COVERED HOPPER CAR WITH STIFFENED BULKHEADS

Abstract

A covered hopper car including a plurality of hoppers adjacent one another along the length of the car, with a generally vertical stiffened bulkhead of sheet material between adjacent ones of the hoppers. The bulkhead may include a plurality of stiffeners of which each stiffener is a transversely oriented curved portion of the sheet material of the bulkhead itself, displaced from the vertical main plane of the bulkhead. A radius of curvature is great enough and all surfaces of the stiffener are steep enough that granular material will slide downward from the stiffener and all surfaces of the stiffener can easily be washed by a spray directed from a hatch opening in the roof of the covered hopper car.

Claims

1. A stiffened bulkhead separating a pair of adjacent covered hoppers in a railroad freight car, the bulkhead comprising: (a) a bulkhead member of sheet material extending generally in an upright, transverse, main bulkhead plane within a covered hopper car, the bulkhead member having a height and a width; and (b) a bulkhead stiffener included in the bulkhead member and extending along the width of the bulkhead member, the bulkhead stiffener including (i) a convexly-curved main stiffener portion having a transversely-oriented axis of curvature; (ii) an oppositely-curved upper fairing portion, located between the main stiffener portion and an upwardly adjacent portion of the bulkhead member and interconnecting the main stiffener portion with the upwardly adjacent portion of the bulkhead member; and (iii) an oppositely-curved lower fairing portion, located between the main stiffener portion and a downwardly adjacent portion of the bulkhead member and interconnecting the main stiffener portion with the downwardly adjacent portion of the bulkhead member.

2. The bulkhead of claim 1 wherein the bulkhead stiffener includes a portion of the sheet material of the bulkhead member that is displaced away from the main plane of the bulkhead and has a radius of curvature within the range of 5.5 inches to 12 inches.

3. The bulkhead of claim 1 wherein each of the upper and lower fairing portions interconnects the main stiffener portion with the respective adjacent portion of the bulkhead member in a smoothly faired manner.

4. The stiffened bulkhead of claim 1 wherein the main stiffener portion, the upper fairing portion, and the lower fairing portion of the bulkhead stiffener all include respective inclined arcuate surfaces, and wherein each of said inclined arcuate surfaces is oriented so that a plane that is tangent to any one of such inclined arcuate surfaces is inclined at an angle of at least 49 degrees from horizontal.

5. The stiffened bulkhead of claim 4 wherein each of said inclined arcuate surfaces is oriented so that said plane that is tangent to said one of said inclined arcuate surfaces is oriented at an angle in the range of at least 49 to 70 from horizontal.

6. The stiffened bulkhead of claim 4 wherein every said tangent is oriented at an angle of at least 55 degrees from horizontal.

7. The stiffened bulkhead of claim 1 wherein the bulkhead member includes a planar vertical top portion above the bulkhead stiffener and a planar vertical bottom portion below the bulkhead stiffener.

8. The stiffened bulkhead of claim 1 including a plurality of the bulkhead stiffeners.

9. The stiffened bulkhead of claim 8 including a planar vertical portion located between and interconnecting a pair of the bulkhead stiffeners.

10. The stiffened bulkhead of claim 8 wherein the main stiffener portion of each of the plurality of bulkhead stiffeners has a horizontal axis of curvature and a radius within the range of 5.5 inches to 12 inches and is shaped as a cylindrical sector.

11. The stiffened bulkhead of claim 1 wherein no surface of the main stiffener portion is spaced apart from the main bulkhead plane by an offset distance greater than 6 inches.

12. The stiffened bulkhead of claim 1 wherein no surface of the main stiffener portion is spaced apart from the main bulkhead plane by an offset distance greater than 4 inches.

13. The stiffened bulkhead of claim 1 wherein no surface of the main stiffener portion is spaced apart from the main bulkhead plane by an offset distance greater than 3 inches.

14. The stiffened bulkhead of claim 1 wherein no surface of the main stiffener portion is spaced apart from the main bulkhead plane by an offset distance greater than 2 inches.

15. A railroad freight car for carrying bulk cargo, comprising: (a) a car body having a length and a pair of opposite side walls and including a pair of hoppers between the side walls and arranged longitudinally adjacent each other along the length of the car body; (b) a transverse bulkhead separating the ones of the pair of adjacent hoppers from each other, the bulkhead including a sheet member defining a main plane of the bulkhead extending generally vertically and transversely with respect to the car body; (c) a bulkhead stiffener incorporated in the sheet member and extending along the sheet member transversely with respect to the car body, the bulkhead stiffener including a convexly curved main stiffener portion protruding from the main plane of the bulkhead; (d) a vertically-oriented planar portion included in the sheet member adjacent to the stiffener; and (e) an oppositely-curved fairing portion included in the stiffener interconnecting the convexly curved portion with the adjacent vertically-oriented planar portion of the sheet member.

16. The railroad freight car of claim 15 wherein the convexly curved main stiffener portion of the stiffener has a cylindrical shape, and has a cylinder radius in the range of 5.5 to 12 inches.

17. The railroad freight car of claim 15 wherein the convexly curved main stiffener portion of the stiffener has a cylindrical shape, and has a cylinder radius in the range of 7 to 11 inches.

18. The railroad freight car of claim 15 wherein the convexly curved main stiffener portion of the stiffener has a cylindrical shape, and has a cylinder radius of about 10 inches.

Description

BRIEF DESCRIPTION OF THE SEVERAL DRAWINGS

[0015] FIG. 1 is a side elevational view of a covered hopper railroad freight car incorporating stiffened bulkheads that are an embodiment of an aspect of the present invention.

[0016] FIG. 2 is an end elevational view of the car shown in FIG. 1.

[0017] FIG. 3 is a sectional view, taken in the direction of line 3-3 in FIG. 2, showing a profile of a prior art stiffened bulkhead between hoppers of a hopper car similar to the car shown in FIGS. 1 and 2.

[0018] FIG. 4 is a sectional view taken along line 3-3 in FIG. 2, showing the profile of a stiffened bulkhead between hoppers of the hopper car shown in FIGS. 1 and 2.

[0019] FIG. 5 is an isometric view looking longitudinally along and upward toward a portion of the hopper car shown as cut away along the line 5-5 in FIG. 1, so as to show one of the bulkheads incorporating the stiffeners disclosed in the present application.

[0020] FIG. 6 is a detail view showing a portion of FIG. 4 at an enlarged scale.

[0021] FIG. 7 is a detail view at an enlarged scale, showing one manner of attaching the bulkhead shown in FIG. 4 to the slope sheets defining bottom portions of adjacent ones of the hoppers of the hopper car shown in FIG. 1.

[0022] FIG. 8 is a detail view showing the manner of attachment of the stiffened bulkhead shown in FIGS. 4-7 to the side members of the hopper car shown in FIGS. 1, 2, and 3-5.

[0023] FIG. 9 is a detail view showing the manner of attachment of an upper corner of the stiffened bulkhead shown in FIGS. 4-7 to the side members and roof structure of the hopper car shown in FIGS. 1,2, and 3-5.

DETAILED DESCRIPTION OF PREFERRED EMBODIMENTS

[0024] Referring now to the drawings which form a part of the disclosure herein, a covered hopper car 20 shown in FIGS. 1 and 2 includes a car body 22 having a pair of tubular side sills 24 supported on a body bolster 26 at each one of a pair of ends 28 and 30 of the car body 22. A pair of wheeled trucks 32 support the car body 22 through the body bolsters 26. The car body 22 may include generally vertically and longitudinally extending opposite side walls 34 of sheet metal construction and may have a slope sheet 36 at each end 28 and 30 of the car body, joined to the side walls 34 and supported suitably above the side sills 24 and the respective body bolster 26 in a generally conventional manner.

[0025] Three generally vertical bulkheads 38 extend downward from the top 40 of the car body 22 to the upper ends 42 of respective slope sheets 44 of four separate hoppers 46, 48, 50, and 52 arranged adjacent one another along a length 54 of the car body 22. As shown in FIGS. 4, 5, and 6, the bulkheads 38 may be of sheet metal, such as type ASTM 1011 sheet steel with a thickness 56 of 0.179 inch, for example. The bulkheads 38 may be welded to the roof structure 58 of the car body, to the side walls 34 of the car body 22, and to the top ends 42 of the slope sheets 44 of the hoppers, as shown at an enlarged scale in FIGS. 7, 8, and 9. Covered hatch openings 60 are provided along the roof 58 of the car body 22, usually evenly spaced apart along the length 54 of the car body 22.

[0026] As mentioned above and as shown in sectional view in FIG. 3, it has been known in the past to provide stiffeners 210 in a bulkhead 212 of sheet metal between hoppers 214, 216 of a prior art covered hopper car 218 by bending the metal sheet of a bulkhead 212 along transversely-extending horizontal bend lines 222, 223, 224 and 225. Each stiffener 210 is thus a portion of the bulkhead 212 that can act as a channel beam having sloping upper and lower flange-like portions 226 and 228, joined by a vertical web-like portion 230 offset from a main plane 232 of the bulkhead 212. Such stiffeners 210 thus may have the shape of an open-based trapezoid, as seen in profile in FIG. 3. As mentioned previously, however, with such prior art stiffeners 210, a lower surface of either flange-like portion 226 or 228 of a lower stiffener 210 of a bulkhead 212 is likely not to be exposed to be washed effectively by a spray directed from a hatch opening 234 in the top of the car, as indicated by the lines 236 in FIG. 3, extending from the hatch openings 234 toward the bulkhead 212.

[0027] As shown in FIGS. 4-9, the car body 22 includes stiffened bulkheads 38 extending transversely within the car body 22 from one to the other of the side walls 34 and separating the hoppers 46, 48, 50, and 52 from one another. Each of the stiffened bulkheads 38 between adjacent ones of the hoppers in the car body includes three stiffeners 66. Depending on the dimensions of the specific stiffener it may be desirable to include four or more stiffeners, as will become apparent. The stiffeners 66 extend transversely with respect to the car body 22 and may extend generally horizontally along each bulkhead 38, from side to side of the car body 22. The stiffeners 66 are spaced apart vertically from one another in the respective bulkhead 38 and are also spaced apart vertically from the top and bottom of the car body 22.

[0028] Each stiffener 66 has an arcuately curved shape, so that it protrudes convexly away from a main plane 70 of the bulkhead 38 defined by vertical coplanar portions 72, 74, 76, and 78, as may be seen in section view in FIG. 4. Each stiffener 66 is faired into the vertical planar portions of the bulkhead 38 located upwardly adjacent and downwardly adjacent to the stiffener 66.

[0029] Each stiffened bulkhead 38 is welded to the adjacent side wall 34 as shown in FIG. 8, and is also welded to the underside of the roof 58 as shown in FIG. 9, with fillet welds 80.

[0030] In one embodiment, as shown best in FIG. 6, each stiffener 66 may include a main stiffener portion 82 in the form of a sector of a right circular cylindrical shell. The cylindrical shape of the main stiffener portion 82 thus has a radius 84 that may be in the range of about 5.5 inches to about 12 inches and may preferably be about 10 inches from a respective cylinder axis 86. The cylinder axis 86 of curvature of the main stiffener portion 82 thus extends horizontally, parallel with the main plane 70 of the bulkhead 38. A upper fairing portion 90 and a lower fairing portion 92 included in each stiffener 66 may similarly be in the form of partial cylinders. Each may have a radius 94 similar to the radius 84, in which case each fairing portion extends through a respective angle 96, 98, about its respective cylinder axis 97 or 99, having a size equal to about half of the angle 83 occupied by the main stiffener portion 82. The fairing portions 90 and 92 thus fair the stiffener 66 smoothly into an adjacent vertical portion 72, 74, 76, or 78 of the bulkhead, as may be seen in FIG. 4 and as shown in greater detail in FIG. 6.

[0031] The stiffener or stiffeners 66 may be made by pressing a flat piece of sheet metal into the desired form.

[0032] In the car body 22, as shown best in FIGS. 4 and 5, each bulkhead 38 may include three such stiffeners 66 which may be spaced apart from one another and interconnected by coplanar vertical portions 74 and 76 of the bulkhead 38. Depending on the overall height of the hoppers 46, 48, 50, and 52, each of the coplanar vertical portions 74, if present between the stiffeners 66, may have a height 100 in the range of 2 inches to 12 inches. A planar bottom portion 78 of the bulkhead 38, beneath the lowest of such stiffeners 66, extends down to the upper ends 42 of the slope sheets 44 and may have a height 104 of 27 inches. The bottom portion 78 may be attached to the upper ends 42 of the slope sheets 40 by a fillet weld 102 on each side, to avoid presenting a shelf that might catch cargo being emptied from the hoppers.

[0033] A generally planar upper end portion 72 of the bulkhead 38 may extend upward a distance 108, which may be about 14 inches, above the uppermost one of the stiffeners 66, and beyond the top of each side wall 34 of the car body 22 to the interior of the roof structure 58 between adjacent ones of the hoppers, to ensure that each of the hoppers 46, 48, 50, and 52 is completely separated from an adjacent one of the hoppers.

[0034] As shown in FIG. 9, there may be doubler plates 109 in the upper corners of the bulkhead 38, on at least one face of the bulkhead 38, in the vicinity of where the roof structure 58 is joined with a top chord 110 of car body 22, to avoid stress concentrations in that area of the car body 22.

[0035] As a result of the shape of the stiffener 66, determined by the selected combination of the radius of curvature 84, 96 or 98 and the angles 83, 96, and 98 over which portions 82, 90, and 92 of the stiffeners 66 extend, a plane 118 that is tangent to any of the upwardly-facing sloped surfaces of the stiffener 66, as seen in a vertical plane normal to the main plane 70 of the stiffened bulkhead 38, is oriented at an angle 120 of at least about 49 or more with respect to the horizontal. The plane 118 that is tangent to an upper surface of the main stiffener portion 82, at the line of inflection where it joins the upper fairing portion 90, is at an angle 120 of, for example, of about 58 to the horizontal, corresponding to an angle of 32 to the vertical main plane 70 of the bulkhead 38, as shown in FIG. 6. The angle 120 is preferably in the range of 49 to 70 in size, and the angle 120 would thus be least at the line of inflection, or junction, between the main stiffener portion 82 and an adjacent fairing portion 90 or 92. This steep downward slope of the upwardly facing sloped surfaces on each side of the stiffener 66 minimizes the likelihood that any granular or particulate cargo within one of the hoppers 46, 48, 50, or 52 would fail to slide downward along the bulkhead 38 to the adjacent slope sheet 44 at the bottom of the respective hopper.

[0036] As a result of this configuration of the stiffeners 66, a surface of the main stiffener portion 82 is spaced apart from the vertical main plane 70 of the bulkhead 38, in a direction along the length 54 of the car body 22, by an offset distance 121 whose maximum is designed to be in the range of 2 inches to 6 inches, and which is preferably 4 inches or less and most preferably about 3 inches or less. The maximum offset distance 121 thus is preferably less than that in the prior art stiffeners 210 resembling channel beams, as mentioned above, yet provides ample stiffening of the bulkhead 38 with a minimum of additional weight beyond the weight of a completely planar vertical bulkhead. It will be understood that the radii of curvature 84 and 94 and the angles 83, 96, and 98 will determine the maximum offset distance 121 but that they will be selected to result in the size of the angle 120 being in the required range.

[0037] As may be seen in FIG. 4 the shape of each stiffener 66 also results in all of the surfaces of the bulkhead 38 being exposed to be washed by a spray in a direct line 122 from a hatch opening 60 in the roof 58 of the car 20 so that all of the surfaces of the bulkhead 38 can be spray washed reliably.

[0038] It will also be understood that the stiffeners 66 may have a shape (not shown) somewhat different from a portion of a right circular cylinder, and that rather than being level and horizontal along a transverse direction along the bulkhead the axes of curvature 130 of the stiffeners might slope from one side of the car 20 to the other. Also, the individual stiffeners 66 might be arranged in a zig-zag relationship rather than being parallel with each other. Furthermore, it will be understood that the stiffeners 66 might be shaped as truncated conical sectors rather than partial cylinders. Each of these possible configurations of the stiffeners could be manufactured with dimensions providing the advantageous characteristics of desired stiffening for the bulkhead: requiring less material than the prior art trapezoidal stiffeners 210, having surfaces steep enough not to retain quantities of a granular cargo, and not including surfaces inaccessible to being spray washed.

[0039] The terms and expressions which have been employed in the foregoing specification are used therein as terms of description and not of limitation, and there is no intention in the use of such terms and expressions of excluding equivalents of the features shown and described or portions thereof, it being recognized that the scope of the invention is defined and limited only by the claims which follow.