Patent Application
20180201279
This disclosure relates generally to railcars and more particularly to railcars which discharge cargo or lading, such as coal, ore, ballast, grain, and any other lading suitable for transport in railcars.
Railway hopper cars with one or more hoppers are used for transporting commodities such as dry bulk. For example, hopper cars are frequently used to transport coal, sand, metal ores, ballast, aggregates, grain, and any other type of lading material. Commodities are discharged from openings typically located at or near the bottom of a hopper. A door or gate assembly is used to open and close discharge openings of a hopper. A hopper car may use multiple gate assemblies to discharge commodities at various locations along the length of the hopper car.
Existing hopper cars are configured such that all of the gate assemblies open simultaneously when a hopper car has multiple gate assemblies. Opening all of the gate assemblies at once may increase the amount of force used to open the gates. The system receiving the unloaded commodity may also be overwhelmed by too much product being discharged at once. Other existing systems require a hopper car to have separate opening mechanisms for each gate assembly. In these systems, each of the opening mechanisms is controlled independently. Having to separately open gate assemblies increases the time, labor, and complexity associated with operating the gate assemblies. Thus, it is desirable to provide more flexibility and options when discharging commodities.
In one embodiment, the disclosure includes a railcar system that includes a railcar having a first longitudinal gate and a second longitudinal gate. The system further includes a first beam operably coupled to a second beam. The first beam and the second beam are configured to move longitudinally with respect to the railcar. The system further includes a first strut with a first end and a second end. The first end of the first strut connected to the first longitudinal gate and the second end of the first strut connected to the first beam. The system further includes a second strut with a first end and a second end. The first end of the second strut connected to the second longitudinal gate and the second end of the second strut connected to the second beam. The system further includes a driving system operably coupled to the first beam and configured to move the first beam longitudinally with respect to the railcar.
The driving system is configured to transition the first beam from a first position to a second position such that the first longitudinal gate and the second longitudinal gate are both closed when the first beam is in the first position. The first longitudinal gate is at least partially open and the second longitudinal gate are closed when the first beam is in the second position. The driving system is also configured to transition the first beam from the second position to a third position such that the first beam applies a force moving the second beam longitudinally with respect to the railcar while transitioning from the second position to the third position. The first longitudinal gate and the second longitudinal gate are both at least partially open when the first beam is in the third position.
In another embodiment, the disclosure includes a railcar system that includes a railcar having a first longitudinal gate and a second longitudinal gate. The system further includes a first beam and a second beam configured to move longitudinally with respect to the railcar. The system further includes a first strut with a first end of the first strut connected to the first longitudinal gate and a second end of the first strut connected to the first beam. The system further includes a second strut with a first end of the second strut connected to the second longitudinal gate and a second end of the second strut connected to the second beam. The system further includes a first pneumatic cylinder operably coupled to the first beam and configured to move the first beam longitudinally with respect to the railcar. The system further includes a second pneumatic cylinder operably coupled to the second beam and configured to move the second beam longitudinally with respect to the railcar. The system further includes a conduit configured to provide a flow path from an outlet port of the first pneumatic cylinder to an inlet port of the second pneumatic cylinder.
The first pneumatic cylinder is configured to transition the first beam from a first position to a second position in response to receiving a first air pressure level at an inlet port of the first pneumatic cylinder. The first longitudinal gate and the second longitudinal gate are both closed when the first beam is in the first position. The first longitudinal gate is at least partially open and the second longitudinal gate are closed when the first beam is in the second position. The first pneumatic cylinder is further configured to apply a force to a piston of the second pneumatic cylinder in response to receiving a second air pressure level greater than the first air pressure level at the inlet port of the first pneumatic cylinder. Applying the force to the piston of the second pneumatic cylinder transitions the second beam from a first position to a second position. The first longitudinal gate and the second longitudinal gate are both at least partially open when the second beam is in the second position.
Various embodiments present several technical advantages, such as providing a progressive opening longitudinal gate assembly that allows a railcar (e.g. a hopper car) to progressively open longitudinal gates. The progressive opening longitudinal gate assembly provides the ability for a rail car to sequentially open longitudinal gates when a railcar has multiple longitudinal gates. The progressive opening longitudinal gate assembly allows a rail car to partially unload the railcar by only opening some of the longitudinal gates. This provides more flexibility than existing system that require railcars to open all of their longitudinal gates at the same time and cannot be configured to only open some of the longitudinal gates. The progressive opening longitudinal gate assembly also provides variable discharge rates by allowing each subsequent set of longitudinal doors be opened after different predetermined time intervals. By progressively opening longitudinal gates, peak mechanism forces are reduced and unloading can be controlled by sequentially opening longitudinal gates.
Certain embodiments of the present disclosure may include some, all, or none of these advantages. These advantages and other features will be more clearly understood from the following detailed description taken in conjunction with the accompanying drawings and claims.
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.
Disclosed herein are various embodiments of progressive opening longitudinal gate assembly that allows a railcar (e.g. a hopper car) to progressively open longitudinal gates, for example, to discharge dry bulk. The progressive opening longitudinal gate assembly provides the ability for a rail car to sequentially open longitudinal gates when a railcar has multiple longitudinal gates. The progressive opening longitudinal gate assembly allows a rail car to partially unload the railcar by only opening some of the longitudinal gates. This provides more flexibility than existing system that require railcars to open all of their longitudinal gates at the same time and cannot be configured to only open some of the longitudinal gates. By progressively opening longitudinal gates, peak mechanism forces are reduced and unloading can be controlled by sequentially opening longitudinal gates.
In one embodiment, the progressive opening longitudinal gate assembly 200 is disposed at or near a bottom portion of the railcar 100. The progressive opening longitudinal gate assembly 200 is configured to allow commodities to be discharged from the railcar 100 via the one or more longitudinal gates of the railcar 100. For example, the progressive opening longitudinal gate assembly 200 is configured to sequentially open longitudinal gates to allow commodities to discharge from the railcar 100 progressively. Each subsequent longitudinal gate is opened after some predetermined amount of delay. The delay may be in terms of seconds, minutes, hours, or any other suitable amount of time. Additional information about the progressive opening longitudinal gates assembly 200 is described in
Longitudinal gates are configurable between a closed position (shown in
The longitudinal gates 201 are coupled to a center sill 203 at a first end 209 of the longitudinal gate 201 using a hinge assembly 205 and to a strut 206 at a second end 210 of the longitudinal gate 201. The center sill 203 may form a portion of the frame or underframe of the railcar 100. The center sill 203 is oriented longitudinally with respect to the railcar 100. In
In one embodiment, the struts 206 may have an adjustable length. For example, the struts 206 may comprise a turnbuckle forming part of the strut 206. The turnbuckle is configured such that rotating the turnbuckle extends or contracts the length of a strut 206. The struts 206 further comprise ball joints or links configured to engaged with and connect the strut 206 to other components (e.g. the longitudinal gate 201). In one embodiment, the strut 206 is configured to apply a compressive force to maintain the longitudinal gate 201 in the closed position.
The strut 206 is configured to couple the longitudinal gates 201 with a beam 204. The beam 204 is slidably coupled to the center sill 203 and is configured to move (e.g. slide) longitudinally with respect to the railcar 100 along the center sill 203. The longitudinal gates 201 are configured to transition between the closed position and the open position based on the position of the beam 204. Examples of repositioning the beam 204 to transition the longitudinal gates 201 between the closed position and the open position are shown in
The driving system 202 is operably coupled to the first beam 204A and is configured to move the first beam 204A longitudinally with respect to the railcar 100. For example, the driving system 202 is configured to slide the beam 204A along the center sill 203. In one embodiment, the driving system 202 is a pneumatic cylinder. In this example, the driving system 202 comprises an inlet port 216 and a piston 212. The inlet port 216 is configured to allow an air pressure to be applied to an interior chamber 218 of the driving system 202. For example, an air pressure may be applied to the interior chamber 218 to move the piston 212 within the driving system 202.
The piston 212 is configured with a head portion 222 of the piston 212 disposed within the driving system 202 and a portion of the piston 212 protruding out of the driving system 202. The piston 202 is configured to move (e.g. slide) in response to an air pressure being applied to the interior chamber 218 of the driving system. Examples of the piston 212 moving in response to an application of air pressure are described in
In other embodiments, the driving system 202 comprises a hydraulic cylinder, a motor, levers, gears, capstans, cables, ropes, or any other suitable devices configured to move the first beam 204A longitudinally with respect to the railcar 100. For example, the driving system 202 may be a hydraulic cylinder configured to operate similar to the previously described pneumatic cylinder. The driving system 202 is configured to move the first beam 204 in response to an application of hydraulic fluid pressure being applied to the interior chamber 218 of the hydraulic cylinder. As another example, the driving system 202 may be a motor comprising a rotating shaft and is configured to move the first beam 204A by rotating the shaft. For instance, the rotating shaft may be coupled to a gear assembly used to move the first beam 204A.
The first beam 204A comprises struts 206A and an elongated link 214A. The struts 206A are coupled to the first beam 204A at a first end 208 of the struts 206A and coupled to longitudinal gates 201 (not shown) at a second end 210 of the struts 206A. The struts 206A are configured to pivot about the first end 208 of the strut 206A to transition the longitudinal gates 201 between the closed position and the open position. In
The second beam 204B comprises struts 206B and an elongated link 214B configured similarly as struts 206A and elongated link 214A. The struts 206B are coupled to the second beam 204B at a first end 208 of the struts 206B and coupled to longitudinal gates 201 (not shown) at a second end 210 of the struts 206B. In
The third beam 204C comprises struts 206C configured similarly as struts 206A and 206B. The struts 206C are coupled to the third beam 204C at a first end 208 of the struts 206C and coupled to longitudinal gates 201 (not shown) at a second end 210 of the struts 206C. In
In
As first beam 204A moves towards the second beam 204B, the second beam 204B and the third beam 204C are configured to remain in about their original position with respect to the railcar 100. The elongated link 214A of the first beam 204A and beam pin 207 of the second beam 204B allow the first beam 204A to remain coupled to the second beam 204B while allowing the first beam 204A to move toward the second beam 204B without causing the second beam 204B to move with the first beam 204A.
In
As the first beam 204A moves, the first beam 204A applies a force to the second beam 204B which causes the second beam 204B to move from its original position (i.e. a first position) to a new position (i.e. a second position). For example, the surface 224 of the first beam 204A may apply a force to the surface 226 of the second beam 206B to move the second beam 204B. In the second position, the struts 206B of the second beam 204B are in an orientation that corresponds with the longitudinal gates 201 coupled to the struts 206B being in a position that is ready to transition from the closed position to the open position or an at least partially open position. In one embodiment, a surface 230 of the second beam 204B may be in contact with a surface 232 of the third beam 204C when the second beam 204B is in the second position.
In
In one embodiment, the driving system 202 is configured to close the longitudinal gates 201 by performing the previously described actions in the reverse order. For example, the driving system 202 may move the first beam 204A in a direction towards the driving system 202 to close the longitudinal gates 201. In one embodiment, a negative are pressure (e.g. a vacuum) may be applied to the inlet port 216 of the driving system 202 to operate the piston 212 to move the first beam 204A in the direction towards the driving system 202.
In one embodiment, the first driving system 202A and the second driving system 202B are pneumatic cylinders. In this example, the first driving system 202A comprises an inlet port 216A, a piston 212A, and an outlet port 217A. The inlet port 216A is configured to allow an air pressure to be applied to a first interior chamber 218A of the first driving system 202A. The air pressure may be applied to the first interior chamber 218A of the first driving system 202A to move the piston 212A similar to as described to movepiston 212 in
The piston 212A is configured to similar to the piston 212 described in
The outlet port 217A is configured to allow air or fluid to exit a second interior chamber 213A of the first driving system 202A. For example, air may be forced out of the second interior chamber 213A in response to the piston 212A applying a compressive force to the second interior chamber 213A as the piston 212A moves in a direction toward the first beam 204A.
Similarly, the second driving system 202B comprises an inlet port 216B, a piston 212B, and an outlet port 217B. The inlet port 216B is configured to allow an air pressure to be applied to a first interior chamber 218B of the second driving system 202B. The air pressure may be applied to the first interior chamber 218B of the second driving system 202B to move the piston 212B similar to as previously described. The piston 212B is configured with a head 222B portion of the piston 212B disposed within the second driving system 202B and a portion of the piston 212B protruding out of the second driving system 202B. The piston 212B is coupled to the second beam 204B and is configured to move the second beam 204B as the piston 212B moves. The second beam 204B comprises struts 206B. The struts 206B are coupled to the second beam 204B at a first end 208 of the struts 206B and coupled to longitudinal gates 201 (not shown) at a second end of the struts 206B. In
The outlet port 217B is configured to allow air or fluid to exit a second interior chamber 213B of the second driving system 202B. For example, air may be forced out of the second interior chamber 213B in response to the piston 212B applying a compressive force to the second interior chamber 213B as the piston 212B moves in a direction toward the second beam 204B.
The outlet port 217A of the first driving system 202A is coupled to the inlet port 216B of the second driving system 202B using a conduit 502. The conduit 502 is configured to provide a flow path between the outlet port 217A of the first driving system 202A and the inlet port 216B of the second driving system 202B. For example, the conduit 502 is configured to allow air or a fluid to be communicated from the first driving system 202A (e.g. the second interior chamber 213A) to the second driving system 202B (e.g. the first interior chamber 218B) via the conduit 502. Examples of conduit 502 include, but are not limited to, tubing, hosing, piping, and any other suitable structure for communicating air or fluid between the first driving system 202A and the second driving system 202B. In other embodiments, the progressive opening longitudinal gate assembly 200 comprises any other suitable number of driving systems 202 connected in series using conduits 502.
In this example, as the first beam 204A transitions from the first position to the second position, the second beam 204B is configured to remain in about its original position with respect to the railcar 100.
As the piston 212A moves, a volume of air or fluid in a second interior chamber 213A of the first driving system 202A is pushed out of the first driving system 202A via the outlet port 217A. For example, as the piston 212A moves in a direction toward the first beam 204A, air is communicated from the second interior chamber 213A of the first driving system 202A to the interior chamber 218B of the second driving system 202B via the conduit 502. The air volume communicated from the second interior chamber 213A generates a force 508 that is applied to the head 222B of the piston 212B and moves the piston 212B in a direction towards the second beam 204B. As the piston 212B moves, the second beam 204B moves with the piston 212B which transitions the second beam from its original position (i.e. a first position) to a new position (i.e. a second position). In the second position, the struts 206B of the second beam 204B are in an orientation that corresponds with the longitudinal gates 201 coupled to the struts 206B being in the open position or an at least partially open position.
In one embodiment, the amount of air or fluid and/or type (e.g. compressible or incompressible) contained within the second interior chamber 213A of the first driving system 202A, the conduit 502, and the first interior chamber 218B of the second driving system 202B may be used to control relationship between when the first beam 204A and the second beam 204B transitions from the first position to the second position, respectively. For example, the progressive opening longitudinal gate assembly 200 may be configured to transition the first beam 204A and the second beam 204B about simultaneously. In this example, the volume contained within the second interior chamber 213A of the first driving system 202A, the conduit 502, and the first interior chamber 218B of the second driving system 202B may be dense and/or substantially incompressible causing the piston 212A and the piston 212B to move at the same time.
In another example, the progressive opening longitudinal gate assembly 200 may be configured to introduce a delay between transitioning the first beam 204 and the second beam 204B. In this example, the volume contained within the second interior chamber 213A of the first driving system 202A, the conduit 502, and the first interior chamber 218B of the second driving system 202B may be less dense and/or compressible causing delay from the time the piston 212A moves and the piston 212B moves. The amount of delay may be controlled based on the amount of time used to generate enough force on the head 222B to move the piston 212B.
In another embodiment, the conduit diameter, conduit length, valves, or any other components may be used to introduce a delay between transitioning the first beam 204 and the second beam 204B. For example, increasing the diameter and/or length of the conduit 502 may introduce more delay.
In
At step 702, the controller applies a first air pressure level to an inlet port of pneumatic cylinder. The first air pressure level generates a force that moves a piston 212 of the pneumatic cylinder and a first beam 204 coupled to the piston 212. As the piston 212 moves, the first beam 204 transitions a first set of longitudinal gates 201 from the closed position to an at least partially open position. A second set of longitudinal gates 201 coupled to a second beam 204 of the progressive opening longitudinal gate assembly 200 remains in the closed position both when the first set of longitudinal gates 201 is in the closed position and when the first set of longitudinal gates 201 is in the at least partially open position. For example, the first beam 204 and the second beam 204 may be configured similar to first beam 204A and the second beam 204B in
At step 704, the controller applies a second air pressure level to the inlet port of the pneumatic cylinder. In this example, the second air pressure level is greater than the first air pressure level. In one embodiment, the second air pressure level causes the piston 212 to move further in the direction of the first beam 204. The movement of the piston 212 causes the first beam 204 to engage with the second beam 204 and to apply a force to the second beam 204 causing the second beam 204 to move. As the second beam 204 moves, the second set of longitudinal gates 201 transitions from the closed position to an at least partially open position. For example, the first beam 204 and the second beam 204 may be configured similar to first beam 204A and the second beam 204B in
In another embodiment, the second air pressure level causes the piston 212 to move further in the direction of the first beam 204. The movement of the piston 212 causes a volume of air to transfer from pneumatic cylinder to a second pneumatic cylinder via a conduit 502. The volume of air that is transferred generates a force that is applied to the head 222 of the piston 212 of the second pneumatic cylinder and causes the piston 212 of the second pneumatic cylinder to move in the direction of the second beam 204. As the piston 212 of the second pneumatic cylinder moves, the second beam 204 moves with the piston 212 which causes the second set of longitudinal gates 201 to transition from the closed position to an at least partially open position. For example, the first beam 204 and the second beam 204 may be configured similar to first beam 204A and the second beam 204B in
In one embodiment, steps 702 and 704 may be repeated one or more time to transition other longitudinal gates 201 from the closed position to the open position. In some embodiments, steps 702 and 704 may be performed in the reverse order to close one of more sets of longitudinal gates 201.
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.
