MXPA98010292A - Frame for railway truck for composite closed wagons aisla - Google Patents

Abstract

A rail carriage frame is provided for mounting a composite box structure thereon to form a closed rail carriage insulated. The composite box structure includes the side walls, the end walls and a molded floor as an integral unit with the inner and outer surfaces of fiber-reinforced plastic. The composite box structure includes a first composite unit reinforced with fiber and a second composite unit reinforced with fiber. The first composite unit reinforced with fiber provides the end walls, side walls and floor for the closed rail car. The second fiber reinforcement unit can be permanently attached to the side walls and the end walls to provide a roof for the closed car. The rail car frame has a center stringer, the side stringers and end rails with a generally rectangular configuration and coplanar surfaces for adhesively bonding the composite box structure to the rail car frame. Mechanical fasteners are also provided for coupling the composite box structure with the rail car frame

Description

RAILROAD TRUCK FOR CLOSED WAGONS ISOLATED COMPOUNDS TECHNICAL FIELD OF THE INVENTION This invention relates generally to a rail car frame and more particularly to a rail car frame to mount a composite box structure thereon to form a closed rail car.

BACKGROUND OF THE INVENTION For many years, closed rail cars for general purposes have progressed from relatively simple wood structures mounted on flat cars to more elaborate arrangements including insulated walls and refrigeration equipment. Several types of insulated closed railway wagons are currently being manufactured and used. Typical insulated closed railway wagons include a closed mounting structure on a rail car frame. The closed structure generally has an outer covering, one or more layers of insulation and a longed interior. The outer cover of such closed rail cars often has an outer surface formed of various types of metal such as steel or aluminum. The interior panels frequently be. formed of wood and / or metal as desired for the application. specific. For some applications, such interior panels have been formed of fiber reinforced plastic (FRP). Various types of sliding doors including stopper type doors are generally provided on each side of conventional closed rail cars for loading and unloading of cargo. Conventional closed rail cars are assembled from various pieces of wood, metal and / or sheets of composite materials such as fiberglass reinforced plastic. Significant amounts of raw material and time and labor are often required to complete the manufacture and assembly of conventional closed rail cars.

The frame for many closed railroad cars includes a center member with a pair of end members and a pair of side members arranged in a generally rectangular configuration corresponding approximately to the floor dimension of the closed rail car. Transverse supports and cross ties are provided to establish the rigidity and strength desired for the transmission of vertical loads from the side rails to the center crossbar and for the horizontal dissipation of end loads on the center crossbar to other parts of the sub. -frame. A plurality of longitudinal joists is also provided on each side of the central beam to support the floor of the closed structure. Examples of such rail car frames are shown in U.S. Patent Nos. 2,783,718 and 3,266,441.

For many years various techniques have been used to build fiberglass boat hulls. Many of these helmets have been manufactured using wet laying techniques in which each layer of material such as carbon fiber or glass fiber is first wetted with the desired resin such as polyester or vinyl ester and then placed in a open mold. Recently, vacuum bagging techniques have been combined with wet laying techniques to control the emission of volatile organic compounds. Vacuum bagging also produces a stronger structure by removing excess air bags of resin in the finished product.

More recently, the techniques of vacuum bagging have been combined with an improved resin delivery system which allows the use of a closed molding system and dry placement of the core layers and fiber reinforcing layers such as the fiberglass in the mold. This process can sometimes be mentioned as the molding of composite resin infusion. U.S. Patents Nos. 4,902,215; 5,052,906 and 5,316,462 provide additional information relating to this type of vacuum bagging process to form a glass fiber reinforced composite article.

Several types of load dividers and load securing systems have previously been used to prevent unwanted movement of cargo contained within a closed rail car. The use of such systems is particularly important when a railway car car is only partially loaded. Examples of such systems are shown in U.S. Patent No. 5,370,482 entitled "Cargo Assurance Systems" and in U.S. Patent No. 5,386,676 entitled "Two-Piece Bulkhead Door for Carriages". of railroad and similar ". All patents noted in the background of the invention are incorporated by reference for all purposes of this application.

SYNTHESIS OF THE INVENTION In accordance with the present invention the disadvantages and problems associated with the previously isolated closed railway wagons have been substantially reduced or eliminated. The present invention provides a closed and insulated closed rail car having improved insulation with essentially reduced heat transfer characteristics so that for some frozen food applications transportation may be satisfactory without requiring the use of refrigeration equipment.

The technical advantages include incorporating lighter weight composites according to the teachings of the present invention to allow for the increase in both the volume and weight carrying capacity of the resulting closed rail car wagon. A closed rail car formed from the composites according to the teachings of the present invention is highly resistant to corrosion compared to the closed railroad wagons currently available. Also, composite materials allow the formation of a closed rail car with matching exterior surfaces which provides optimal aerodynamic performance and even interior surfaces which also allow easy cleaning of the interior to meet the shipping requirements of the food and drug administration of the Department of Agriculture of the United States of America and / or other government agencies.

One aspect of the present invention includes providing an insulated closed rail car with a composite box structure that essentially increases the heat transfer resistance through the box structure by reducing or eliminating the number of the corner posts. of metal, of the metal fasteners extending through the box structure and of the metal reinforcement of the gaskets associated with the box structure while at the same time providing an aerodynamic and leak-proof design. All welding of the rail car frame can be completed prior to assembly of the composite box structure on the frame to optimize procedures and minimize the costs associated with the manufacture of rail car frames.

Another aspect of the present invention, depending on the intended use of the resulting rail car, includes mounting a composite box structure on a rail car frame or without adhesive joints formed between the composite structure and the rail car frame. A rail car having a composite structure attached to an associated rail car frame using only mechanical fasteners in accordance with the teachings of the present invention is often easier to repair compared to a composite structure which has been adhesively bonded to a associated rail car frame. For some applications, mechanical fasteners facilitate the removal and repair of damaged parts of a composite structure in an efficient and cost-effective manner.

A further aspect of the present invention. it includes providing an insulated closed rail car having a rail car frame with a large center stringer, side stringers and transverse supports so that all train loads placed on the closed car are carried by the frame.

The rail car frame can operate satisfactorily without requiring structural support of the composite box structure to carry train loads.

BRIEF DESCRIPTION OF THE DRAWINGS For a more complete understanding of the present invention, and the advantages thereof, reference is now made to the following written description taken in conjunction with the accompanying drawings in which: Figure IA is a schematic elevational drawing showing a side view of an insulated composite rail car incorporating an embodiment of the present invention; Figure IB is an end view of the closed rail car of Figure IA; Figure 1C is an enlarged schematic drawing in elevation with cut portions showing the mechanical connection formed in accordance with the teachings of the present invention between a composite box structure and a rail car frame; Figure 2 is a schematic drawing showing a plan view of a rail car frame incorporating an embodiment of the present invention satisfactory for use in assembling a closed rail car of Figure IA; Figure 3 is a side view of a rail car frame of Figure 2; Figure 4 is a schematic drawing in elevation and in section with cut-away parts showing a composite box structure mounted on the frame of the rail car of Figure 2 to form the closed rail car of Figure IA; Fig. 5 is a schematic elevation drawing showing a side view of a composite box structure loaded on a road rotary carriage trailer for shipping according to an embodiment of the present invention; Figure 6 is a schematic drawing in elevation showing the composite box structure of Figure 5 placed on the frame of the rail car of Figure 3; Figure 7 is a schematic elevation drawing showing one of the steps associated with securing the composite box structure of Figure 5 with a rail car frame of Figure 3; Fig. 8 is a schematic drawing showing a plan view of a load divider rail assembly mounted on the opposite side walls of the composite box structure of Fig. 5; Figure 9 is a schematic sectional and elevation drawing with the parts cut away showing parts of a lower load divider rail assembly, a door frame assembly and the upper and lower rails for sliding the door installed or fastened to the door. composite box structure of figure 5; Figure 10 is a schematic elevational drawing showing one of the steps associated with permanent fastening to a roof to form the composite box structure for the closed rail car shown in Figure IA; Figure 11 is a schematic drawing showing various features associated with the floor of a composite box structure for use in securing the composite box structure to a rail car frame according to an aspect of the present invention; Figure 12 is an enlarged schematic drawing in section and elevation with cut-away portions showing a mechanical tie-down connection used to secure the composite box structure of Figure 5 with the frame of the rail carriage of Figure 2; Figure 13 is an isometric drawing with cut-away portions showing an exploded view of a mechanical tied connection incorporating one embodiment of the present invention for use with the rail car frame of Figure 2; Fig. 14 is a schematic drawing showing adhesive beads and spacers placed on the longitudinal joists for use in the adhesive bonding of a composite box structure with a rail car frame according to the teachings of the present invention; Figure 15 is a schematic drawing with cut-away portions showing a plan view of a rail car frame incorporating another embodiment of the present invention satisfactory for mounting a composite box structure thereon to form a closed rail car; Y Figure 16 is a schematic elevational and sectioned drawing with parts cut away showing the rail carriage frame of Figure 15 taken along the lines 16-16.

DETAILED DESCRIPTION OF THE INVENTION The preferred embodiments of the present invention and their advantages are better understood with reference to Figures IA to 16 of the drawings, like numbers being used for like and corresponding parts of the various drawings.

The insulated composite railroad car 20 incorporates the teachings of the present invention as shown in Figures IA, IB and IC with the composite box structure 30 mounted on the rail car frame 200. As will be explained later in greater detail , the composite box structure 30 can be adhesively bonded and / or mechanically coupled to the frame of the rail car 200. For the embodiment of the present invention shown in Figures IA and IB, the closed rail car 20 has the dimensions exteriors which meet the requirements of the C plate and associated structural design coatings of the Association of American Railways (AAR). By forming the composite box structure 30 of the lightweight composite materials according to the teachings of the present invention allows the weight of the closed rail car 20 to be reduced while at the same time both the internal volume and the carrying capacity are increased of cargo of vagor. closed rail 20 compared to a conventional insulated closed wagon within the requirements of plate C.

For one application, the composite box structure 30 has a hollow interior 32 with dimensions of approximately sixty-eight feet in length, ten feet in width and twelve feet in height. For this application, the closed railroad car 20 has a carrying capacity of approximately 6,291 cubic feet with a light weight of 86,000 pounds and a nominal carrying capacity of 200,000 pounds, which is very advantageous for a closed car. railroad track that meets the dimensional requirements of plate C. Additional specifications for the closed railroad car 20 are included at the end of this written description. As a result of the present invention, the composite box structure 30 can be modified to accommodate various geometric configurations based on the specific requirements of the customer in relation to the size and type of load to be carried in the resulting closed rail car 20.

For the purposes of this patent application, the term "fiber reinforced plastic" was used to refer to composites composed of selected thermoplastic and thermosetting fibers and resins, filaments or yarns of material such as glass, metal, aramid, boron, carbon, aluminum silicate and other suitable ceramic materials. For some applications, small metal flakes, ceramics, cermets or other suitable materials may be dispersed within the resin or selected resins to provide additional strength and strength for the resulting fiber reinforced plastic.

For the purposes of this present patent application, the term "resin" is used to include both naturally occurring and synthetic polymers which may be mixed with various additives such as fillers, colorants, plasticizers, and setting agents, for infuse or impregnate the selected fiber material to form the desired fiber reinforced plastic layers and surfaces during the manufacture of the composite box structure 30. For one application, the fiber material preferably includes glass fibers typically associated with the products of FIBERGLAS® available from Owens-Corning.

The composite box structure 30 is preferably manufactured using vacuum bagging techniques that include dry placement of selected core materials and multiple layers of the selected fiber materials in a closed molding system (not shown in conjunction with a delivery system). of improved resin (not shown.) Some of the benefits of using the closed molding system include the ability to manufacture a large number of composite box structures 30 from the same mold with dimensions that meet the selected AAR plate requirements and at the same time. Both provide a smooth aerodynamic exterior surface and an easily cleaned interior surface for the resulting closed rail car 20.

The closed molding systems and the improved resin delivery systems can be modified to form the composite box structure 30 with various configurations and dimensions as required for the specific closed rail car 20. US Patents? 4,902.25; 5,052,906 and 5,316,462 show examples of satisfactory vacuum bumping techniques for use with the present invention. The molding processes with resin infusion incorporate several features of these patents have been licensed to Hardcore Dupont Composites, L.L.C., located at 42 Lukens Drive, New Castle, Delaware. Several types of composite structures molded according to the teachings of these patents are available from Hardcore Dupont.

For some applications, the composite box structure 30 as shown in Figures IA and IB can be integrally molded as a fiber reinforced composite unit with both side walls 42 and 44 and end walls 82 and 84, floor 100 and roof 120. For the embodiment shown in Figures 5 to 10, the composite box structure 30 is formed of a first fiber reinforced composite unit 40 and a second fiber reinforced composite unit 120. Other configurations for the first reinforced composite unit of fiber 40 and the second fiber reinforced composite unit 120 can be used successfully to manufacture the closed rail car 20 in accordance with the teachings of the present invention. For some applications, the side walls 42 and 44, the end walls 82 and 84, the floor 100 and the roof 120 can be molded as separate components and joined together using a combination of adhesive bonds and / or mechanical fasteners .

During the molding process, rectangular openings 46 are generally formed in each side wall 42 and 44 in the middle of the ends of the respective side walls 42 and 44. The doors 180 are slidably mounted on each side wall 42 and 44 on one side of the respective openings 46 for use in the control access to the interior 32 of the closed rail car. rail 20. The height of each opening 46 preferably extends from the floor 100 to the adjacent edge of the floor 120. The center of each opening 46 corresponds approximately to the midpoint in the respective side wall 42 and 44. For an application each opening 46 it has a height of approximately nine feet six inches which corresponds to the height of the respective side walls 42 and 44 between the adjacent parts of the floor 10 and the roof 120.

Each door 180 has a first position blocking the respective opening 46 to form a thermal barrier between the hollow interior 32 and the exterior of the closed rail car 20. Each door 180 also has a second position which allows access to the hollow interior 32 of the closed rail car 20 through the respective opening 46. A pair of door stops 181 and 182 are preferably mounted on the outside of each side wall 42 and 44 to limit the longitudinal movement of the respective door 180 from its first position to his second position.

In Figure 1A, the door 180 is shown slidably mounted on the upper rail 194 and the lower rail 196 in the middle of its first position which locks the opening 46 and its second position in which the edge 183 of the door 180 makes contact with the respective door stops 181 and 182. For some applications, the doors 180 are formed of composite materials similar to the composite box structure 30.

The rail car frame 200, as shown in Figures IA, IB and IC, includes a pair of rail trucks 202 and 204 located on one side of each end of the closed rail car 20. Safety equipment such as or the ladders 206 and the handbrake 208 are preferably secured to the frame of the rail car 200 without connections or fasteners to the composite box structure 30. The standard rail copies 210 are also provided on the central beam 214 at each end of the rail. rail carriage frame 200. The end carriage cushion units 212 are preferably positioned between each end of the center member 214 and the respective copy 210. The rail copies and the end of the carriage accommodating units satisfactory for the carriage. used with the present invention are available from various vendors including FM Industries, Inc., located at 8600 Will Rogers BIvd., Fort Worth, T Exas, 76140 and Keystone Railway Equipment Company located at 3420 Simpson Ferry Road, Camp Hil, Pennsylvania, 17001-0456.

One of the technical advantages of the present invention includes the ability to use the end of the carriage cushion units 212 having the appropriate displacement lengths, depending on the intended application for the resulting closed rail car 20. Closed wagons of Conventional railways are often limited to using slide rails to cushion the associated frame. The composite box structure 30 and the rail car frame 200 can accommodate various cushioning systems to optimize the operation of the resulting closed rail car 20 and to protect the cargo contained within the composite box structure 30.

For some applications, the cushion units 212 may have a displacement length of approximately 15 inches. For other applications, the cushion units 212 may have a displacement length of 18 inches, 20 inches, 25 inches or more as desired. As a result of the present invention and particularly of the fastening of the composite box structure 30 to the rail car frame 200, the displacement length of the cushion units 212 can be selected to provide adequate protection for any load carried within of the composite box structure 30 without requiring the use of a load divider system. U.S. Patent No. 5,320,046 entitled "Low Profile Rail Carriage" shows an example of railway carriage coupling and sheltering units.

As shown in Figures 2, 3 and 4, the rail car frame 200 includes a center member 214 and a pair of end members 282 and 284 and a pair of side members 242 and 244 arranged in a generally rectangular configuration. The dimensions of the side beams 242 and 244 and the end beams 282 and 284 correspond roughly to the dimensions associated with the floor 100 of the composite box structure 30. The rail car frame 200 also includes a plurality of transverse supports 216 extending laterally between the central beam 214 and the respective side beams 242 and 244. For the embodiment shown in Figure 2, the rail car frame 200 includes seven transverse supports 216 spaced longitudinally from each other between rotating carriages rail 202 and 204.

The rail carriage frame 200 preferably includes a plurality of longitudinal beams 230 extending parallel with the central beam 214 and spaced laterally from each other between the central beam 214 and the side beams 242 and 244. For the embodiment shown in the figure 2, the rail car frame 200 includes four longitudinal beams 230 between the side beam 242 and the center beam 214 and four longitudinal beams 230 between the center beam 214 and the side beam 244. However, the number of longitudinal beams can be varied depending on the load carrying characteristics desired for the resulting closed railway wagon 20.

As will be discussed later in greater detail, the central beam 214, the side beams 242 and 244 and the end beams 282 and 284 each have the first respective surfaces 215, 243, 245, 283 and 285 which are placed coplanar other. Each longitudinal beam 230 includes a first surface 231 arranged coplanar with the first surfaces 215, 243, 245, 283 and 285 and a second surface 232 resting on the transverse supports 216. For some applications, the parts of the box structure composite 30 can be adhesively bonded or bonded to the first surfaces 215, 231, 243, 245, 283 and 285. As will be explained later in greater detail, the loads placed on the floor 100 within the composite box structure 30 are transmitted to through the longitudinal joists 230 on the transverse supports 216 and then to the central beam 214.

The rail car frame 200 also includes a pair of body carriage sills 222 and 224 with body hearth track 222 and 224 positioned over the respective rail rotating carriages 202 and 204. The body headers 222 and 224 are they extend laterally between the central beam 214 and the respective side beams 242 and 244. As best shown in Figure 2, each body hearth 222 and 224 includes a pair of cover plates 252 and 254 which extend over the rotating carriages of respective rail 202 and 204.

The cover plates 252 and 254 are preferably formed from the thick metal plates respectively with the dimensions selected to provide a spacing for the wheels of the associated rail rotating carriages 202 and 204. The cover plates 252 and 254 are sized to accept the loads from the floor 100 and to transfer these loads to the central beam 214 and to the side beams 242 and 244. The cover plates 252 and 254 also protect the adjacent parts of the composite box structure 30 from any waste thrown from the carriages respective rail rotaries 202 and 204. The cover plates 252 and 254 structurally support the relatively short portions of the longitudinal joists 230 that extend between the cover plates 252 and 254 and the respective end rails 282 and 284. In the figure 2, these parts of the longitudinal beam 230 have been designated with the number 230a.

Each cover plate 252 includes the first surface 253 arranged coplanar with the first surface 215 of the center member 214 and the first surface 243 of the side member 242. Each cover plate 254 includes a first surface 255 which is also placed coplanar with the first one. surface 215 of the center member 214 and the first surface 245 of the side member 244. The first surfaces 253 and 254 are also located on the opposite cover plates 252 and 254 from the railway rotating carriages 202 and 204. As will be discussed later in greater In detail, the parts of the composite box structure 30 can be adhesively coupled with the first surfaces 253 and 254 of each body hearth 222 and 224.

Both the width and the depth of the central stringer 214 have been substantially increased compared to the center stringers associated with conventional closed rail cars. Each transverse support 216 also has a sufficient depth so that the transverse supports 216 can satisfactorily transfer the loads placed on the side beams 242 and 244 and the longitudinal beams 216 on the central bearer 214. As a result of the techniques of the present invention, the rail car frame 200 is able to absorb all vertical forces associated with the loads placed on the composite box structure 30 and satisfy the minimum stiffness requirements with only a very limited amount of deflection. For one application the center member 214 has a depth and width of about 30 inches and a deflection of less than one inch when the closed car rail 20 is fully loaded.

One of the technical advantages of the present invention includes providing the mechanical and / or adhesive bonding between the composite box structure 30 and the rail carriage frame 200 as described. A plurality of the mechanical tie-down connection assemblies 260 are preferably secured to the longitudinal joists 230 for use in mechanically coupling the composite box structure 30 to the frame of the rail carriage 200. For the embodiment shown in FIG. 2, the frame of the rail carriage 200 may include sixteen or more mechanical tie-down connection assemblies 260. Four mechanical tie-down connection assemblies 260 are coupled to the rail carriage frame 200 on opposite sides of each of the body sole plates 222 and 224. Another set of four mechanical lashing assemblies 260 (not shown in FIG. 2) can also be installed extending laterally from approximately the midpoint of center spar 214.

For some applications, a plurality of mechanical couplings can also be formed between the composite frame structure 30 and the side rails 242 and 244. For the embodiment of the present invention as shown in FIGS. A and IC, four mechanical couplings 35? ' they are shown extending between the composite box structure 30 and the side beam 242. The corresponding mechanical couplings 350 (not expressly shown) preferably extend between the composite box structure 30 and the side beam 244. The number of mechanical couplings 350 it can be varied depending on the length of the associated rail car frame 200 and the force required to securely hold the composite box structure 30 to the associated rail car frame 200. The use of the mechanical link 350 can be particularly beneficial for allowing to reduce or essentially eliminate the adhesive bond between the composite box structure 30 and the rail car frame 200.

Various types of mechanical couplings 350 can be used successfully. For the embodiments shown in Figures IA, 1C and 3, each mechanical coupling 350 preferably includes a metal plate 352 with multiple bolt holes (not expressly shown) extending therethrough. For specific incorporation as best shown in Figure 1C, two bolt holes are formed in the part of each metal plate 252 adjacent to the side wall 42 of the composite box structure 30 and two holes are formed in the part of each metal plate 352 adjacent to the side member 242. The similar mechanical fasteners or pins 354 are respectively placed in each hole. The corresponding holes 356 are preferably formed in the side beams 242 and 244 to receive the respective mechanical fasteners 354. The metal plates (not expressly shown) with the corresponding holes are preferably molded into the side walls 42 and 44 of the structure composite box 30 in a location corresponding to the holes 356 and the side beams 242 and 244 when the composite box structure 30 is mounted on the frame of the rail car 200.

After the composite box structure 30 has been mounted on and fastened to the rail car frame 200, the hand brake assembly 208 and safety accessories such as the stairs 206 can be secured to the rail car frame 200 without requiring any connection or attachment to the composite box structure 30.

For some applications the composite box structure 30 can be mounted on and fastened to the frame of the rail car 200 using various types of mechanical connections without any adhesive bond. If a part of the composite box structure 30 must be damaged during the use of the associated closed rail car 20, the mechanical tie-down connection assemblies 260 and / or the mechanical couplings 350 adjacent to the damaged part or parts can be disengaged from the frame of the rail car 200. The damaged parts or the parts of the composite box structure 30 can then be cut and stir A replacement part of the composite material having the desired configuration and the corresponding mechanical connections can then be inserted into the composite box structure 30 to take the place of the damaged part or parts. Various types of sealing compounds and / or adhesive bonding agents can be used to secure the replacement part with the original composite box structure. The mechanical clamp connection assemblies 260 and / or the mechanical couplings 350 may be resumed as required.

As a result of the present invention, a wide variety of materials can be used to form the various components associated with the rail car frame 200. For example, the center beam 214, the transverse supports 216, the body sills 222 and 224 , the cover plates 252 and 254, the longitudinal joists 230 and the mechanical clamp connection assemblies 260 and other components associated with the rail car frame 200 can be satisfactorily formed from various alloys of steel, aluminum alloys, reinforced plastics with fiber, cermets and compounds of these materials. The composite box structure 30 allows the selection of a wide variety of materials and composites to be used in the manufacture of the rail car frame 200 to optimize the performance characteristics, manufacturing costs and repair / maintenance costs associated with the railcar. resulting railroad closure 20.

As shown in Figures 4, 8 and 12, the side walls 42 and 44 together with the end walls 82 and 84 and the floor 100, cooperate with each other to partially define the hollow interior 32 of the composite box structure 30. The hollow interior 32 corresponds to the interior of the closed rail car 20 in which various types of cargo can be placed for shipment by the closed rail car 20. The side walls 42 and 44, the end walls 82 and 84 and the floor 100 are preferably integrally molded with one another using vacuum bagging techniques to form the first fiber reinforced composite unit 40. Similar molding techniques can be used to form the second fiber reinforced composite unit or the roof 120.

Both the first composite unit 40 and the second composite unit 120 preferably have a foam core wrapped with multiple layers of fiber material which have been imbued with a resin selected to encapsulate the foam core with one or more layers of reinforced plastic fiber. The multiple layers of fiber material and the selected resin also form fiber-reinforced plastic inner surfaces and outer surfaces for the composite box structure 30. For some applications, the side walls 42 and 44, the end walls 82 and 84, the floor 100 and the floor 120 can be integrally joined to one another by molding as a single fiber reinforced composite unit in a closed molding system (not shown). Materials other than foam can be used satisfactorily to form the core portions of the composite box structure 30.

As shown in Figures 4 and 12, the first layer 51 of the fiber reinforced plastic is preferably placed on the inner surface of each side wall 42 and 44. The second layer 52 of the fiber reinforced plastic is preferably placed on the outer surface of each side wall 42 and 44. Each side wall 42 and 44 preferably includes the foam core 53 encapsulated between the layers 51 and 52 of the fiber reinforced plastic. In a similar manner, the first layer 91 of fiber-reinforced plastic was preferably placed on the inside of each end wall 82 and 84. The second layer 92 of fiber-reinforced plastic was preferably placed on the outside of each end wall 82. and 84. Each end wall 82 and 84 includes a foam core (not expressly shown) encapsulated between the layers 91 and 92 of the fiber reinforced plastic. The floor 100 includes a plurality of foam cores 103 encapsulated between the inner surface 101 and the outer surface 102 of the fiber reinforced plastic. The roof 120 includes a foam core (not expressly shown) encapsulated between the layers 121 and 122 of the fiber reinforced plastic.

For some applications, the portions of the layers 51, 52, 91, 92, 121 and 122 may be formed of two or more layers of fiber material (not expressly shown). For example, two, three or four layers of fiber material can be used to form the reinforced impact zone 54 as part of each first layer 51 on one side of and extending longitudinally parallel with the floor 100. The techniques of the zones 54 are exaggerated in Figure 4 for purposes of illustration.

The striking zones 54 provide increased resistance to damage caused by the load by contacting the inner layer 51 of the respective side walls 42 and 44. One of the technical benefits of the present invention includes providing multiple layers of fiber material for reinforce selected parts of either the interior surface or the exterior surface of the structure? e composite box 30.

As a result of the molding process, the first layers 51, 91 and 101 provide a continuous smooth inner surface of fiber reinforced plastic for a closed rail car 20. In a similar manner, the outer surfaces 52, 92 and 102 are molded integrally with one another to form a continuous smooth outer surface of fiber reinforced plastic for the closed rail car 20. As shown in Figure 4, the inner surface of fiber reinforced plastic 101 of the floor 100 is generally smooth, continuous, a smooth surface without indentations or openings.

The foam cores 53 and 103, and the foam cores for the end walls 82 and 84 and the floor 120 may be formed of various types of material such as urethane, polyurethane, styrene and polystyrene. For some applications, some foam cores may include a light metal foam. Also the foam cores 53 and 103 may have various configurations such as the foam blocks wrapped with one or more layers of a selected fiber material or layers of a selected foam material alternating with layers of selected fiber material. For still further applications, foam cores 53 and / or 103 may be replaced with lightweight wood such as balsa wood or other heavier wood such as plywood.

The selected core and the multiple layers of the fiber material are placed in closed molding systems having the desired configuration for the first composite unit 40, the second composite unit 120, or a composite box structure 30 if molded as a single unit. A resin delivery system was used to infuse or impregnate the multiple layers of fiber material with the selected resin. Depending on the intended application for the resulting closed railway car wagon 20, the fiber material may include carbon, boron, graphite, glass, aramid or a combination of these materials. Aramids such as KEVLAR® fibers and NOMEX® fibers available from E.l. DuPont DeNemours and Company, can be particularly useful in the manufacture of closed rail cars. Other fiber materials can be used successfully with the present invention, depending on the intended application for the closed rail car 20, the resin can be selected from a wide variety of polymers including epoxy, polyester, vinyl ester and vinyl. Again, other resins can be used successfully with the present invention.

By properly selecting the type of core and fiber material together with other teachings of the present invention which essentially reduce or minimize the potential of heat transfer paths, the composite box structure 30 can have a heat transfer rate of approximately one hundred and sixteen (116) BTUs per hour per degrees Fahrenheit or less. One of the technical advantages of the present invention includes the ability to select various core materials and fiber materials and vary the configuration of these materials to improve both the structural and thermal performance of the resulting composite box structure 30.

As shown in Figures 4 and 12, the closed molding system and the infusion of the resin results in a continuous woven of fiber reinforced plastic encapsulating the selected core material. The foam core 53 on both side walls 42 and 44 was formed from a plurality of foam blocks the dual ones have been wrapped with one or more layers of the selected fiber material and impregnated with the selected resin to form a continuous woven fabric. fiber reinforced plastic layers between the adjacent foam blocks and the fiber reinforced plastic layers 51 and 52. For some application, the foam blocks 53 can be coated or treated to prevent absorption or infusion of the selected resin.

The foam core 103 for the floor 100 may also be formed of a plurality of foam blocks wrapped with one or more layers of fiber material and impregnated with the selected resin during the molding process. The foam cores for the end walls 82 and 84 and for the floor 120 may include a plurality of foam blocks which have been wrapped with one or more layers of fiber material and impregnated with the selected resin during the process of molding.

Alternatively, the foam cores can be formed from a grid of the selected core material by alternating with layers of the selected fiber material. the configuration of both the core material and the fiber material can be varied to provide the desired structural strength for the respective side walls 42 and 44, for the end walls 82 and 84, for the floor wall 100 and the roof 120. The resulting grid (not expressly shown) of the core material and the alternating layers of the fiber material are preferably covered with one or more layers of the fiber material and imbued with the selected resin to form the corresponding inner surfaces 51, 91, 101 and 121 having at least one layer of fiber reinforced plastic and the corresponding outer surfaces 52, 92, 102 and 122 also having at least one layer of fiber-reinforced plastic with the foam material grid and the plastic layers Reinforced with fiber encapsulated between them. For an application, end walls 82 and 84 have been formed with this grid configuration. U.S. Patent No. 5,052,906 teaches the use of multiple layers of fiber material and a grid-type resin distribution system which can be used successfully with the present invention.

Figures 4 and 12 are schematic representations showing parts of the floor 100 disposed on the rail car frame 200. The floor 100 preferably includes a plurality of foam blocks 103 which have been wrapped with one or more layers of fiber material (not expressly shown). During the molding process, the blocks 103 are placed adjacent one another extending over the length and width of the floor 100. This configuration results in vertical layers of fiber material that are placed between the adjacent foam blocks 103 and extending longitudinally along the length of the floor 100. At least one layer of the fiber material is disposed on the interior parts of the foam blocks 103. a second layer of the fiber material is placed on the outside of the foam blocks 103. For some applications, the floor 100 can then be formed by infusing or molding the layers of fiber material with the selected resin.

For many applications, the foam blocks 103 encapsulated by relatively thin layers of fiber-reinforced plastic will not adequately carry the compression and shearing forces associated with the placement of heavy loads on the interior surface 101 of the floor 100. An example of such a heavy load it could be a forklift that moves within the closed rail car 20. Thus, a layer of felt type material (not expressly shown) such as polyester is preferably placed on the first fiber layer together with two or More layers of fiber material. The alternating configuration of the felt-type material and the multiple layers of the fiber material result in providing a thicker layer 116 of the fiber-reinforced plastic that extends over the length and width of the interior surface 101 of the floor 100. The fibers of felt generally have a random distribution while glass fibers are frequently oriented in only one direction. Combining one or more of the felt fiber layers with one or more of the glass fiber layers will provide a more uniform wear resistance on the floor 100. For one application, a layer of felt fiber material of about 0.5 inch thick is preferably the last layer used to form the inner surface 101 because the random fiber orientation provides better long term wear.

Combining the layers or layers of felt fiber and fiberglass can also reduce the overall cost of the 100th floor. The use of vacuum bagging techniques and the dry placement of the selected core materials and the multiple layers of the selected fiber material allows the cross sectional variation associated with the floor 100 to be varied depending on the specific application in which the resulting closed rail car will be used 20.

The width of the foam blocks 103 is selected to be approximately equal to the distance between the center line of the adjacent longitudinal joists 230. Thus, the vertical layers of the fiber material are placed within the floor 100 during dry placement in a place corresponding roughly to the position of the respective longitudinal beam 230 but not the rail carriage frame 200. When the layers of fiber material are imbued with the selected resin, the resulting composite is a thick layer 116 of reinforced plastic. fiber bonded in a continuous weave with vertical layers 118 of fiber reinforced plastic as shown in Figures 4 and 12. Therefore, any charges on the inner surface 101 of the ICO floor are transmitted through the thick layer 116 of the reinforced plastic for the vertical layers 118 of the fiber reinforced plastic and the respective longitudinal beam 230 to provide the desired carrying capacity for the floor 100.

For the embodiment of the present invention shown in Figure 4, the floor 100 includes thirteen vertical layers 118 of the fiber-reinforced plastic placed within the foam core 103 between the inner surface 101 and the outer surface 102. The vertical layers 118 of plastic fiber reinforced longitudinally extend along the length of the floor 100 and are laterally spaced from each other across the width of the floor 100. For the embodiment shown in Figure 4 one of the vertical layers 118 of fiber-reinforced plastic is placed on each side member 242 and 244. Three of the vertical layers 118 of the fiber reinforced plastic are placed on the central beam 214. The remaining vertical layers 118 of fiber reinforced plastic are respectively placed on the first surfaces 231 of the longitudinal joists 230. The number of joists 230 and vertical layers 118 can be varied depending on of the intended use of the resulting closed railway wagon 20.

As previously noted, one of the technical benefits of the present invention includes both adhesive bonding and mechanical coupling of the composite box structure 30 with the rail carriage frame 200. A plurality of metal plates 262 are preferably integrally molded within the floor 100 on one side of the outer surface 102. Each metal plate 262 preferably includes at least one threaded opening 264 extending therethrough to be used to provide the mechanical connections to the rail car frame 200 The metal plates 262 are positioned between the vertical layers 118 of the fiber reinforced plastic as shown in Figures 4 and 12.

For one application, the metal plates 262 have a generally rectangular configuration of approximately 9 inches wide, 16 inches long and 3/4 of an inch thick. The metal plates 262 are preferably wrapped with one or more layers of fiber material before the infusion of the resin. For the embodiment shown in Figures 4 and 12, two layers of fiber material can be used to form the outer layer 102 and the vertical layers 118. A single layer of fiber material can be used to form the fiber reinforced plastic layer 119 for encapsulating the associated metal plate 262. By placing the metal plates 236 on one side of the outer surface 102, approximately three to four inches of foam core 103 is provided to block heat transfer between the metal plates 262 and the interior 32 of the composite box structure 30.

The location of the metal plates 262 on the floor 100, as shown in Figure 11, is selected to correspond to the location of the mechanical tie-down connections 260 of the rail car frame 200 as shown in Figure 2. The number of threaded openings 264 in the plates 262 can vary depending on the location of each specific metal plate 262 and the intended application for the resulting closed rail car 20. As shown in Figure 11, the metal plates 262 adjacent each floor end 100 have three threaded openings 264. The metal plates 262 located closer to the middle of the floor 100 may have only two threaded openings 264. A set of four metal plates 262 may also be included in the floor 100 extending laterally from a position approximately corresponding to the midpoint of the central spar 214. The metal plates 262 and the associated mechanical lashing connection assembly 260 cooperate with one another to ensure a continuous and more uniform adhesive bond between the exterior of the floor 100 and the adjacent surfaces of the rail car frame 200.

As shown in Figures 4 and 12, a layer of foam 103 and at least one layer of fiber-reinforced plastic was preferably placed between each metal plate 262 and the inner surface 101 of the floor 100. This configuration essentially prevents the mechanical clamping connections 260 act as short thermal circuits through the composite box structure 30. The other mechanical connections associated with the composite box structure 30 use the same feature of the present invention to essentially reduce the transfer of thermal energy between the inside and outside of the closed rail car 20.

The mechanical clamp connection assemblies 260 are attached to the rail car frame 200 as shown in Figures 2, 4 and 12. Each mechanical clamp connection assembly 260 preferably includes a pair of securing brackets 266 and 268. securing brackets 266 and 26 are attached to the longitudinal joists 230 and side rails 242 and 244 at the location selected for the respective mechanical tie-down connection 260 by welding or other suitable techniques. This configuration of the brackets 266 and 268 can be modified as required to accommodate the configuration of the respective part of the side beams 242 and 244 and of the longitudinal beams 230. Each mechanical belay connection 260 includes at least one threaded pin 270 which extends up therefrom for engagement with a respective threaded opening 264 in the metal plates 262 placed on the floor 100 of the composite box structure 30.

For some applications, the holes 264 in the metal plates 262 are filled with clay or a similar type of material to protect the threaded holes 264 during molding and shipment of the composite box structure 30. After the box structure compound 30 has been placed on the rail car frame 200, the clay can be removed from the holes 264 and the pins 270 can be inserted through the appropriate places in the respective mechanical tie-down connection 260. The number of pins 270 can be varied depending on the location of the respective plate 262 on the floor 100.

As best seen in Figure 13, the securing brackets 266 and 268 are laterally spaced apart from one another to define a channel or trough 272. A plurality of the divisions or gussets 274 are fastened to the interior of each securing bracket 266 and 268. to form the bags 276 between the adjacent divisions 274. The dimensions of the divisions 274 and of the resulting bags 276 are selected to receive the rectangular sheave 278. For the embodiment of the present invention as shown in Figure 13, the mechanical clamp connection 260 has four pockets 276 which provide four locations for the installation of the pin 270 and the respective rectangular sheave 278. Each pin 270 can be inserted through its associated sheave 278 and engaged with the respective opening 264 of the plate 262 for mechanically engaging the floor 100 of the composite box structure 30 with the rail car frame 200 as shown in figure 12. For some applications, the spacers 280 may be placed between the securing brackets 266 and 268 and the exterior surface 102 of the floor 100 as shown in Figure 12. For some applications, 180 feet of force pounds can be applied to the 270 pins.

Figures 5-10 show several steps associated with assembling the composite box structure 30 with the rail car frame 200 to form the closed rail car 20 in accordance with an embodiment of the present invention. The first fiber reinforced composite unit 40 and the second fiber reinforced composite unit 120 can be formed as separate units in a molding facility (not shown) having the desired closed molding system. The first composite unit 50 and the second composite unit 120 can then be sent to a rail car manufacturing facility (not shown explicitly) where the composite box structure 30 will be mounted on and permanently secured to the carriage frame. of railroad 200.

Upon completion of the molding process, the second fiber reinforced composite unit 120 can be placed over the side walls 42 and 44 and the opposite end walls 82 and 84 from the floor 100. A plurality of the vertical strips 314 can be wrapped around the first composite unit 40 and the second composite unit 120 to releasably hold the second composite unit 120 on the side walls 42 and 44 and on the end walls 82 and 84 during shipment of the composite box structure 30 from the installation of Molding up to the rail car manufacturing facility. As shown in Figure 5, the composite box structure 30 can be placed on a road cart trailer 310 for shipping. A plurality of support blocks 312 are preferably placed between the outer surface 102 of the floor 100 and the road car trailer 310.

Before mounting the composite box structure 30 on the rail car frame 200, the first fiber reinforced composite unit 40 will have a tendency to bend or flex as a result of the openings 46 in the side walls 42 and 44. Before the sending the composite box structure 30, the wooden frame 318 is preferably positioned within each opening 46 formed in the side walls 42 and 44. At least one horizontal strip 316 extends around the outside of the side walls 82 and 84 and the side walls 42 and 44. The horizontal strip 316 in cooperation with the frames 318 limit the tendency of the first composite unit reinforced with fiber 40 to flex or bend before assembling the composite box structure 30 on the car frame. rail 200 and permanently fasten the roof 120. A plurality of strips of truck strips 320 are also wrapped around the composite box structure 30 and the road cart trailer 300 to releasably secure the composite box structure 30 with the road cart trailer 310 during shipping. For some applications, the composite box structure 30 may be sent from the molding facility to the closed car manufacturing facility on a flat bed rail car or boat. For purposes of illustration, the composite box structure 30 is shown on a road cart trailer 310 in Figure 5.

Before loading the composite box structure 3C onto the road cart trailer 310, a heavy plastic cover or the wooden sheets can be placed on each vegetable 46. The wooden frames 318 are also placed within each opening 46 to stabilize the composite box structure 30 during the lifting operations. After the wooden frames 318 have been installed, the horizontal strip 316 is preferably positioned around the exterior of the first composite unit 40. The vertical strips 314 are then placed around the first composite unit 40 and the second composite unit 120. before lifting the composite box structure 30 on the road car trailer 310.

When the road car trailer 310 with the composite box structure arrives at the closed railroad car manufacturing facility, the truck strips 320 are removed. The vertical strips 314 and the horizontal strip 316 together with the frame 318 remain in place. its place. The plastic or wooden cover over the openings 46 can be removed if desired.

One or more cranes 326 (not expressly shown) can be used to lift the composite box structure 30 of the road cart trailer 310 to the top of the rail car frame 200. As shown in Figure 6, a beam 322 it is attached to the crane 326. A plurality of lifting strips 324 are wrapped around parts of the composite box structure 30 and the paver beam 322. The composite box structure 30 is then placed on the rail car frame 200. with the metal plates 262 and the floor 100 aligned with the corresponding mechanical tie-down connection assemblies in the rail car frame 20. The composite box structure 30 can then be permanently attached to the rail car frame 20 by forming a plurality of mechanical connections and / or adhesively bonding parts of the composite box structure 30 with parts of the rail car frame 200.

As previously noted, the first surface 215 of the center member 214, the first surfaces 231 of the longitudinal joists 230, the first surface 243 of the side member 242, the first surface 245 of the side member 244 and the first surfaces 253 and 255 of the body members 222 and 224 are preferably arranged in coplanar form with one another for use in adhesively bonding portions of the first fiberglass reinforced composite unit 40 with the rail car frame 200. The selected adhesive beads 236 and the spacers 234 are preferably placed on the selected portions of the first surfaces 215, 231, 243, 245, 253 and 255. As discussed below, the corresponding portions of the outer surface 102 of the floor 100 are prepared for the adhesive bond with the first surfaces 215, 231, 243, 245, 253 and 255.

For purposes of illustration, the portions of the first surfaces 231 of the longitudinal joists 230 are shown in FIG. 14 with the adhesive beads 234 intermittent with the spacers 234. The spacers 324 control the thickness of the adhesive bond formed between the selected parts. of the outer surface 102 and the first respective surfaces 215, 231, 243, 245, 253 and 255. For one application at least 300 beads of adhesive 236 extend longitudinally along the first surfaces, 231, 243 and 245. These longitudinal beads 236 approximately correspond to the location of the vertical layers 118 of the fiber reinforced plastic in the floor 100. For this same application four beads of adhesive 236 preferably extend laterally through the first surfaces 253 and 255 of the body sills 222 and 224.

For some applications, it may be desirable to form an adhesive bond at each location where the outer surface 102 of the composite box structure 30 contacts the rail car frame 200. For other applications, it may be desirable to form a joint adhesive in only selected locations on the first surfaces of the rail car frame 200, such as the first surfaces 243 as the first surfaces 243 and 245 of the side rails 242 and 244 and the first surfaces 283 and 285 of the end rails 282 and 284. The adhesive bond is preferably conducted in a paint shop environment to allow temperature and humidity control to ensure a satisfactory adhesive bond between the composite box structure 30 and the rail car frame 200.

During the molding process, one or more strips or peel box may be placed on the outer surface 102 of the floor 100. U.S. Patent No. 5,052,906 shows examples of such molding processes, which include using layers of peeling layer. For some applications, peel extract strips may not be required.

For the incorporation of the present invention, as shown in Figure 11, the peel layer strip or the protective strip 238 is formed on the outer surface 102 at a location corresponding to the first surface 215 of the center member 214. peel layer strips 223 and 225 extend laterally through the outer surface 102 at a location corresponding approximately to the first surfaces 253 and 255 of the body sills 222 and 224. Thus, the peel layer strips 223 , 225 and 238 cooperate with each other to protect the outer surface portions 102 which will be adhesively bonded to the rail car frame 200. If desired, the additional stripping straps (not shown) can be placed over the outer surface 102 to correspond with the first surface 231 of each longitudinal joist 230.

Prior to mounting the composite box structure 30 on the rail car frame 200, the outer surface 102 of the floor 100 was preferably prepared to improve the resulting adhesive bond with the rail car frame 200. The strips of the stripping layer 223 , 225 and 238 are removed. The parts of the outer surface 102 can be sanded with sandpaper or other material to improve the adhesive bond with the adjacent parts of the rail car frame 200. Also, the fiber reinforced plastic parts 102 that cover each metal plate 262 are cut out and the protective clay filler is removed from the threaded openings 264.

After the composite box structure 30 is placed on the rail car frame 20, the lifting strips 324, the vertical strips 214 and the horizontal strip 316 can be removed together with the second composite unit 120. The supporting frames 318 They are also removed at this time. As shown in Figure 7, the lower protective pad 328 can be placed on an inner surface 101 of the floor 100. The protective pad 328 prevents damage to the inner surface 101 during the assembly of the closed rail car 20.

For some applications, weights 330 and 332 can be placed on the protective pad 328 to help obtain the desired adhesive bond between the outer surface 102 of the floor 100 and the rail car frame 200 if the floor 100 has a slight fold or curve or if the first composite unit 40 does not have sufficient weight by itself to obtain the desired adhesive bond with the frame of the rail car 200. As previously noted, the mechanical clamp connection assemblies 260 and the metal plates 262 they help to form the desired adhesive bonds. For an application illustrated in weights 330 and 332 it was not required.

As best shown in Figure 8, the top load divider track assembly 140 includes a pair of rails 142 and 144, which are releasably coupled with the temporary support guide 332 to maintain the desired alignment of the first rail 142 with respect to to the second rail 144. A plurality of bracket 146 are fastened to the opposite side walls 42 and 44 from the floor 100. The brackets 146 operate with each other to allow assembly of the load divider rail assembly 14 on the side walls 142 and 144 opposite from the floor 100. The bracket 146 secures the tracks 142 and 144 on the inner surface 52 of the respective side walls 42 and 44 to one side of the inner surface 121 of the floor 120.

The floor 120 has a generally rectangular configuration with a length corresponding approximately to the length of the side walls 42 and 44 and the length of the floor 100. The width of the roof 120 corresponds approximately to the width of the end walls 82 and 84 and the floor width 100. The interior surface 121 of the floor 120 preferably has a generally concave configuration and an exterior surface 123 has a generally corresponding convex configuration. For such applications, flanges or flanges 124 are formed along longitudinal edges 125 and extend from inner surface 121. Each flange 124 is dimensioned to engage a portion of the inner surface of the respective side walls 42 and 44 when the roof 120 is fastened to the end walls 82 and 84 and the side walls 42 and 44. The metal support plates (not expressly shown) can be integrally molded within the side walls 42 and 44 for fastening with the respective flanges by means of the appropriate mechanical fasteners (not expressly shown).

Parts of the lower load divider rail assembly 170 are also shown in Figures 9-10 including a pair of rails 172 and 174 respectively disposed within a first longitudinal recess 61 and a second longitudinal recess 62. The first longitudinal recess 61 is formed on the interior surface 51 of the side wall 42 located above the interior surface 101 of the floor 100. The second longitudinal recess 62 is formed within the interior surface 51 of the side wall 52 located above the interior surface 101 of the floor 100. The parts of the first longitudinal recess 61 and the rail 172 are placed on opposite sides of the opening 46 in the side wall 42. The portions of the second longitudinal recess 62 and the rail 174 are positioned on the opposite sides of the opening 46 in the side wall 44.

The upper load splitter rail assembly 140 and the lower load splitter rail assembly 170 are preferably aligned with each other. The rails 172 and 174 extend generally parallel with the rails 142 and 144 and the floor 100. As shown in Figure 9, the vertical door frames 190 are clamped along each side of the opening 46 in the side walls. 42 and 44. The door head 192 and the upper door rail 194 are also installed on the opening 46 extending along the respective side walls 42 and 44. After the assembly of other components associated with the composite box structure 30. , a second fiber reinforced composite unit or floor 120 can be permanently attached to the side walls 42 and 44 and the end walls 82 and 84 with the rail portions of the upper load splitter rail assembly 140 positioned therebetween.

A suitable adhesive is placed on top of the end walls 82 and 84 and the opposite side walls 42 and 44 from the floor 100. A plurality of sheaves or keys (not shown) similar to the spaced apart 234 are also placed on the upper part of the end walls 82 and 84 and of the opposite side walls 42 and 44 from the floor 100 to maintain the desired thickness of the resultant adhesive bond between the roof 102 and the first fiber reinforced composite unit 40.

The roof 120 is mounted on the side walls 42 and 44 and the end walls 82 and 84 using the crane 326 and the extender 322 together with the strips 320. For some applications, the suction cups (not shown) can be used for lifting the roof 120 instead of the strips 320. After the roof 120 has been properly placed on the side walls 42 and 44 and the end walls 82 and 84, the strip 32 can be removed. Additional strips (not expressly shown) may be wrapped around of the composite box structure 30 and of the rail car frame 2C to maintain contact between the ceiling 120 and the first union? compound 40 until the adhesive bond has been achieved. The number and location of these strips can be varied to obtain the desired joint thickness and the seal to be tested? E water between the roof 120 and the first composite unit 40. One or more strips can be placed through the opening 46 to secure firmly the door headers 192 with the adjacent portions of the roof 120. The temporary support guide 334 can then be removed from the first rail 142 and the second rail 144.

Various safety devices such as ladders 206 and handbrake 208, together with the end platform mechanisms, can be fastened to the rail car frame 200 using the appropriate mechanical fasteners (not shown explicitly). This aspect of the present invention eliminates any connections or fasteners between the safety devices and the composite box structure 30 and avoids welding after assembling the composite box structure 30 on the frame of the rail car 200. For some applications, the stairs 206 and / or handbrake 208 can be secured to the rail car frame 200 by welding before assembling the composite box structure thereon.

The rail carriage frame 200a incorporating an alternate embodiment of the present invention is shown in FIGS. 15 and 16. The rail carriage frame 200 as shown in FIGS. 2 3 and 4 is similar to the carriage of the rail carriage 200a. as shown in Figures 15 and 16. Some of the differences between the rail car frame 200 and the rail car frame 200a include essentially reducing the size of the cover plates placed on the wheels of each rail car. rail and add additional short joists to reinforce the rail carriage frame at one side of the respective rail carriages.

As shown in FIGS. 15 and 16, the rail carriage frame 200a includes a central beam 214 with a pair of end beams and a pair of side beams 242 and 244 arranged in a generally rectangular configuration. Only the end spar 284 is shown in Fig. 1.5. The rail carriage frame 200a also includes a plurality of transverse supports 216 extending laterally between the central spar 214 and the respective side spars 242 and 244.

The part of the rail carriage 200a shown in FIG. 15 includes the transverse supports 216 spaced apart longitudinally from each other with the rail rotary carriage 204 positioned therebetween. The rail car frame 200a also includes a plurality of longitudinal beams 230 that extend parallel with the center stringer 214a and spaced laterally from one another between the center stringer 214a and the respective side stringers 242 and 244. The rail car frame 200a also includes a pair of body sills. Only a body hearth 224a is shown in Figs. 15 and 16. The body hearth 224a is placed on the rail rotary carriage 204. The body hearth 224a extends laterally between the central beam 214a and the side beams 242 and 244 As best shown in Fig. 15, the body hearth 224a includes four cover plates 360, 362, 364 and 366 which are positioned on the respective wheels associated with the railway rotary carriage 204. The combined weight of the cover plates 360, 362, 364 and 366 are substantially reduced in comparison with the cover plates 252 and 254 associated with the frame of the rail car 200.

The cover plates 360, 362, 364, and 366 are preferably placed on and fastened to a pair of respective beams 368 which extend between the body sill 224a and the associated transverse support 216. As best shown in Figure 16 the joists 368 may have a generally L-shaped cross section to provide a clearance for the wheels associated with the rotating carriages 202 and 204. The joists having a "channel-shaped" cross-section can also be used satisfactorily. As a result of reducing the size of the cover plates 360, 362, 364, and 366, the additional joists 370, 372, 374, and 376 are also installed between the body hearth 224 and the respective transverse supports 216. The joists 370, 372, 374 and 376 may have a generally L-shaped cross section or alternatively a channel-shaped cross section.

The cover plates 360, 362, 364 and 366 are preferably formed from the thick metal plates respectively with dimensions selected to provide a clearance for the wheels of the associated railway rotating carriages 202 and 204. The cover plates 360, 362, 364 and 366 protect the adjacent parts of the composite box structure 30 from any waste thrown from the wheels of the respective rail carriage. The cover plates 360, 362, 364, 366 and 368 and the joists 370, 372, 374 and 376 also provide structural support for the adjacent parts of the composite box structure 30.

The following descriptions are for a closed railway car 20 incorporating a modalida? of the present invention.

Although the present invention and its advantages have bdescribed in detail, it should be understood that various changes, substitutions and alterations may be made here without departing from the spirit and scope of the invention as defined by the following claims.

Claims (22)

R E I V I N D I C A C I O N S

1. A rail car rack for mounting a composite box structure thereon which comprises: a central spar with a first side spar and a second side spar and a pair of end spars arranged in a generally rectangular configuration; a plurality of transverse supports extending between the central spar and the side spars; a plurality of longitudinal joists extending parallel to the central spar and spaced laterally from one another between the central spar and the side spars; a pair of railway rotating carriages attached to the frame adjacent to each end of the central spar, each railway carriage having a plurality of wheels; a body hearth extending the central spar and the lateral spars above each of the railway rotating carriages; a plurality of covers fastened adjacent to and extending horizontally from each body hearth with each cover sized to extend over a respective wheel of the railway rotary carriage associated with the respective body hearth; Y means for mechanically fastening the composite box structure with each side rail.

2. The railway carriage frame, as claimed in clause 1, further characterized in that it comprises: each cover has a first opposite surface from the respective rotating rail carriages; the longitudinal joists each have a first surface and a second surface with the second surface of each longitudinal joist placed on the transverse supports; the central spar, the side spars, and the end spars each have a first surface; And the first surfaces of the central spar, of the side spars, of the end spars, of the longitudinal joists and of the metal covers placed generally coplanar with each other.

3. The railway carriage frame, as claimed in clause 1, further characterized in that it comprises: a plurality of openings formed in each side rail for use in the mechanical fastening of the composite box structure with the respective side rail; a plurality of tie-down connections coupled to the selected longitudinal beams of the rail car frame; Y each tie-down connection including at least one threaded pin extending up therefrom for contact with the respective threaded opening in the composite box structure.

4. The railway carriage frame, as claimed in clause 1, characterized in that it comprises: a railway carriage coupling fastened to each end of the central spar; one end of the carriage cushion unit positioned between each rail carriage coupling and the center rail; Y The displacement length of the end of the carriage housing unit is selected to provide protection for the load carried within the composite box structure.

5. The railway carriage frame, as claimed in clause 1, characterized in that it comprises: a rail car coupling fastened to each end of the center beam; Y one end of the carriage cushion unit having more than 15 inches of travel between the rail carriage coupling and the center rail.

6. The rail car frame, as claimed in clause 1, characterized in that it comprises: at least four locations provided on the outside of each side rail to mechanically couple the composite box structure with the respective side rail; Y each location defined in part by two holes that extend through the side rail to receive a mechanical fastener there.

7. The railway carriage frame, as claimed in clause 1, further characterized by a safety equipment attached only to the rail car frame without connections between the safety equipment and the composite box structure.

8. The railway carriage frame, as claimed in clause 1, characterized in that it comprises: a plurality of coplanar surfaces formed on the frame of the rail car; a plurality of spacers on the coplanar surfaces selected with each spacer having a first thickness; and an adhesive that covers the coplanar surfaces selected with the adhesive having a thickness at least equal to the thickness of the spacers to adhesively bond the composite box structure to the frame of the rail car.

9. The railway carriage frame, as claimed in clause 1, further characterized in that it comprises: a plurality of holes formed in each side rail; a respective metal plate having at least a first and a second opening extending therethrough; a respective mechanical fastener positioned within the first opening of each metal plate and extending through one of the openings in each spar; Y the second opening in each metal plate provides a location for a second mechanical fastener for securing the composite box structure with the respective side rail.

10. The railway carriage frame, as claimed in clause 1, characterized in that the plurality of covers further comprise: four metal covers attached to one side of and extending horizontally from each body floor; the metal covers have a generally rectangular configuration with one edge of each metal cover attached to the central spar on one side of the associated body floor; Y each metal cover extends laterally from the central spar to a position in the middle of the associated lateral spar.

11. The railway carriage frame, as claimed in clause 1, further characterized in that it comprises: four longitudinal joists spaced laterally from one another between the central spar and the first lateral spar; and four longitudinal joists spaced laterally one from the other between the central spar and the second lateral spar.

12. The railway carriage frame, as claimed in clause 1, characterized in that stringer fall further comprises at least four locations for the mechanical fastening of the composite box structure with the respective lateral stringer.

13. A rail car frame for mounting a composite box structure thereon to form a closed rail car comprising: a central spar with a pair of side spars and pair of end spars arranged in a generally rectangular configuration; a plurality of transverse supports extending between the central spar and the side spars, - a plurality of longitudinal beams extending between the end spars and spaced laterally from one another between the central spar and the side spars; a pair of railway rotating carriages attached to the frame adjacent each end of the central spar; a body hearth extending the central spar and the lateral spars above each of the railway rotating carriages; a plurality of mechanical lashing connection assemblies attached to the rail car frame for engagement with the composite box structure; a plurality of openings formed in each side member for use in the mechanical fastening of the composite box structure with the side members; Y the central spar, the transverse supports, the longitudinal joists, the body sills and the mechanical lanyard connection assemblies formed of materials selected from the group consisting of steel alloys, aluminum alloys, fiber reinforced plastics, cermets and of compounds of these materials.

14. The railway carriage frame as claimed in clause 13, characterized in that the rail carriage frame further comprises: a plurality of transverse supports extending between the central stringer and the side stringers; a plurality of longitudinal joists extending parallel to the central spar and spaced laterally from one another between the central spar and the side spars; the longitudinal joists each having a first surface and a second surface with the second surface of each longitudinal joist placed on the transverse supports; the central spar, the side spars, and the end spars each having a first surface; the first surfaces of the central spar, of the side beams, of the end beams of the longitudinal beams being arranged coplanar with each other; Y parts of the composite box structure adhesively bonded to the first surfaces of the central spar, the side spars, the end spars and the longitudinal joists.

15. A rail car frame for mounting a composite box structure thereon to form a closed rail car comprising: a central spar with a pair of side spars and a pair of end spars arranged in a generally rectangular configuration; a plurality of transverse supports extending between the central spar and the side spars; a plurality of longitudinal beams extending between the end beams and spaced laterally from one another between the center bearer and the side beams; a pair of rotating rail cars fastened to the frame adjacent each end of the center beam; each railway rotary carriage has a plurality of wheels; a body hearth extending between the central spar and the side spars above each of the rotating railway carriages; and a plurality of metal covers fastened on one side of and extending horizontally from each body floor and the central spar with a metal cover sized to extend over a respective wheel of an associated railway rotary carriage.

16. The railway carriage frame as claimed in clause 15, further characterized in that it comprises. a plurality of tie-down connections coupled to the closed rail car frame; Y each tie-down connection includes at least two threaded bolts extending up therefrom for contact with a respective threaded opening in the composite box structure.

17. The rail car frame as claimed in clause 15, further characterized in that it comprises a plurality of mechanical connections between the rail car frame and parts of the composite box structure.

18. The railway carriage frame as claimed in clause 15, further characterized by means for mechanically holding the composite box structure with each side rail.

19. The rail car frame as claimed in clause 15, further characterized in that a plurality of openings formed in each side rail for use in the mechanical fastening of the composite box structure with the respective side rail.

20. The rail car frame as claimed in clause 15, further characterized by a plurality of sets of mechanical tie-down connections formed from materials selected from the group consisting of steel alloys, aluminum alloys, fiber reinforced plastics, cerme s and compounds of these materials.

21. A rail car frame for mounting a composite box structure thereon to form an insulated closed rail car comprising: a central spar with a pair of side spars and a pair of end spars arranged in a generally rectangular configuration; a plurality of transverse supports extending between the central spar and the side spars; a plurality of longitudinal beams extending between the end beams and spaced laterally from one another between the center bearer and the side beams; a pair of rotating rail cars fastened to the frame on one side of each end of the center beam; a body hearth extending between the central spar and the side spars above each of the rotating railway carriages; a plurality of mechanical tie-down attachment assemblies attached to the frame of the rail car for engagement with the composite box structure; each of the mechanical clamp connection assemblies including at least one threaded bolt extending up therefrom for contact with the composite box structure; and the central spar, transverse supports, longitudinal joists, body sills, and mechanical lashing connection assemblies formed of materials selected from the group consisting of steel alloys, aluminum alloys, fiber reinforced plastics and cermets.

22. A rail car frame for mounting a composite box structure thereon to form an insulated closed rail car comprising: a central spar with a pair of side spars and a pair of end spars arranged in a generally rectangular configuration; a plurality of transverse supports extending between the central spar and the side spars; a plurality of longitudinal beams extending between the end beams and spaced laterally from one another between the central bearer and the side beams; a pair of rotating rail cars fastened to the frame on one side of each end of the center beam; a body hearth that extends between the central spar and the side spars above each of the railway carriages; Y means for engaging the composite box structure with the rail car frame. SUMMARY A rail carriage frame is provided for mounting a composite box structure thereon to form a closed rail carriage insulated. The composite box structure includes the side walls, the end walls and a molded floor as an integral unit with the inner and outer surfaces of fiber-reinforced plastic. The composite box structure includes a first composite unit reinforced with fiber and a second composite unit reinforced with fiber. the first fiber reinforced composite unit provides the end walls, side walls and floor for the closed rail car. The second fiber reinforcement unit can be permanently attached to the side walls and the end walls to provide a roof for the closed car. The rail car frame has a center stringer, the side stringers and end rails with a generally rectangular configuration and coplanar surfaces for adhesively bonding the composite box structure to the rail car frame. Mechanical fasteners are also provided for coupling the composite box structure with the rail car frame.