According to particular embodiments, a door operating system comprises: a rotating handle removably coupled to a first gear; the first gear coupled to a second gear; the second gear removably coupled to a worm gear; and the worm gear coupled to a rotating plate. Rotation of the handle rotates the first gear which rotates the second gear which rotates the worm gear which rotates the rotating plate to cause the door to open or close. The first gear is swappable with the second gear to modify a gear ratio of the door operating system.
A railcar comprises a composite floor assembly. The composite floor assembly comprises a plurality of channels disposed on top of an underframe and longitudinally extending along a length of the composite floor assembly. Each of the plurality of channels forms a recessed portion to allow the flow of liquid. The composite floor assembly further comprises an integral drain pan integrated into the composite floor assembly such that the integral drain pan forms a recessed portion along the longitudinal end of the composite floor assembly. The integral drain pan is configured to accumulate the liquid flown from the plurality of channels.
A system for insulating a railcar is disclosed. The system includes a roof, front, back, left, and right side portions. Each portion includes a plurality of insulating panels. The insulating panels are coupled to an inner surface of the railcar. The insulating panels are joined to each other by a plurality of joints. Each insulating panel includes an outer layer with a first material and a first thickness, an insulating layer with a second material and a second thickness, and an inner layer with a third material and a third thickness. Each of the first and the third material comprises a fiberglass reinforced plastic or a vinyl. The second material comprises a foam or a fibrous material. The insulating layer is positioned between the inner layer and the outer layer. The inner layer has one or more spacings to house one or more bars with a fourth material, comprising steel.
B32B 5/02 - Layered products characterised by the non-homogeneity or physical structure of a layer characterised by structural features of a layer comprising fibres or filaments
B32B 5/18 - Layered products characterised by the non-homogeneity or physical structure of a layer characterised by features of a layer containing foamed or specifically porous material
B32B 5/24 - Layered products characterised by the non-homogeneity or physical structure of a layer characterised by the presence of two or more layers which comprise fibres, filaments, granules, or powder, or are foamed or specifically porous one layer being a fibrous or filamentary layer
B32B 5/26 - Layered products characterised by the non-homogeneity or physical structure of a layer characterised by the presence of two or more layers which comprise fibres, filaments, granules, or powder, or are foamed or specifically porous one layer being a fibrous or filamentary layer another layer also being fibrous or filamentary
B32B 3/06 - Layered products comprising a layer with external or internal discontinuities or unevennesses, or a layer of non-planar shapeLayered products comprising a layer having particular features of form characterised by features of form at particular places, e.g. in edge regions for securing layers togetherLayered products comprising a layer with external or internal discontinuities or unevennesses, or a layer of non-planar shapeLayered products comprising a layer having particular features of form characterised by features of form at particular places, e.g. in edge regions for attaching the product to another member, e.g. to a support
An operating mechanism for plug-type rail car doors includes first and second links connected to rotatable first and second support bars. The links include respective elongated slots partially overlapping with one another, wherein each slot receives a respective cam. The cams are rotatable together about a rotational axis which is eccentrically arranged relative to both cams. An actuating lever is connected to the cams to enable an operator to rotate the cams about the rotational axis. The actuating lever is movable such that the first and second links are retracted relative to one another to simultaneously rotate the first and second support bars, and such that the first and second links are extended relative to one another to simultaneously counter-rotate the first and second support bars. A gear train may be provided between the actuating lever and the cams to reduce the necessary manual operating torque.
B61D 19/00 - Door arrangements specially adapted for rail vehicles
E05D 15/10 - Suspension arrangements for wings for wings sliding horizontally more or less in their own plane movable out of one plane into a second parallel plane
E05F 11/54 - Man-operated mechanisms for operating wings, including those which also operate the fastening for doors
According to some embodiments, an articulated railcar comprises a first railcar and a second railcar coupled via an articulated railcar truck. The first railcar and the second railcar each comprise a first end, a second end, and a first longitudinal side and a second longitudinal side disposed between the first end and the second end. The first longitudinal side comprises a center panel and an intermediate panel. The center panel is disposed between a center of the railcar and the intermediate panel. The intermediate panel is disposed between the center panel and the first end or the second end. A width of the railcar at the intermediate panel is greater than a width of the railcar at the center panel.
An apparatus includes a latch and a travelling nut. The latch couples to a deck of an auto rack car. The latch includes a body coupled to a hinge such that the body may rotate about the hinge from a first position to a second position. The body includes a key. The travelling nut engages a ball screw. The travelling nut includes a slot. The travelling nut rotates with the ball screw when the body is in the first position. The key engages the slot when the body is in the second position. The travelling nut and the latch adjust a height of the deck in the auto rack car when the body is in the second position and when the ball screw is turned.
A railcar system that includes a railcar with a discharge opening and a longitudinal gate positioned adjacent to the discharge opening. The system further includes a driving system connected to the longitudinal gate that is configured to move the longitudinal gate between a closed position and an open position. The system further includes a controller connected to the driving system that causes the driving system to position the longitudinal gate in the closed position, position the longitudinal gate in the open position, and position the longitudinal gate to remain an at least partially open position. The longitudinal gate is less than fully open when the longitudinal gate is in the at least partially open position.
An apparatus includes a panel, a fastener, and a cushion. The panel is coupled to a side of a railcar. The fastener engages the panel. A vertical position of the fastener on the panel is adjustable. The cushion is coupled to the fastener. The cushion extends from the side of the railcar towards an interior of the railcar and prevents the side of the railcar from contacting an object stored in the railcar.
According to some embodiments, a railcar comprises a first end, a second end, and a first longitudinal side and a second longitudinal side disposed between the first end and the second end. The first longitudinal side comprises a center panel and an intermediate panel. The center panel is disposed between a center of the railcar and the intermediate panel. The intermediate panel is disposed between the center panel and the first end or the second end. A width of the railcar at the intermediate panel is greater than a width of the railcar at the center panel. The center panel and the intermediate panel comprise generally straight panels coupled together at an angle. In particular embodiments, the first longitudinal side further comprises an end panel disposed between the intermediate panel and the first end or the second end.
A system for transporting vehicles includes a railcar, a deck, a fastener, a screw, and a travelling nut. The deck is positioned within the railcar and is for supporting a plurality of vehicles. The fastener is coupled to the deck and operable to couple the deck to a wall of the railcar. The fastener prevents a vertical position of the deck within the railcar to be adjusted when the deck is coupled to the wall by the fastener. The screw is coupled to the railcar and the travelling nut is operably coupled to the screw. The travelling nut is operable to adjust a vertical position of the deck within the railcar as a position of the travelling nut on the screw changes when the screw is turned.
A system includes a railcar, a first side screen, a second side screen, and an adjustment system. The railcar includes a roof section. The first side screen is coupled to a side of the railcar. The second side screen is coupled to the side of the railcar. The second side screen overlaps a portion of the first side screen. The adjustment system is coupled to the railcar and is operable to adjust a vertical position of the roof section.
A system includes a railcar, a first deck, and a second deck. The second deck is positioned within the railcar above the first deck. The second deck includes a first portion, a second portion coupled to a first end of the first portion, and a third portion coupled to a second end of the first portion opposite the first end. The second and third portions can move towards a center of the first portion such that the first portion is positioned above or beneath the second and third portions.
According to some embodiments, a railcar comprises a first well component supported by a first railcar truck and a second railcar truck. The first well component is disposed between the first railcar truck and the second railcar truck. The length of the first well component is restricted to transport an intermodal shipping container no longer than twenty feet in length. In particular embodiments, the first well component is configured to transport a double stack of twenty-foot intermodal shipping containers. Each twenty-foot shipping container of the double stack may be loaded to maximum weight of 67,000 pounds. Particular embodiments include an articulated railcar with two or more twenty-foot well components.
An apparatus includes a panel, a fastener, and a cushion. The panel is coupled to a side of a railcar. The fastener engages the panel. A vertical position of the fastener on the panel is adjustable. The cushion is coupled to the fastener. The cushion extends from the side of the railcar towards an interior of the railcar and prevents the side of the railcar from contacting an object stored in the railcar.
A system includes a first frame and a second frame extending along a plane defined by a first direction and a second direction. The first frame and the second frame define a plurality of first holes and a plurality of second holes. The axial axes of the first holes and the second hoes are oriented in a direction perpendicular to the first direction and the second direction. The system further includes two or more layers of material positioned between the first frame and the second frame. The system further includes a plurality of rods inserted within the first holes and a driver that forces a portion of each of the plurality of rods through the two or more layers of material into the second holes.
A railcar system that includes a railcar with a discharge opening and a longitudinal gate positioned adjacent to the discharge opening. The system further includes a driving system connected to the longitudinal gate that is configured to move the longitudinal gate between a closed position and an open position. The system further includes a controller connected to the driving system that causes the driving system to position the longitudinal gate in the closed position, position the longitudinal gate in the open position, and position the longitudinal gate to remain an at least partially open position. The longitudinal gate is less than fully open when the longitudinal gate is in the at least partially open position.
A railcar system that includes a railcar with a discharge opening and a longitudinal gate positioned adjacent to the discharge opening. The system further includes a driving system connected to the longitudinal gate that is configured to move the longitudinal gate between a closed position and an open position. The system further includes a controller connected to the driving system that causes the driving system to position the longitudinal gate in the closed position, position the longitudinal gate in the open position, and position the longitudinal gate to remain an at least partially open position. The longitudinal gate is less than fully open when the longitudinal gate is in the at least partially open position.
According to some embodiments, an apparatus for securing railcar doors comprises a staple affixed to a portion of a railcar. The staple defines a staple hole. The apparatus further comprises a hasp. The hasp comprises a hinge. The hasp further comprises a first portion pivotally coupled to the hinge. The first portion is affixed to the railcar. The hasp further comprises a second portion. The second portion comprises a first end and a second end. The first end of the second portion is pivotally coupled to the hinge. The second end is opposite the first end. The second portion of the hasp comprises a square key plug configured to be inserted into a square key hole of a railcar door. The second portion of the hasp defines a first hole through which a portion of the staple may pass when the hasp is in a closed position.
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 driving system configured to transition the first beam from a first position to a second position. 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. The first longitudinal gate and the second longitudinal gate are both at least partially open when the first beam is in the third position.
A railcar system that includes a railcar and a nested sliding gate assembly disposed within the railcar. The nested sliding gate assembly includes an upper deck, a lower deck, and a driving system. The upper deck has a plurality of holes. The lower deck is positioned below the upper deck and has a plurality of discharge ports. The driving system positions the lower deck in a first position with respect to the upper deck, where the holes of the upper deck and the discharge ports of the lower deck do not align when the lower deck is in the first position. The driving system also positions the lower deck in a second position with respect to the upper deck, where the holes of the upper deck and the discharge ports of the lower deck at least partially align when the lower deck is in the second position.
An apparatus includes a latch and a travelling nut. The latch couples to a deck of an auto rack car. The latch includes a body coupled to a hinge such that the body may rotate about the hinge from a first position to a second position. The body includes a key. The travelling nut engages a ball screw. The travelling nut includes a slot. The travelling nut rotates with the ball screw when the body is in the first position. The key engages the slot when the body is in the second position. The travelling nut and the latch adjust a height of the deck in the auto rack car when the body is in the second position and when the ball screw is turned.
A railcar system that includes a first railcar comprising a first plurality of decks and a first plurality of end doors adjacent to a respective deck of the first plurality of decks. The railcar system further comprises a second railcar comprising a second plurality of decks and a second plurality of end doors adjacent to a respective deck of the second plurality of decks. Each of the first plurality of end doors and the second plurality of end doors is configurable between a vertical orientation and a horizontal orientation. The railcar system is further configured such that when a first end door of the first plurality of end doors of the first railcar is in its horizontal orientation it aligns with a second end door of the second plurality of end doors of the second railcar when the second end door is in its horizontal orientation.
According to some embodiments, a railcar comprises a first end, a second end, and a first longitudinal side and a second longitudinal side disposed between the first end and the second end. The first longitudinal side comprises a center panel and an intermediate panel. The center panel is disposed between a center of the railcar and the intermediate panel. The intermediate panel is disposed between the center panel and the first end or the second end. A width of the railcar at the intermediate panel is greater than a width of the railcar at the center panel. The center panel and the intermediate panel comprise generally straight panels coupled together at an angle. In particular embodiments, the first longitudinal side further comprises an end panel disposed between the intermediate panel and the first end or the second end.
According to some embodiments, a railcar comprises a hopper with a sloped sheet and a discharge door. A first end of the discharge door is coupled to the railcar and pivots the discharge door between closed and open positions. The sloped sheet comprises a discharge end that is in contact with the discharge door when in the closed position. A second end of the discharge door extends beyond the discharge end of the sloped sheet when in the closed position. The discharge door comprises a lip disposed at its second end that extends generally perpendicular to the discharge door and parallel to the sloped sheet when the discharge door is in the closed position. The sloped sheet comprises a gasket coupled to its exterior portion. The lip of the discharge door contacts the gasket when in the closed position.
B61D 7/02 - Hopper cars with discharge openings in the bottoms
E06B 7/22 - Sealing arrangements on wings or parts co-operating with the wings by means of elastic edgings, e.g. elastic rubber tubesSealing arrangements on wings or parts co-operating with the wings by means of resilient edgings, e.g. felt or plush strips, resilient metal strips
B61D 7/18 - Closure elements for discharge openings pivoted
According to some embodiments, a railcar comprises a hopper with a sloped sheet and a discharge door. A first end of the discharge door is coupled to the railcar and pivots the discharge door between closed and open positions. The sloped sheet comprises a discharge end that is in contact with the discharge door when in the closed position. A second end of the discharge door extends beyond the discharge end of the sloped sheet when in the closed position. The discharge door comprises a lip disposed at its second end that extends generally perpendicular to the discharge door and parallel to the sloped sheet when the discharge door is in the closed position. The sloped sheet comprises a gasket coupled to its exterior portion. The lip of the discharge door contacts the gasket when in the closed position.
A system for transporting vehicles includes a railcar, a deck, a fastener, a screw, and a travelling nut. The deck is positioned within the railcar and is for supporting a plurality of vehicles. The fastener is coupled to the deck and operable to couple the deck to a wall of the railcar. The fastener prevents a vertical position of the deck within the railcar to be adjusted when the deck is coupled to the wall by the fastener. The screw is coupled to the railcar and the travelling nut is operably coupled to the screw. The travelling nut is operable to adjust a vertical position of the deck within the railcar as a position of the travelling nut on the screw changes when the screw is turned.
A system includes a railcar, a first side screen, a second side screen, and an adjustment system. The railcar includes a roof section. The first side screen is coupled to a side of the railcar. The second side screen is coupled to the side of the railcar. The second side screen overlaps a portion of the first side screen. The adjustment system is coupled to the railcar and is operable to adjust a vertical position of the roof section.
A system includes a railcar, a first deck, and a second deck. The second deck is positioned within the railcar above the first deck. The second deck includes a first portion, a second portion coupled to a first end of the first portion, and a third portion coupled to a second end of the first portion opposite the first end. The second and third portions can move towards a center of the first portion such that the first portion is positioned above or beneath the second and third portions.
A railcar security system that includes a railcar, a first sensor having a first sensor type and a first sensor location with respect to the railcar, a second sensor having a second sensor type and a second sensor location with respect to the railcar, a first lighting group linked with the first sensor, a second lighting group linked with the second sensor, and a controller. The controller is configured to receive an arming signal, receive a trigger signal indicating a sensor of the plurality of sensors has been triggered, determine a sensor type and a sensor location for the sensor based on the trigger signal, activate the first lighting group when the determined sensor type and the determined sensor location correspond with the first sensor, and activate the second lighting group when the determined sensor type and the determined sensor location correspond with the second sensor.
G08B 19/00 - Alarms responsive to two or more different undesired or abnormal conditions, e.g. burglary and fire, abnormal temperature and abnormal rate of flow
B61L 15/00 - Indicators provided on the vehicle or train for signalling purposes
B61L 25/02 - Indicating or recording positions or identities of vehicles or trains
An energy absorption/coupling system for a railcar including a draft assembly provided toward opposed ends of a centersill on the railcar. Each draft assembly includes a coupler and a draft gear assembly disposed in longitudinally disposed and operable relation relative to each other. The coupler is configured to allow at least 4.5 inches of travel in a single longitudinal direction during operation of the coupler. The draft gear assembly of each draft assembly is configured to consistently and repeatedly withstand up to about 110,000 ft- lbs. of energy imparted to the energy absorption/coupling system at a force level not to exceed 900,000 lbs. over a range of travel of a wedge member in an inward axial direction relative to the housing of at least 4.5 inches. With the present invention disclosure, high level impact forces between rail cars can be absorbed and dissipated while maintaining an overall length of the railcar constant and unchanged. A method for releasably coupling two railcars to each other is also disclosed.
A system for increasing vertical clearance in an autorack includes an autorack comprising a plurality of decks. A first deck of the plurality of decks is positioned beneath a second deck of the plurality of decks. The second deck includes a clearance region proximate a center line of the second deck. A first portion of an underside surface of the second deck at the clearance region is higher than a second portion of the underside surface of the second deck not at the clearance region.
An energy absorption/coupling system for a railcar including a draft assembly provided toward opposed ends of a centersill on the railcar. Each draft assembly includes a coupler and a draft gear assembly disposed in longitudinally disposed and operable relation relative to each other. The coupler is configured to allow at least 4.5 inches of travel in a single longitudinal direction during operation of the coupler. The draft gear assembly of each draft assembly is configured to consistently and repeatedly withstand up to about 110,000 ft-lbs. of energy imparted to the energy absorption/coupling system at a force level not to exceed 900,000 lbs. over a range of travel of a wedge member in an inward axial direction relative to the housing of at least 4.5 inches. With the present invention disclosure, high level impact forces between rail cars can be absorbed and dissipated while maintaining an overall length of the railcar constant and unchanged. A method for releasably coupling two railcars to each other is also disclosed.
B61G 9/10 - Draw-gear combined with buffing appliances with separate mechanical friction shock-absorbers
B61G 9/06 - Draw-gear combined with buffing appliances with rubber springs
B61G 9/04 - Draw-gear combined with buffing appliances
B61G 3/04 - Couplings comprising mating parts of similar shape or form which can be coupled without the use of any additional element or elements with coupling head having a guard arm on one side and a knuckle with angularly-disposed nose and tail portions pivoted to the other side thereof, the nose of the knuckle being the coupling part, and means to lock the knuckle in coupling position, e.g. "A.A.R." or "Janney" type
The present invention is a system comprising a railcar, a plurality of magnets coupled to a sidewall of the railcar, and a cushion extending along the sidewall and coupled directly to the plurality of magnets by fasteners extending through the cushion. The cushion is configured to extend from the plurality of magnets towards an interior of the railcar, and prevent the side of the railcar from contacting an object stored in the railcar.
According to some embodiments, a railcar comprises a first end, a second end, and a first longitudinal side and a second longitudinal side disposed between the first end and the second end. The first longitudinal side comprises a center panel and an intermediate panel. The center panel is disposed between a center of the railcar and the intermediate panel. The intermediate panel is disposed between the center panel and the first end or the second end. A width of the railcar at the intermediate panel is greater than a width of the railcar at the center panel. The center panel and the intermediate panel comprise generally straight panels coupled together at an angle. In particular embodiments, the first longitudinal side further comprises an end panel disposed between the intermediate panel and the first end or the second end.
A railcar system that includes a first railcar comprising a first plurality of decks and a first plurality of end doors adjacent to a respective deck of the first plurality of decks. The railcar system further comprises a second railcar comprising a second plurality of decks and a second plurality of end doors adjacent to a respective deck of the second plurality of decks. Each of the first plurality of end doors and the second plurality of end doors is configurable between a vertical orientation and a horizontal orientation. The railcar system is further configured such that when a first end door of the first plurality of end doors of the first railcar is in its horizontal orientation it aligns with a second end door of the second plurality of end doors of the second railcar when the second end door is in its horizontal orientation.
A railcar system that includes a railcar and a nested sliding gate assembly disposed within the railcar. The nested sliding gate assembly includes an upper deck, a lower deck, and a driving system. The upper deck has a plurality of holes. The lower deck is positioned below the upper deck and has a plurality of discharge ports. The driving system positions the lower deck in a first position with respect to the upper deck, where the holes of the upper deck and the discharge ports of the lower deck do not align when the lower deck is in the first position. The driving system also positions the lower deck in a second position with respect to the upper deck, where the holes of the upper deck and the discharge ports of the lower deck at least partially align when the lower deck is in the second position.
According to some embodiments, a railcar comprises a hopper with a sloped sheet and a discharge door. A first end of the discharge door is coupled to the railcar and pivots the discharge door between closed and open positions. The sloped sheet comprises a discharge end that is in contact with the discharge door when in the closed position. A second end of the discharge door extends beyond the discharge end of the sloped sheet when in the closed position. The discharge door comprises a lip disposed at its second end that extends generally perpendicular to the discharge door and parallel to the sloped sheet when the discharge door is in the closed position. The sloped sheet comprises a gasket coupled to its exterior portion. The lip of the discharge door contacts the gasket when in the closed position.
According to some embodiments, a railcar comprises a first well component supported by a first railcar truck and a second railcar truck. The first well component is disposed between the first railcar truck and the second railcar truck. The length of the first well component is restricted to transport an intermodal shipping container no longer than twenty feet in length. In particular embodiments, the first well component is configured to transport a double stack of twenty-foot intermodal shipping containers. Each twenty-foot shipping container of the double stack may be loaded to its maximum weight of 67,000 pounds. Particular embodiments include an articulated railcar with two or more twenty-foot well components.
A system for insulating a railcar is disclosed. The system includes a roof, front, back, left, and right side portions. Each portion includes a plurality of insulating panels. The insulating panels are coupled to an inner surface of the railcar. The insulating panels are joined to each other by a plurality of joints. Each insulating panel includes an outer layer with a first material and a first thickness, an insulating layer with a second material and a second thickness, and an inner layer with a third material and a third thickness. Each of the first and the third material comprises a fiberglass reinforced plastic or a vinyl. The second material comprises a foam or a fibrous material. The insulating layer is positioned between the inner layer and the outer layer. The inner layer has one or more spacings to house one or more bars with a fourth material, comprising steel.
B61D 17/04 - Construction details of vehicle bodies with bodies of metalConstruction details of vehicle bodies with composite, e.g. metal and wood, body structures
According to some embodiments, an articulated railcar comprises a first railcar and a second railcar coupled via an articulated railcar truck. The first railcar and the second railcar each comprise a first end, a second end, and a first longitudinal side and a second longitudinal side disposed between the first end and the second end. The first longitudinal side comprises a center panel and an intermediate panel. The center panel is disposed between a center of the railcar and the intermediate panel. The intermediate panel is disposed between the center panel and the first end or the second end. A width of the railcar at the intermediate panel is greater than a width of the railcar at the center panel.
A railcar comprises a composite floor assembly. The composite floor assembly comprises a plurality of channels disposed on top of an underframe and longitudinally extending along a length of the composite floor assembly. Each of the plurality of channels forms a recessed portion to allow the flow of liquid. The composite floor assembly further comprises an integral drain pan integrated into the composite floor assembly such that the integral drain pan forms a recessed portion along the longitudinal end of the composite floor assembly. The integral drain pan is configured to accumulate the liquid flown from the plurality of channels.
According to particular embodiments, a door operating system comprises: a rotating handle removably coupled to a first gear; the first gear coupled to a second gear; the second gear removably coupled to a worm gear; and the worm gear coupled to a rotating plate. Rotation of the handle rotates the first gear which rotates the second gear which rotates the worm gear which rotates the rotating plate to cause the door to open or close. The first gear is swappable with the second gear to modify a gear ratio of the door operating system.
A system includes a railcar, a first side screen, a second side screen, and an adjustment system. The railcar includes a roof section. The first side screen is coupled to a side of the railcar. The second side screen is coupled to the side of the railcar. The second side screen overlaps a portion of the first side screen. The adjustment system is coupled to the railcar and is operable to adjust a vertical position of the roof section.
A system for transporting vehicles includes a railcar, a deck, a fastener, a screw, and a travelling nut. The deck is positioned within the railcar and is for supporting a plurality of vehicles. The fastener is coupled to the deck and operable to couple the deck to a wall of the railcar. The fastener prevents a vertical position of the deck within the railcar to be adjusted when the deck is coupled to the wall by the fastener. The screw is coupled to the railcar and the travelling nut is operably coupled to the screw. The travelling nut is operable to adjust a vertical position of the deck within the railcar as a position of the travelling nut on the screw changes when the screw is turned.
A system includes a railcar, a first deck, and a second deck. The second deck is positioned within the railcar above the first deck. The second deck includes a first portion, a second portion coupled to a first end of the first portion, and a third portion coupled to a second end of the first portion opposite the first end. The second and third portions can move towards a center of the first portion such that the first portion is positioned above or beneath the second and third portions.
A railcar security system that includes a railcar, a first sensor having a first sensor type and a first sensor location with respect to the railcar, a second sensor having a second sensor type and a second sensor location with respect to the railcar, a first lighting group linked with the first sensor, a second lighting group linked with the second sensor, and a controller. The controller is configured to receive an arming signal, receive a trigger signal indicating a sensor of the plurality of sensors has been triggered, determine a sensor type and a sensor location for the sensor based on the trigger signal, activate the first lighting group when the determined sensor type and the determined sensor location correspond with the first sensor, and activate the second lighting group when the determined sensor type and the determined sensor location correspond with the second sensor.
B60Q 1/50 - Arrangement of optical signalling or lighting devices, the mounting or supporting thereof or circuits therefor the devices being primarily intended to indicate the vehicle, or parts thereof, or to give signals, to other traffic for indicating other intentions or conditions, e.g. request for waiting or overtaking
B61D 41/00 - Indicators for reserved seatsWarning or like signsDevices or arrangements in connection with tickets, e.g. ticket holdersHolders for cargo tickets or the like
An apparatus includes a latch and a travelling nut. The latch couples to a deck of an auto rack car. The latch includes a body coupled to a hinge such that the body may rotate about the hinge from a first position to a second position. The body includes a key. The travelling nut engages a ball screw. The travelling nut includes a slot. The travelling nut rotates with the ball screw when the body is in the first position. The key engages the slot when the body is in the second position. The travelling nut and the latch adjust a height of the deck in the auto rack car when the body is in the second position and when the ball screw is turned.
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 driving system configured to transition the first beam from a first position to a second position. 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. The first longitudinal gate and the second longitudinal gate are both at least partially open when the first beam is in the third position.
According to some embodiments, an apparatus for securing railcar doors comprises a staple affixed to a portion of a railcar. The staple defines a staple hole. The apparatus further comprises a hasp. The hasp comprises a hinge. The hasp further comprises a first portion pivotally coupled to the hinge. The first portion is affixed to the railcar. The hasp further comprises a second portion. The second portion comprises a first end and a second end. The first end of the second portion is pivotally coupled to the hinge. The second end is opposite the first end. The second portion of the hasp comprises a square key plug configured to be inserted into a square key hole of a railcar door. The second portion of the hasp defines a first hole through which a portion of the staple may pass when the hasp is in a closed position.
An operating mechanism for plug-type rail car doors includes first and second links connected to respective rotatable first support bars of the door. The links include respective elongated slots at least partially overlapping with one another, wherein each slot receives a respective cam. The cams are rotatable together about a rotational axis which is eccentrically arranged relative to both cams. An actuating lever is connected to the cams to enable an operator to rotate the cams about the rotational axis. The actuating lever is movable such that the first and second links are retracted relative to one another to simultaneously rotate the first and second support bars, and such that the first and second links are extended relative to one another to simultaneously counter-rotate the first and second support bars. A gear train may be provided between the actuating lever and the cams to reduce the necessary manual operating torque.
B61D 19/00 - Door arrangements specially adapted for rail vehicles
B61D 19/02 - Door arrangements specially adapted for rail vehicles for carriages
E05D 15/10 - Suspension arrangements for wings for wings sliding horizontally more or less in their own plane movable out of one plane into a second parallel plane
E05F 11/54 - Man-operated mechanisms for operating wings, including those which also operate the fastening for doors
patents
