RAILCAR REINFORCEMENT DEVICE

Abstract

A railcar includes a support structure and a reinforcement device. The support structure extends across a length of the railcar. The reinforcement device is coupled to the support structure. The reinforcement device includes a first surface defining a first cavity that extends through the first surface and a second surface coupled substantially orthogonal to the first surface. The second surface has substantially the same length as the first surface.

Description

TECHNICAL FIELD

This disclosure relates generally to configuring railroad freight cars (also referred to as a “railcars”).

BACKGROUND

Railcars are configured to store and transport freight across long distances. As more freight is placed inside a railcar, the load placed on the beams of the railcar increases.

SUMMARY

Existing railcars have beams and other support structures placed throughout the railcar that support the weight of freight that is loaded into the railcar. When the load is too great, the beams and support structures may deform (e.g., bend, twist, stretch, crack, shear, tear, break, etc.). Various modifications are typically made to the beams or support structures to increase their load-bearing capacity. To increase strength in a particular area of a structure (e.g., on a side sill), a reinforcement device may be added but this can cause a stress concentration. The stress concentration may cause the reinforcement device and/or support structure to deform (e.g., bend, twist, stretch, crack, shear, tear, break, etc.).

This disclosure contemplates a reinforcement device configured in a particular manner to withstand deformation caused by stress concentrations. For example, the reinforcement device may be shaped and sized in a particular way to reduce stress concentrations. The reinforcement device may be shaped such that the edges of the reinforcement device have substantially the same length. As another example, the reinforcement device may define various cavities that control the resulting stress concentrations. By shaping the reinforcement device, the load transfer to the support structure can be directed such that stresses are minimized while providing additional strength and rigidity to the structure. Three embodiments are summarized below. The first embodiment is a railcar that includes a reinforcement device. The second is a reinforcement device. The third is a method of assembling a railcar.

According to an embodiment, a railcar includes a support structure and a reinforcement device. The support structure extends across a length of the railcar. The reinforcement device is coupled to the support structure. The reinforcement device includes a first surface defining a first cavity that extends through the first surface and a second surface coupled substantially orthogonal to the first surface. The second surface has substantially the same length as the first surface.

According to another embodiment, a reinforcement device includes a first surface and a second surface. The first surface defines a first cavity that extends through the first surface. The second surface is coupled substantially orthogonal to the first surface. The second surface has substantially the same length as the first surface.

According to yet another embodiment, a method includes welding a first surface of a reinforcement device to a support structure of a railcar. The first surface defines a first cavity that extends substantially through the first surface. The method also includes welding a second surface of the reinforcement device to the support structure of the railcar. The second surface is coupled substantially orthogonal to the first surface. The second surface has substantially the same length as the first surface.

Certain embodiments may provide one or more technical advantages. For example, an embodiment increases resistance to deformation caused by stress concentrations. As another example, an embodiment strengthens the support structures of a railcar so that the railcar can carry more weight. Certain embodiments may include none, some, or all of the above technical advantages. One or more other technical advantages may be readily apparent to one skilled in the art from the figures, descriptions, and claims included herein.

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.

FIG. 1A illustrates an example railcar;

FIG. 1B illustrates an example railcar;

FIG. 2A illustrates an example reinforcement device;

FIG. 2B illustrates an example reinforcement device;

FIG. 2C illustrates an example reinforcement device; and

FIG. 3 is a flowchart illustrating a method of reinforcing a railcar.

DETAILED DESCRIPTION

Embodiments of the present disclosure and its advantages are best understood by referring to the drawings, like numerals being used for like and corresponding parts of the various drawings.

Railcars are configured to store and transport freight across long distances. For example, railcars may store automobiles, military equipment, livestock, construction equipment, etc. This disclosure contemplates a railcar that is configured to store any type of freight. FIG. 1A illustrates an example railcar 100.

Existing railcars have beams and other support structures placed throughout the railcar that support the weight of freight that is loaded into the railcar. These beams and support structures help prevent the sides, ends, and roof of the railcar from collapsing due to the weight of the freight inside the railcar. FIG. 1B illustrates an example railcar 100 and its beams and support structures. As shown in FIG. 1B, railcar 100 includes a support structure 110 (e.g., a side sill) that runs across the top of railcar 100. Support structure 110 may be a closed section (e.g., a circular, square, or rectangular tube-like structure). Although railcars should be built to support the weight of the freight and to withstand the forces imposed on the railcar during operation of a railroad train, it is desirable to minimize the weight of each railcar so that it can carry a greater weight and/or amount of freight without exceeding the maximum weight permitted on a railroad track.

As more freight is placed inside a railcar, the load placed on the beams and other support structures, like support structure 110, increases. When the load is too great, the beams and support structures may deform (e.g., bend, twist, stretch, crack, shear, tear, break, etc.). These deformations may cause the railcar's walls, ends, or roof to collapse. For example, support structure 110 may be a side sill that runs across the top of railcar 100. As more freight is loaded into railcar 100, the side sill may begin to deform, primarily near the midpoint (mid-length) of the side sill. As the area around the midpoint deforms, the roof and side walls of railcar 100 near the midpoint of the side sill may begin to lose support. Over time, the deformations may grow more severe and result in the side walls and/or roof of railcar 100 to collapse.

Due to weight and height restrictions for the railcar, it sometimes may not be possible to add more beams or support structures to handle an increased load. Instead, various modifications are typically made to the beams or support structures to increase their load-bearing capacity. For example, to minimize weight, closed section structural members such as tubes should have minimized wall thicknesses. For specific design circumstances, closed sections of square or rectangular cross-sections are fabricated to unique dimensions to minimize weight but yet retain enough strength and rigidity for the design requirements. Weight can be further reduced by adding internal stiffeners within the cross-section in specific areas, but these can cause stress concentrations that reduce fatigue life. For example, a reinforcement plate may be coupled near the midpoint of a side sill to support the side sill and to protect it against deformation. However, the reinforcement plate causes a change in thickness near the midpoint and therefore may cause stress concentrations to occur near the midpoint.

Stress concentrations can occur wherever there is a change in material thicknesses, such as when one member is attached to another member. To increase strength in a particular area of a structure (e.g., on a side sill), a reinforcement device may be added but this can cause a stress concentration. The stress concentration may cause the reinforcement device and/or support structure to deform (e.g., bend, twist, stretch, crack, shear, tear, break, etc.). One method to reduce this stress concentration and minimize weight is to modify the shape of the internal stiffener's ends such that the edges have different lengths. However, additional manufacturing steps or additional machining may need to be performed to produce a stiffener with edges that are different lengths, thereby increasing cost and manufacturing time.

This disclosure contemplates a reinforcement device configured in a particular manner to withstand deformation caused by stress concentrations. For example, the reinforcement device may be shaped and sized in a particular way to reduce stress concentrations. The reinforcement device may be shaped such that the edges of the reinforcement device have substantially the same length. As another example, the reinforcement device may define various cavities that control the resulting stress concentrations. By shaping the reinforcement device, the load transfer to the main support structure 110 can be directed such that stresses are minimized while providing additional strength and rigidity to the structure 110.

FIG. 2A illustrates an example reinforcement device 200. As shown in FIG. 2A, reinforcement device 200 is coupled to a support structure 110 of a railcar. Reinforcement device 200 has a first surface 205 and a second surface 210 that is substantially orthogonal to first surface 205. An edge of first surface 205 is coupled (e.g., welded, glued, bolted, etc.) to an edge of second surface 210 such that first surface 205 and second surface 210 are substantially orthogonal to each other (and e.g., conform to the internal shape of support structure 110). In some embodiments, a plate is bent to form reinforcement device 200 so that reinforcement device 200 conforms to the internal shape of the support structure 110 prior to being attached. As shown in FIG. 2A, because first surface 205 and second surface 210 are orthogonal to each other, it becomes possible to couple reinforcement device 200 to orthogonal surfaces of support structure 110. In this manner, two different surfaces of support structure 110 are strengthened simultaneously, which further increases the strength and rigidity of support structure 110. As a result, railcar 100 is able to carry a heavier load.

Reinforcement device 200 has a length ‘X’ that may be any appropriate length. First surface 205 and second surface 210 has substantially the same length (e.g., ‘X’). In this manner, stress concentrations in reinforcement device 210 are reduced because stresses and forces are more evenly distributed across the length of reinforcement device 210. The length of first surface 205 and second surface 210 is measured along the length of support structure 110. If first surface 205 is too much longer or shorter than second surface 210, undesired stress concentrations may form and result in the deformation of reinforcement device 210 and/or support structure 110. Reinforcement device 200 may have a width, height, and thickness that are substantially consistent across length ‘X.’ In this manner, stress concentrations are further reduced because stress and force are more evenly distributed across the width, height, and thickness of reinforcement device 200.

Reinforcement device 200 may be attached to support structure 110 by welding (e.g., skip welding) (welds 215 are shown). Reinforcement device 200 is attached to an interior surface of support structure 110. As discussed above, support structure 110 may be a hollow structure. In these instances, reinforcement device 200 may be coupled (e.g., welded, glued, bolted, bonded, etc.) to an interior surface (e.g., within the hollow cavity) of support structure 110. In this manner, reinforcement device 200

For example, the reinforcement device 200 may be skip-welded inside the support structure 110 along its longitudinal edges. If the longitudinal edges of the reinforcement device 200 are of the same length, a stress concentration may be created along the transverse edge between the reinforcement device 200 and the support structure 110. In order to reduce this stress concentration, the reinforcement device 200 can be shaped and its stiffness controlled to permit gradual transfer of forces from the reinforcement device 200 to the support structure 110, thus reducing the stresses. The shape and size of the reinforcement device 200 modifications will depend upon the forces, moments, and their direction of application to the area.

For example, reinforcement device 200 may be configured to define cavities (e.g., cavities 220 and 225) in first surface 205 or second surface 210. Cavities 220 and 225 may be any shape and in any location of reinforcement device 200. In the illustrated example of FIG. 2A, cavity 220 is triangular in shape and is placed proximate a first corner of second surface 210. Cavity 225 is circular in shape and is placed proximate a second corner of second surface 210. Both cavities 220 and 225 are closed in shape (e.g., cavity 220 is a closed triangle and cavity 225 is a closed circle). The first corner and second corner share an edge that runs along the length of second surface 210. That edge is opposite the edge that is coupled to first surface 205. Cavities 220 and 225 may be the same shape or different shapes. The distance from cavities 220 and 225 to their respective edges and/or corners can be adjusted to reduce stress concentrations in various materials of various shapes. Cavities 220 and 225 may extend through the thickness of the surface (e.g., first surface 205 or second surface 210) in which they are formed. Cavities 220 and 225 may control the rigidity of the reinforcement device 200, and hence control the transfer of forces to the support structure 110. This reduces the stress concentrations and improves the strength of the entire section. It can be appreciated that there are a variety of edge shapes or openings in the reinforcement device 200 near the edge that can be used to control the resulting stress concentration to desired levels.

For example, FIG. 2B illustrates a different configuration of reinforcement device 200. As shown in FIG. 2B, reinforcement device 200 defines a triangular cavity 220 proximate a right edge of first surface 205. Cavity 220 extends through the thickness of first surface 205. Reinforcement device 200 also defines a triangular cavity 230 at the left edge of first surface 205. Although it may be more appropriately said that cavity 230 defines the left edge of first surface 205 because it is formed from the left side of first surface 205 such that cavity 230 is open towards the left of first surface 205. In contrast, cavity 220 is a closed triangle and not open. Although two embodiments are shown in FIGS. 2A and 2B, this disclosure contemplates reinforcement device 200 defining any number of cavities of any shape or size on any surface of reinforcement device 200.

FIG. 2C illustrates an example reinforcement device 200 attached to support structure 110. As shown in FIG. 2C, a closed section support structure 110 is constructed by attaching reinforcement device 200 inside a channel section of support structure 110 and then adding another member 235 over the assembly. Member 235 may be a metal plate that is welded onto support structure 110 to close support structure 110. As seen in FIG. 2C, after member 235 is coupled to support structure 110, support structure 110 is a rectangular tube with reinforcement device 200 coupled to an interior surface of support structure 110. Depending upon the loads that the area is subjected to, the reinforcement device 200 can be modified to control how the forces are transferred through the section.

FIG. 3 is a flowchart illustrating a method 300 of reinforcing a railcar 100. An operator or constructor of railcar 100 can perform method 300. In step 305, the operator attaches (e.g., by skip welding) a first surface of a reinforcement device to a support structure of the railcar 100. The first surface may define one or more cavities that reduce stress concentrations. In step 310, the operator attaches (e.g., by skip welding) a second surface of the reinforcement device to the support structure of the railcar 100. The second surface may be coupled to the first surface such that the second surface is substantially orthogonal to the first surface. Additionally, the second surface may define one or more cavities that help reduce stress concentrations. In some embodiments, method 300 includes an additional step of attaching a metal plate to the support structure after the second surface is attached to the support structure. The metal plate may close the support structure so that it resembles a hollow tube and the first and second surfaces are attached to an interior surface of the hollow tube.

While several embodiments have been provided in the present disclosure, it should be understood that the disclosed systems and methods might be embodied in many other specific forms without departing from the spirit or scope of the present disclosure. The present examples are to be considered as illustrative and not restrictive, and the intention is not to be limited to the details given herein. For example, the various elements or components may be combined or integrated in another system or certain features may be omitted, or not implemented.

In addition, techniques, systems, subsystems, and methods described and illustrated in the various embodiments as discrete or separate may be combined or integrated with other systems, modules, techniques, or methods without departing from the scope of the present disclosure. Other items shown or discussed as coupled or directly coupled or communicating with each other may be indirectly coupled or communicating through some interface, device, or intermediate component whether electrically, mechanically, or otherwise. Other examples of changes, substitutions, and alterations are ascertainable by one skilled in the art and could be made without departing from the spirit and scope disclosed herein.

To aid the Patent Office, and any readers of any patent issued on this application in interpreting the claims appended hereto, applicants note that they do not intend any of the appended claims to invoke 35 U.S.C. § 112(f) as it exists on the date of filing hereof unless the words “means for” or “step for” are explicitly used in the particular claim.

Claims

1. A railcar comprising: a support structure extending across a length of the railcar; anda reinforcement device coupled to the support structure, the reinforcement device comprising:a first surface defining a first cavity that extends through the first surface; anda second surface coupled substantially orthogonal to the first surface, the second surface having substantially the same length as the first surface.

2. The railcar of claim 1, wherein the first surface further defines a second cavity that extends through the first surface.

3. The railcar of claim 2, wherein the first cavity is a different shape than the second cavity.

4. The railcar of claim 2, wherein the first cavity is triangular and the second cavity is circular.

5. The railcar of claim 2, wherein the first cavity is proximate a first corner of the first surface and the second cavity is proximate a second corner of the first surface, the first corner and the second corner sharing an edge that is opposite an edge at which the first surface couples to the second surface.

6. The railcar of claim 2, wherein the first cavity is closed and the second cavity is open.

7. The railcar of claim 2, wherein the first cavity is proximate a first edge of the first surface and the second cavity is proximate a second edge of the first surface, the first edge and the second edge on opposing sides of the first surface.

8. The railcar of claim 1, wherein the reinforcement device is welded to the support structure.

9. The railcar of claim 1, wherein the support structure is hollow and the reinforcement device is coupled to an interior surface of the support structure.

10. A reinforcement device comprising: a first surface defining a first cavity that extends through the first surface; anda second surface coupled substantially orthogonal to the first surface, the second surface having substantially the same length as the first surface.

11. The reinforcement device of claim 10, wherein the first surface further defines a second cavity that extends through the first surface.

12. The reinforcement device of claim 11, wherein the first cavity is a different shape than the second cavity.

13. The reinforcement device of claim 11, wherein the first cavity is triangular and the second cavity is circular.

14. The reinforcement device of claim 11, wherein the first cavity is proximate a first corner of the first surface and the second cavity is proximate a second corner of the first surface, the first corner and the second corner sharing an edge that is opposite an edge at which the first surface couples to the second surface.

15. The reinforcement device of claim 11, wherein the first cavity is closed and the second cavity is open.

16. The reinforcement device of claim 11, wherein the first cavity is proximate a first edge of the first surface and the second cavity is proximate a second edge of the first surface, the first edge and the second edge on opposing sides of the first surface.

17. The reinforcement device of claim 10, wherein the first surface and the second surface are configured to be welded to a railcar.

18. A method comprising: welding a first surface of a reinforcement device to a support structure of a railcar, the first surface defining a first cavity that extends substantially through the first surface; andwelding a second surface of the reinforcement device to the support structure of the railcar, the second surface coupled substantially orthogonal to the first surface, the second surface having substantially the same length as the first surface.

19. The method of claim 18, wherein the first surface further defines a second cavity that extends through the first surface.

20. The method of claim 18, wherein the support structure is hollow and the first and second surfaces are welded to interior surfaces of the support structure.