinge 302. In the example embodiment of FIG. 3, center hinge 302 is coupled to first grate 306 along hinge edge 303a and coupled to second grate 307 along hinge edge 303b. In certain embodiments, center hinge 302 may be a twin hinge, such that both first grate 306 and second grate 307 are rotatably coupled to center hinge 302. For example, first grate 306 may be rotatably coupled to center hinge 302 via hinge edge 303a and second grate 307 may be rotatably coupled to center hinge 302 via hinge edge 303b. In certain embodiments, only one of first grate 306 and second grate 307 may be rotatably coupled to center hinge 302. For example, center hinge 302 may be rotatably coupled to first grate 306 via hinge edge 303a and coupled with second grate 307 on the opposite longitudinal edge of center hinge 302 via another type of joint.

Center hinge 302 may be installed in a transport vehicle (e.g., a railroad car, a semi-trailer, a truck, a container, a rack, a deck, etc.) using one or more fasteners 304. In some embodiments, fastener(s) 304 may be a round-head fastener, or any other suitable means to install grate track 300 such that the fastener 304 does not penetrate the tire of the vehicle or otherwise damage the freight. In certain embodiments, grate track 300 may be installed in a transport vehicle having rack posts. In such a scenario, center hinge 302 may allow portions of first grate 306 and second grate 307 to be notched out around the rack posts.

The present disclosure contemplates that grate track 300 may have any suitable dimensions. In certain embodiments, a width of first grate 306 may be different from a width of second grate 307. In certain embodiments, a width of first grate 306 may be the same as a width of second grate 307. Some non-limiting examples of possible dimensions for elements of grate track 300 are described below. It should be understood, however, that the present disclosure is not limited to the example dimensions described below.

As one example, first grate 306 and second grate 307 may comprise at least 6 squares in width with each square being 1½″ by 1½″, resulting in a total width of 9″. As another example, first grate 306 and second grate 307 may be at least 4½″ respectively in width. Furthermore, in some implementations a width of center hinge 302 may be equal to a width of the square of first grate 306 or second grate 307, which results in a total width of grate track 300 of at least 19½″.

In certain embodiments, center hinge 302 may not be at the center of first grate 306 and second grate 307. For example, first grate 306 may be 18″ in width, second grate 307 may be 4 ¼″ in width, and center hinge 302 may be 1½″ in width. In such a case, grate track 300 advantageously complies with the universal format to accommodate various freight, from passenger vehicles to dual real wheel (DRW) light trucks, in standard containers, racks, and decks.

Advantageously, grate track 300 may be flexible in size by changing the size of center hinge 302, first grate 306, or second grate 307 to fit different needs (which may vary by implementation). In certain embodiments, first grate 306 or second grate 307 may be 6″ or wider. In certain embodiments, first grate 306 may be the same size as second grate 307. In certain embodiments, first grate 306 may be wider or longer than second grate 307.

When a chock 310 is applied to grate track 300, chock 310 may be locked/fixed to both first grate 306 and second grate 307. In such a scenario, chock 310 is positioned over center hinge 302, such that an upward force caused by chock 310 during transportation is in line with center hinge 302 and may be offset by center hinge 302.

In certain embodiments, first grate 306 and second grate 307 may comprise a top wire 316 and a bottom wire (not explicitly shown) to form a two-layer grate. Center hinge 302 may be recessed below top wire 316 of at least one of the first grate 306 and the second grate 307, so that the teeth of chock 310 may engage top wire 316 only to enable chock 310 to straddle over center hinge 302. In some embodiments, at least one of first grate 306 and second grate 307 may have additional bottom wire(s) (e.g., along the longitudinal axis), so that the first grate 306 and the second grate 307 may provide stiffness strength in the longitudinal direction which is parallel to the center hinge 302 at ¾″ spacing, instead of 1½″.

In certain embodiments, first grate 306 may comprise at least one gap 308a to keep first grate 306 staggered and to reduce dead spots in grate 306. In the example embodiment of FIG. 3, gap 308 is parallel with the lateral axis of grate track 300. In certain embodiments, gap 308a may be implemented to separate first grate 306 into two portions, a first first-grate portion 312a and a second first-grate portion 314a. Using gap 308a to separate first grate 306 into first first-grate portion 312a and second first-grate portion 314a may advantageously enable first first-grate portion 312a and second first-grate portion 314a to be operated independently (e.g., moved between positions independently as described below in relation to FIGS. 4A-4C). When chock 310 is applied to grate track 300, especially a chock with an extended lock connected by a strap, the upward force caused by chock 310 would not raise first grate 306 entirely (which could cause damage to the underside of a vehicle or other freight) because straddling the end of first grate 306 may be stopped by the gap 308a. In certain embodiments, second grate 307 may also comprise at least one gap 308b. In the example embodiment of FIG. 3, gap 308b is parallel with the lateral axis of the grate track 300. In certain embodiments, gap 308b may be implemented to separate second grate 307 into two portions, a first second-grate portion 312b and a second second-grate portion 314b. Using gap 308b to separate second grate 307 into first second-grate portion 312b and second second-grate portion 314b may advantageously enable first second-grate portion 312b and second second-grate portion 314b to be operated independently (e.g., moved between positions independently as described below in relation to FIGS. 4A-4C). In certain embodiments, each of gaps 308a, 308b are staggered with respect to each other within the grate track 300. By staggering gaps 308a and 308b, the gaps may be separated by an appropriate distance to provide grate track 300 a less-weaved structure, in order to provide better protection to the vehicle in transport.

FIGS. 4A, 4B and 4C illustrate an end view of an example grate track with a center hinge, in accordance with certain embodiments. More particularly, FIGS. 4A, 4B, and 4C illustrate an example application of a grate track 400 with a center hinge 402. In the example embodiments of FIGS. 4A-4C, grate track 400 comprises a first grate 404, a second grate 405, and a center hinge 402. First grate 404 comprises a top wire 407a and a bottom wire 408a forming a two-layer grate. Similarly, second grate 405 comprises a top wire 407b and a bottom wire 408b forming a two-layer grate. Center hinge 402 comprises hinge edge 403a on one longitudinal side of center hinge 402 and hinge edge 403b on an opposite longitudinal side of center hinge 402. As described above, in certain embodiments one or both of hinge edges 403a, 403b may rotatably couple first grate 404 and second grate 405 to center hinge 402, respectively. In connection with the example embodiments of FIGS. 4A-4C, only the operation of first grate 404, rotatably coupled to center hinge 402 via hinge edge 403a, will be described. It should be understood, however, that in certain embodiments second grate 405 may also be rotatably coupled to center hinge 402 via hinge edge 403b. In such an implementation, it should be understood that second grate 405 will operate in an analogous manner to that described below with respect to first grate 404. Additionally, where gaps are used to separate one or both of first grate 404 and second grate 405 into different portions (as described above in relation to FIG. 3), each portion may be operated in an analogous manner to that described below.

Grate track 400 may be applied to a deck implemented in any vehicles or trailers for transportation of vehicles or other suitable types of freight. In FIG. 4A, grate track 400 is applied to a deck 406 (e.g., using one or more fasteners as described above in relation to FIG. 3). In FIG. 4A, first grate 404 is illustrated in a first position 404a. In FIG. 4B, when cleaning or maintenance is needed, an operator may rotate first grate 404 from the first position 404a to a second position 404b, for example to clean snow, ice, or other objects trapped underneath first grate 404. Furthermore, in FIG. 4C, an operator may also flip over first grate 404 from first position 404a to a third position 404c to lay first grate 404 on top of second grate 405 for maintenance, such as applying lubricant to hinge edge 403a of center hinge 402 or to replace a new hinge for center hinge 402. In certain embodiments, first grate 404 and second grate 405 may be rotated from 0° to 180°. In addition, an operator may easily perform any routine work or task for grate track 400 because of the light weight of first grate 404 and second grate 405. This is because of placement of center hinge 302 in between first grate 404 and second grate 405, which creates smaller sized grates in comparison to existing approaches that use an outboard hinge and a single grate. For example, in certain embodiments first grate 404 and second grate 405 may each comprise 6 squares in width, which is less than the 13 squares used for a conventional grate track. Therefore, grate track 400 is not as heavy as the conventional grate track, and furthermore, costs less to manufacture than the conventional grate track.

Indeed, one advantage of certain embodiments described herein is that, by implementing a center hinge in the grate track, a cost for manufacturing the grate track and a weight of the grate track may be reduced, and a structural strength of the grate track may be improved. The grate track with a center hinge as described in the present disclosure may advantageously resist the pull forces caused by chocks during transportation. Therefore, a durability of the grate track may be prolonged, and a stronger anchor may be provided to the freight during transportation.

FIG. 5 is a flowchart illustrating an exemplary method 500, in accordance with certain embodiments. Method 500 beings at step 501. At step 501, a grate track assembly is formed. The grate track assembly comprises: a first grate; a second grate; and a center hinge disposed between the first grate and the second grate. The center hinge is rotatably coupled to the first grate along a first longitudinal edge of the center hinge and rotatably coupled to the second grate along a second longitudinal edge of the center hinge.

In certain embodiments, the center hinge may comprise a twin hinge. In certain embodiments, the first grate and/or second grate may comprise a top wire and a bottom wire forming a two-layer grate.

In certain embodiments, a width of the first grate may be different from a width of the second grate. In certain embodiments, the width of the first grate may be eighteen inches. In certain embodiments, the width of the second grate may be four and one-half inches. In certain embodiments, a width of the center hinge may be one and one-half inches.

In certain embodiments, a width of the first grate may be the same as a width of the second grate.

In certain embodiments, the first grate may comprise a first gap separating the first grate into a first first-grate portion and a second first-grate portion, the first gap running parallel to a lateral axis of the first grate. The second grate may comprise a second gap separating the second grate into a first second-grate portion and a second second-grate portion, the second gap running parallel to a lateral axis of the second grate. In certain embodiments, a position of the first gap and a position of the second gap may be staggered with respect to each other within the grate track assembly. In certain embodiments, the first first-grate portion and the second first-grate portion may be operable to rotate from a first position to a second position. The first first-grate portion may be operable to remain in the first position while the second first-grate portion is in the second position. The second first-grate portion may be operable to remain in the first position while the first first-grate portion is in the second position.

At step 502, the grate track assembly is affixed to a transport vehicle. In certain embodiments, the grate track assembly may be affixed to the transport vehicle at the center hinge. For example, the center hinge may be affixed to a deck of the transport vehicle (e.g., a railcar) using a plurality of fasteners (e.g., a plurality of round-head fasteners).

In certain embodiments, the method may comprise positioning a vehicle within the transport vehicle, the vehicle comprising at least one tire positioned at least partially on the grate track assembly affixed to the transport vehicle.

In certain embodiments, the method may comprise securing the vehicle to the grate track assembly using a chock positioned over the center hinge on the grate track assembly and adjacent to the at least one tire. The chock may comprise an extended lock connected to the chock by a strap positioned over the at least one tire. The chock may be locked to both the first grate and the second grate.

Although particular embodiments and their advantages have been described in detail, it should be understood that various changes, substitutions and alternations can be made herein without departing from the spirit and scope of the embodiments. Particular embodiments of the present disclosure described herein may be used or mounted for a railroad car, a semi-trailer, a truck, a container, a rack, a deck, or any other vehicle for transportation.

Modifications, additions, or omissions may be made to the systems and apparatuses described herein without departing from the scope of the disclosure. The components of the systems and apparatuses may be integrated or separated. Moreover, the operations of the systems and apparatuses may be performed by more, fewer, or other components.

Modification, additions, or omissions may be made to the methods described herein without departing from the scope of the disclosure. The methods may include more, fewer, or other steps. Additionally, steps may be performed in any suitable order.

Although this disclosure has been described in terms of certain embodiments, alterations and permutations of the embodiments will be apparent to those skilled in the art. Accordingly, the above description of the embodiments does not constrain this disclosure. Other changes, substitutions, and alterations are possible without departing from the spirit and scope of this disclosure.

Claims

1. A railcar system, comprising: a railcar; anda grate track assembly disposed longitudinally within the railcar, the grate track assembly comprising: a first grate;a second grate; anda center hinge disposed between the first grate and the second grate, the center hinge rotatably coupled to the first grate along a first longitudinal edge of the center hinge and rotatably coupled to the second grate along a second longitudinal edge of the center hinge.

2. The railcar system of claim 1, wherein a width of the first grate is different from a width of the second grate.

3. The railcar system of claim 2, wherein: the width of the first grate is eighteen inches;the width of the second grate is four and one-half inches; anda width of the center hinge is one and one-half inches.

4. The railcar system of claim 1, wherein a width of the first grate is the same as a width of the second grate.

5. The railcar system of claim 1, wherein: the first grate comprises a first gap separating the first grate into a first first-grate portion and a second first-grate portion, the first gap running parallel to a lateral axis of the first grate; andthe second grate comprises a second gap separating the second grate into a first second-grate portion and a second second-grate portion, the second gap running parallel to a lateral axis of the second grate.

6. The railcar system of claim 5, wherein a position of the first gap and a position of the second gap are staggered with respect to each other within the grate track assembly.

7. The railcar system of claim 5, wherein: the first first-grate portion and the second first-grate portion are operable to rotate from a first position to a second position;the first first-grate portion is operable to remain in the first position while the second first-grate portion is in the second position; andthe second first-grate portion is operable to remain in the first position while the first first-grate portion is in the second position.

8. The railcar system of claim 1, further comprising: a vehicle positioned within the railcar, the vehicle comprising at least one tire positioned at least partially on the grate track assembly; anda chock positioned over the center hinge on the grate track assembly and adjacent to the at least one tire, the chock comprising an extended lock connected to the chock by a strap positioned over the at least one tire, wherein the chock is locked to both the first grate and the second grate.

9. The railcar system of claim 1, wherein the center hinge is affixed to a deck of the railcar using a plurality of fasteners.

10. The railcar system of claim 1, wherein: the center hinge comprises a twin hinge; andthe first grate comprises a top wire and a bottom wire forming a two-layer grate.

11. A grate track assembly, the grate track assembly comprising: a first grate;a second grate; anda center hinge disposed between the first grate and the second grate, the center hinge rotatably coupled to the first grate along a first longitudinal edge of the center hinge and rotatably coupled to the second grate along a second longitudinal edge of the center hinge.

12. The grate track assembly of claim 11, wherein a width of the first grate is different from a width of the second grate.

13. The grate track assembly of claim 12, wherein: the width of the first grate is eighteen inches;the width of the second grate is four and one-half inches; anda width of the center hinge is one and one-half inches.

14. The grate track assembly of claim 11, wherein a width of the first grate is the same as a width of the second grate.

15. The grate track assembly of claim 11, wherein: the first grate comprises a first gap separating the first grate into a first first-grate portion and a second first-grate portion, the first gap running parallel to a lateral axis of the first grate; andthe second grate comprises a second gap separating the second grate into a first second-grate portion and a second second-grate portion, the second gap running parallel to a lateral axis of the second grate.

16. The grate track assembly of claim 15, wherein a position of the first gap and a position of the second gap are staggered with respect to each other within the grate track assembly.

17. The grate track assembly of claim 15, wherein: the first first-grate portion and the second first-grate portion are operable to rotate from a first position to a second position;the first first-grate portion is operable to remain in the first position while the second first-grate portion is in the second position; andthe second first-grate portion is operable to remain in the first position while the first first-grate portion is in the second position.

18. The grate track assembly of claim 11, wherein: the center hinge comprises a twin hinge; andthe first grate comprises a top wire and a bottom wire forming a two-layer grate.

19. A method, comprising: forming a grate track assembly, the grate track assembly comprising: a first grate;a second grate; anda center hinge disposed between the first grate and the second grate, the center hinge rotatably coupled to the first grate along a first longitudinal edge of the center hinge and rotatably coupled to the second grate along a second longitudinal edge of the center hinge; andaffixing the grate track assembly to a transport vehicle.

20. The method of claim 19, further comprising: positioning a vehicle within the transport vehicle, the vehicle comprising at least one tire positioned at least partially on the grate track assembly affixed to the transport vehicle; andsecuring the vehicle to the grate track assembly using a chock positioned over the center hinge on the grate track assembly and adjacent to the at least one tire, the chock comprising an extended lock connected to the chock by a strap positioned over the at least one tire, wherein the chock is locked to both the first grate and the second grate.