BACKGROUND OF INVENTION
Certain conventional railroad cars have been long used to transport bulk material over relatively significant distances. Typical bulk materials include sand, gravel, coal, stone, agricultural material, and other particulate material. Such railroad cars can include mechanisms and structures to facilitate emptying (or “discharging”) of the bulk materials. Those structures can result in discharging of the bulk materials from the side of the railroad car or from the bottom of the railroad car. Further, those structures may be integral components of the railroad car, a railroad track, or a combination of both.
A conventional railroad side discharge car typically includes a body, also commonly called a hopper, configured for carrying bulk material. The body is typically supported by a frame, which is supported for linear movement on rails by a plurality of bogies, each bogie comprising a plurality of wheels, axles, and bearings. In one scenario, the body is typically rotatable about a longitudinal axis, thereby allowing the bulk material to flow from a side of the body. In another scenario, rather than rotating the body, the body can include a sloped floor configured to direct the bulk materials through a top-hinged door.
In certain instances, a conventional side discharge railroad car will have a body with a floor, opposing ends and opposing, rotatable sides. The floor, ends and the opposing, rotatable sides are configured to retain the bulk materials within a cavity formed therein. The rotatable sides are typically hinged at the top of the body and are configured to function as doors, thereby allowing the bulk materials to exit the body upon rotation of the body.
Rotation of the body of a conventional side discharge railroad car can be actuated by pneumatic cylinders, hydraulic cylinders and the like. In other instances, certain dump cars do not require any auxiliary power source, but rather the tractive power supplied by the locomotive serves as sufficient to actuate rotation. In many cases, rotation of the body and the resulting opening of a rotatable side does not result in a sufficient opening being created to allow discharging of all the bulk materials from the rotated body.
It would be desirable if side dump cars could be improved in a manner that would increase the efficiency of the discharging of bulk material.
SUMMARY OF INVENTION
This invention is directed toward a novel one-way dump railroad car configured for use in discharging bulk material carried in a body of the railroad car. The dump railroad car includes a first framework, supported for linear movement along a set of spaced-apart rails by a plurality of spaced-apart bogies. The first framework is configured to support the body for rotation about a first longitudinal axis. The body includes two opposing end walls, a first side wall, an opposing second side wall, and a floor. The dump railroad car further includes a dump roller assembly that is attached to the body via a second framework. The dump roller assembly and the second framework are configured to rotate about the first longitudinal axis enabling the body also to rotate about this axis.
A trackside assembly is configured to receive the dump roller assembly in a manner such as to guide the dump roller assembly as the dump railroad car continues to move in a linear direction along the rails. The profile of the trackside assembly combined with the speed of the linear motion of the dump railroad car, are configured to determine the speed of the discharge of the bulk materials contained in the body, the duration of the time the body is rotated, and the speed of the return of the body to a non-rotated orientation. As the dump car moves in the linear direction, the dump roller assembly is guided by the profile of the trackside channel. This motion of the dump roller assembly enables the rotation of the body, and subsequently enables the rotation of the second side wall.
A reciprocating mechanism, on one end is engaged with the second side wall to assist in the opening of the second side wall, while the other end of the reciprocating mechanism interfaces with the non-rotating first framework. The second side wall, in its rotated, open position, forms a discharge ramp that is continuous with the floor and configured to facilitate the discharging of the bulk materials from the body. The formation of the discharge ramp by the second side wall provides many benefits. First, it facilitates the discharging of bulk materials that are larger in size. Second, it enables the discharging of the bulk materials at a distance that is farther from the railroad car body. Finally, it facilitates the dumping of the entire load contained within the railroad car body.
BRIEF DESCRIPTION OF THE DRAWINGS
FIG. 1 is a front view of a first embodiment of a novel one-way dump railroad car.
FIG. 2 is a side view of the novel one-way dump railroad car of FIG. 1.
FIG. 3 is a front view of a portion of the novel one-way dump railroad car of FIG. 1 illustrating a dump roller assembly.
FIG. 4 is a schematic illustration of the novel one-way dump railroad car of FIG. 1 illustrating engagement with a trackside assembly.
FIG. 5 is a front view of a portion of the novel one-way dump railroad car of FIG. 1 illustrating engagement of the dump roller assembly of FIG. 3 with the trackside assembly of FIG. 4.
FIG. 6 is a front view of a portion of the novel one-way dump railroad car of FIG. 1 illustrating the rotation of the dump roller assembly of FIG. 3 inside of the trackside assembly of FIG. 4.
FIG. 7 is a front view of a portion of the novel one-way dump railroad car of FIG. 1 illustrating the completed rotation of the dump roller assembly of FIG. 3 within the trackside assembly of FIG. 4.
FIG. 8 is a front view of a second embodiment of a novel one-way dump railroad car.
FIG. 9 is a side view of the novel one-way dump railroad car of FIG. 8 illustrating engagement with a trackside assembly.
FIG. 10 is a front view of a portion of the novel one-way dump railroad car of FIG. 8 illustrating engagement of a dump roller assembly with the trackside assembly of FIG. 9.
FIG. 11 is a front view of a portion of the novel one-way dump railroad car of FIG. 8 illustrating the rotation of the dump roller assembly inside of the trackside assembly of FIG. 9.
FIG. 12 is a front view of a portion of the novel one-way dump railroad car of FIG. 8 illustrating the completed rotation of the dump roller assembly within the trackside assembly of FIG. 9.
DETAILED DESCRIPTION
The one-way dump railroad car will now be described with occasional reference to specific embodiments. The one-way dump railroad car may, however, be embodied in different forms and should not be construed as limited to the embodiments set forth herein. Rather, these embodiments are provided so that this disclosure will be thorough and complete, and will fully convey the scope of the one-way dump railroad car to those skilled in the art.
Unless otherwise defined, all technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art to which the one-way dump railroad car belongs. The terminology used in the description of the one-way dump railroad car herein is for describing particular embodiments only and is not intended to be limiting of the one-way dump railroad car. As used in the description of the one-way dump railroad car and the appended claims, the singular forms “a,” “an,” and “the” are intended to include the plural forms as well, unless the context clearly indicates otherwise.
Unless otherwise indicated, all numbers expressing quantities of dimensions such as length, width, height, and so forth as used in the specification and claims are to be understood as being modified in all instances by the term “about.” Accordingly, unless otherwise indicated, the numerical properties set forth in the specification and claims are approximations that may vary depending on the desired properties sought to be obtained in embodiments of the one-way dump railroad car.
Notwithstanding that the numerical ranges and parameters setting forth the broad scope of the one-way dump railroad car are approximations, the numerical values set forth in the specific examples are reported as precisely as possible. Any numerical values, however, inherently contain certain errors necessarily resulting from error found in their respective measurements.
The description and figures disclose a novel one-way dump railroad car configured for use in discharging bulk material carried in a body of the railroad car.
Generally, the novel one-way dump railroad car includes a dump roller assembly that engages a trackside assembly to acuate rotation of the railroad car body. The linear motion of the railroad car coupled with the rotation of the railroad car body operate together to simultaneously form a discharge ramp from a second side wall of the body of the railroad car.
Referring now to the drawings, there is illustrated in FIGS. 1 and 2 a novel one-way dump railroad car (hereafter “dump car”), generally at 10. The dump car 10 includes a first framework 12, supported for linear movement along a set of spaced-apart rails (or “tracks”) 14 by a plurality of spaced-apart bogies 16. As is known in the art, each of the bogies 16 can include wheels, axles, and bearings.
Referring again to FIGS. 1 and 2, with FIG. 1 showing a front view and FIG. 2 showing a side view, the first framework 12 is configured to support a body 18 for rotation about a longitudinal axis A-A. The body 18 includes opposing end walls 20a, 20b, a first side wall 22, an opposing second side wall 24, and a floor 23. As will be explained in more detail below, the first side wall 22 is fixed to the opposing end walls 20a, 20b and the second side wall 24 is configured for rotation about a longitudinal axis B-B. In the embodiment shown in FIGS. 1 and 2, the longitudinal axis A-A and B-B are two separate and distinct axes. However, in other embodiments, it is contemplated that the longitudinal axis A-A and axis B-B can be collinear.
Referring now to FIG. 3, a front view of a portion of the dump car 10 is illustrated. The dump car 10 includes a dump roller assembly 30 that is attached to the body 18 via a second framework 32. The dump roller assembly 30 and the second framework 32 are positioned on the same side of the body 18 as the first side wall 22, opposite the second side wall 24. The dump roller assembly 30 and the second framework 32 are configured to rotate about the axis A-A enabling the body 18 also to rotate about the axis A-A. As the second framework 32 is shown in this Figure as extending from a floor 23 of the body 18 in a substantially vertical downward direction, it is contemplated that the dump roller assembly can be attached to the body 18 with other structures, mechanisms, and devices as are commonly known in the art.
Referring again to FIG. 3, the dump roller assembly 30 includes a dump roller 36 supported for rotation by a roller axle 38. The dump roller 36 is extendable in a transverse direction from the body 18. The roller axle 38 is supported for axial movement by a bearing 40. It should be noted that the bearing can constitute any equivalent machine element known in the art, including a plain bearing, a roller bearing, or a bushing. In operation, the dump roller and the roller axle can have a first, contracted orientation, as depicted by reference numbers 36, 38 and can have a second, extended orientation, as depicted by reference numbers 36′, 38′. In certain embodiments, the dump roller 36 can be moved from the first, contracted orientation to the second, extended orientation by manual manipulation. In other embodiments, the dump roller 36 can be moved from the first, contracted orientation to the second, extended orientation by mechanisms and devices, including the non-limiting examples of automated servo and stepper motors and the like.
Referring now to FIG. 4, as the dump car 10 moves in a linear direction along the rails 14 as depicted by direction arrow D1, the dump car 10 approaches a trackside assembly 50. The trackside assembly 50 is configured to receive the dump roller 36 at an entry point 60 within a trackside channel 54 in a manner such as to guide the dump roller 36 as the dump car 10 continues to move in a linear direction along the rails 14. One non-limiting profile of the trackside channel 54 is shown in FIG. 4. As will be explained in more detail below, the profile of the trackside channel 54 combined with the speed of the linear motion of the dump car 10, are configured to determine the speed of the discharge of the bulk materials contained in the body 18, the duration of the time the body 18 is rotated, and the speed of the return of the body 18 to a non-rotated orientation. In the illustrated embodiment, the profile of the trackside channel 54 is configured to maintain a substantially constant radius from the longitudinal axis A-A as the elevation of the trackside channel 54 increases, reaches an apex 62, and then decreases. However, it should be appreciated that in other embodiments, the shape of the trackside channel 54 can be different than that shown in FIG. 4, sufficient to achieve desired effects of the profile, and that the direction of the dump car can be reversible.
Referring now to FIGS. 5, 6, and 7, a portion of the dump car 10 is illustrated in an engaged orientation with the trackside assembly 50. The trackside assembly 50 includes the trackside channel 54 supported by a trackside structure 56. The trackside structure 56 can by any desired structural support, including the non-limiting examples of a framework or earthwork, sufficient to support the trackside channel 54 for the functions described herein.
Referring now to FIG. 5, a front view of a portion of the dump car of FIG. 4 is shown. The dump roller 36 is shown in an extended orientation 36′ and is received by an entry point 60 of the trackside channel 54. As the dump car 10 continues to move in a linear direction as was depicted in FIG. 4 by the direction arrow D1, the dump roller 36′ will be guided by the profile of the trackside channel 54. This motion of the dump roller 36′ will enable the rotation of the body 18 and subsequently enable the rotation of the second side wall 24. A reciprocating mechanism 13 is shown on one end, as engaging with the underside of the second side wall 24, and on the other end as interfacing with the non-rotating first framework 12.
Referring now to FIG. 6, a visualization of the motion of the dump roller 36 while guided by the profile of the trackside channel 54 is shown. The upward movement of the dump roller 36 within the trackside channel 54 enables the rotation of the body 18 about the axis A-A as depicted by direction arrow D2, and subsequently enables the rotation of the second side wall 24 about the axis B-B as depicted by direction arrow D3. The reciprocating mechanism 13 on one end is engaged with the underside of the second side wall 24 to assist in the opening of the second side wall, while the other end of the reciprocating mechanism interfaces with the non-rotating first framework 12.
FIG. 6 shows the incremental progress of the rotation of the body 18 along axis A-A, as the dump roller moves upward from its starting position at 36a, rotated incrementally to its position at 36b, and ultimately to its completed position at 36c. Further shown is the incremental progress of the rotation of the second side wall 24 about a longitudinal axis B-B from its closed starting position at 24a, rotated incrementally to its position at 24b, and ultimately to its open completed position at 24c. This final open position shown at 24c is achieved after an approximate 45-degree rotation of the body 18.
Referring now to FIG. 7, the dump car 10 has progressed to a location where the dump roller 36′ is shown as having reached an apex 62 of the trackside channel 54 profile and the body 18 has rotated about axis A-A as depicted by direction arrow D2. The second side wall 24, in its rotated, open position, depicted by direction arrow D3, forms a discharge ramp that is continuous with the floor 23 and configured to facilitate the discharging of the bulk materials from the body 18. The rotation of the second side wall 24 about the axis B-B positioned at the bottom of the body 18 and the subsequent formation of a continuous discharge ramp is novel over side walls rotated at an upper portion of the body 18. It should be noted that the thickness of the material used for the floor and the second side wall are determinant of the degree of continuity for the discharge ramp. In some instances, the floor and side wall are essentially coplanar. In other instances, they are parallel and generally within 1.5 inches of being coplanar.
Referring again to FIGS. 4-7, the combination of the guidance of the dump roller assembly 30 by the trackside assembly 50 and the formation of a discharge ramp by the second side wall 24 provides many benefits, although all benefits may not be available in all embodiments. First, the combination facilitates the discharging of bulk materials having larger bodies. Second, the combination facilitates discharging of the bulk materials at a distance that is farther from the body 18. Finally, the combination facilitates the dumping of the entire load contained within the body 18.
Referring now to FIGS. 8 and 9, a second embodiment of a novel one-way dump railroad car (hereafter “dump car”), is shown generally at 110, with FIG. 8 showing a front view and FIG. 9 showing a side view. The dump car 110 is the same as the dump car 10 shown in FIGS. 1-7 and described above with the exception that a dump roller assembly 130 is attached to the body 118 via a second framework 132 and the second framework 132 extends at a generally upward angle from an upper portion of the body 118.
Referring now to FIG. 9, as the dump car 110 moves in a linear direction as depicted by direction arrow D100, the dump car 110 approaches a trackside assembly 150. The trackside assembly 150 is configured to receive the dump roller assembly 130 at an entry point 160 within a trackside channel 154 in a manner such as to guide the dump roller as the dump car 110 continues to move in a linear direction. One non-limiting profile of the trackside channel 154 is shown in FIG. 9. As will be explained in more detail below, the profile of the trackside channel 154 combined with the speed of the linear motion of the dump car 110, are configured to determine the speed of the discharge of the bulk materials contained in the body 118, the duration of the time the body 118 is rotated, and the speed of the return of the body 118 to a non-rotated orientation. In the illustrated embodiment, the profile of the trackside channel 154 is configured to maintain a substantially constant radius from the longitudinal axis A-A as the elevation of the trackside channel 154 increases, reaches an apex 162, and then decreases. However, it should be appreciated that in other embodiments, the shape of the trackside channel 154 can be different than that shown in FIG. 9, sufficient to achieve desired effects of the profile, and that the direction of the dump car can be reversible.
Referring now to FIGS. 10, 11, and 12, a portion of the dump car 110 is illustrated in an engaged orientation with the trackside assembly 150. The trackside assembly 150 includes the trackside channel 154 supported by a trackside structure 156. The trackside structure 156 can by any desired structural support, including the non-limiting examples of a framework or earthwork, sufficient to support the trackside channel 154 for the functions described herein.
Referring now to FIG. 10, a front view of a portion of the dump car of FIG. 9 is shown. The dump roller 136 is shown as received by an entry point 160 of the trackside channel 154. The trackside channel 154 is the same as the trackside channel 54 with the exception that the entry point 160 is positioned at a higher location to accommodate the repositioned dump roller assembly 130. As the dump car 110 continues to move in a linear direction as was depicted in FIG. 9 by direction arrow D100, the dump roller 136 will be guided by the profile of the trackside channel 154. This motion of the dump roller 136 will enable the rotation of the body 118 and subsequently enable the rotation of the second side wall 124. A reciprocating mechanism 113 is shown on one end, as engaging with the underside of the second side wall 124, and on the other end as interfacing with the non-rotating first framework 112.
Referring now to FIG. 11, a visualization of the motion of the dump roller 136 while guided by the profile of the trackside channel 154 is shown. The upward movement of the dump roller 136 within the trackside channel 154 enables the rotation of the body 118 about the axis A-A as depicted by direction arrow D200, and subsequently enables the rotation of the second side wall 124 about the axis B-B as depicted by direction around D300. The reciprocating mechanism 113 on one end is engaged with the underside of the second side wall 124 to assist in the opening of the second side wall, while the other end of the reciprocating mechanism interfaces with the non-rotating first framework 12.
FIG. 11 shows the incremental progress of the rotation of the body 118 along axis A-A, as the dump roller moves upward from its starting positioning at 136a, rotated incrementally to its position at 136b, and ultimately to its completed position at 136c. Further shown is the incremental progress of the rotation of the second side wall 124 about a longitudinal axis B-B from its closed starting position at 124a, rotated incrementally to its position at 124b, and ultimately to its open completed at 124c. This final open position shown at 124c is achieved after an approximate 45-degree rotation of the body 118.
Referring now to FIG. 12, the dump car 110 has progressed along the rails to a location where the dump roller 136 has reached an apex 162 of the trackside channel 154 profile and the body 118 has rotated about axis A-A as depicted by direction arrow D200. The second side wall 124, in its rotated, open position, depicted by direction arrow D300, forms a discharge ramp that is continuous with the floor 123 and configured to facilitate the discharging of the bulk materials from the body 118. In the rotated, open position, the second side wall 124 forms the same discharge ramp described above in the first embodiment for second side wall 24. As previously discussed, the rotation of the second side wall 124 about the axis B-B positioned at the bottom of the body 118 and the subsequent formation of a continuous discharge ramp is novel over side walls rotated at an upper portion of the body 118. It should be noted that the thickness of the material used for the floor and the second side wall are determinant of the degree of continuity for the discharge ramp. In some instances, the floor and side wall are essentially coplanar. In other instances, they are parallel and generally within 1.5 inches of being coplanar.
Without being held to the theory, it is believed the combination of the guidance of the dump roller assembly 130 by the trackside assembly 150 and the formation of a discharge ramp by the second side wall 124 provide the same benefits as described above.
In accordance with the provisions of the patent statutes, the principle and mode of operation of the one-way dump railroad car have been explained and illustrated in a certain embodiment. However, it must be understood that the one-way dump railroad car may be practiced otherwise than as specifically explained and illustrated without departing from its spirit or scope.
Patent Application
20240278812
