Railway Car Loading Rack
A loading rack includes at least one support structure having a plurality of support legs; at least one shelf support disposed in connection with each of the at least one support structures; at least one shelf having a surface disposed in connection with each of the shelf supports; and at least one base disposed in connection with each of the at least one support structures and opposite each of the shelf supports, wherein the loading rack supports a vertical load of no less than about 6,000 pounds.
The invention relates to railcars and, more particularly, to railway car loading racks.
BACKGROUND OF THE INVENTIONLoading racks for railway cars are typically constructed with steel or other high strength alloys in order to provide the strength and durability required to support tons of cargo. Although such racks meet the requisite structural requirements to support cargo, these steel racks exhibit several disadvantages.
First, steel racks are heavy by virtue of their material. According to regulations promulgated by the Association of American Railroads, a person must be able to manually lift and set a rack in place. The regulations state each section of loading racks, that is, a single loading rack, must weigh no more than 40 pounds. To compensate additional steel racks of smaller size must be used which incurs additional materials, increased loading time and worker's hourly time, and their related expenses.
Secondly, steel racks and their cargo, like any items being transported, inevitably move to some extent and damage the railway car's interior. Railway cars fitted with insulation material or other coverings cannot afford to experience such damage. Damaged insulation material, e.g., paneling, causes thermal shorts and the railway car's internal temperature increases as a result. In addition, the cargo may also become compromised. Moreover, the railway car must be fixed immediately to prevent the overall UA value from falling below the regulations promulgated by the Association of American Railroads.
Consequently, there exists a need for a loading rack design that permits the double loading of cargo in a railway car.
There also exists a need for a loading rack design that permits loading cargo in a loading area above the racks within a railway car without requiring loading cargo beneath the racks.
There further exists a need for a loading rack design that will maximize the amount of loadable cargo space within the railway car and still maintain the requisite weight limits.
SUMMARY OF THE INVENTIONIn accordance with one aspect of the present disclosure, a loading rack broadly comprises at least one support structure having a plurality of support legs; at least one shelf support disposed in connection with each of the at least one support structures; at least one shelf having a surface disposed in connection with each of the shelf supports; and at least one base disposed in connection with each of the at least one support structures and opposite each of the shelf supports, wherein the loading rack supports a vertical load of no less than about 6,000 pounds.
In accordance with another aspect of the present disclosure, the loading rack broadly comprises a first support structure having a first support leg, a second support leg and a third support leg; a second support structure having a first support leg, a second support leg and a third support leg; a third support structure having a first support leg, a second support leg and a third support leg; a first shelf support mounted to said first support structure; a second shelf support mounted to said second support structure; a third shelf support mounted to said third support structure; a first base mounted to said first support structure opposite said first shelf support; a second base mounted to said second support structure opposite said second shelf support; a third base mounted to said third support structure opposite said third shelf support; and at least one shelf mounted to said first shelf support, said second shelf support and said third shelf support.
In accordance with yet another aspect of the present disclosure, the loading rack broadly comprises a support structure having a first support leg, a second support leg and a third support leg; a shelf support mounted to said support structure; a base mounted to said support structure opposite said shelf support; and at least one shelf mounted to said shelf support.
In accordance with still yet another aspect of the present disclosure, the loading rack broadly comprises a first support structure having a first support leg, a second support leg, a third support leg, a first bracing member disposed transversely from a first end of said first support leg across said second support leg to an opposing end of said third support leg, and a second bracing member disposed transversely from a first end of said third support leg across said second support leg to an opposing end of said first support leg; a second support structure having a first support leg, a second support leg, a third support leg, a first bracing member disposed transversely from a first end of said first support leg across said second support leg to an opposing end of said third support leg, and a second bracing member disposed transversely from a first end of said third support leg across said second support leg to an opposing end of said first support leg; a third support structure having a first support leg, a second support leg, a third support leg, a first bracing member disposed transversely from a first end of said first support leg across said second support leg to an opposing end of said third support leg, and a second bracing member disposed transversely from a first end of said third support leg across said second support leg to an opposing end of said first support leg; a first shelf support having at least one pair of shelf bracketing members and mounted to said first support structure; a second shelf support having at least one pair of shelf bracketing members and mounted to said second support structure; a third shelf support having at least one pair of shelf bracketing members and mounted to said third support structure; a first base mounted to said first support structure opposite said first shelf support; a second base mounted to said second support structure opposite said second shelf support; a third base mounted to said third support structure opposite said third shelf support; and at least one shelf engaged to said at least one pair of shelf bracketing members and mounted to said first shelf support, said second shelf support and said third shelf support.
The details of one or more embodiments of the invention are set forth in the accompanying drawings and the description below. Other features, objects, and advantages of the invention will be apparent from the description and drawings, and from the claims.
Like reference numbers and designations in the various drawings indicate like elements.
DETAILED DESCRIPTIONAs used herein, the term “railway car” means a freight car, boxcar, hicube boxcar, refrigerator car, flatcar, conflat (United Kingdom), lowmac (United Kingdom), well car and any other freight car capable of being loaded through a side door or an end door.
As used herein, the term “skid” means a skid, pallet or other portable platform having a substantially flat or flat surface for storing or moving goods that are stacked on it.
Referring now to
The loading rack 10, along with a railway car, may generally define a first loading area 35 located above the shelf 22 and at least one second loading area 31, 33 located beneath the shelf 22. A first loading area 35 may be defined by the shelf 22, a first sidewall, a first endwall, a second sidewall and a ceiling of the railway car. The second loading area 31 may be defined by the first support structure 12, the shelf 22, the second support structure 14 and a floor of the railway car. Another second loading area 33 may be defined by the second support leg 14, the shelf 22, the third support structure 16 and the floor of the railway car.
Referring specifically now to
The loading rack 40, along with a railway car, may generally define a first loading area 55 located above the shelf 52 and at least one second loading area 51, 53 located beneath the shelf 52. A first loading area 55 may be defined by a shelf 52 of the loading rack 40 and a first sidewall, a first endwall, a second sidewall and a ceiling of the railway car. The second loading area 51 may be defined by the support leg 44 and shelf 52 of the loading rack 40 and a floor, a first sidewall and a first endwall of the railway car. Another second loading area 53 may be defined by the support leg 44 and shelf 52 of the loading rack 40 and a floor, a second sidewall and a first endwall of the railway car.
Referring now to
The loading rack 60, along with a railway car, may generally define a first loading area 78 located above the shelf 76 and at least one second loading area 80, 82 located beneath the shelf 76. The first loading area 78 may be defined by the shelf 76 and a first sidewall, a first endwall, a second sidewall and a ceiling of the railway car. The second loading area 80 may be defined by the first support structure 62, shelf 76, second support structure 64 and a floor of the railway car. Another second loading area 82 may be defined by the second support structure 64, the shelf 76, the third support structure 66 and the floor of the railway car.
To support a vertical load of about 6,000 lbs. or greater the loading racks 10, 40, 70 may be composed of a combination of materials. The support legs may be constructed of a metal or alloy and have a substantially tubular structure. Each support leg may comprise three substantially tubular metal structures that are welded at their first ends to the base support and at their second ends to the shelf supports. For example, each substantially tubular metal structure may comprise aluminum tubes. The base supports and shelf supports may also comprise a metal or alloy, such as aluminum or an aluminum alloy. Other metals and alloys may be employed, particularly metals or alloys that may be staked or ultrasonically welded as known to one of ordinary skill in the art. The shelves may generally comprise a plastic, e.g., thermoset, thermoplastic, and the like, or composite material, e.g., a fiber reinforced resin, thermoset, thermoplastic, foam, and, in particular, polyester and urethane based polymers, combinations comprising at least one of the foregoing, and the like. The shelves may be constructed from the aforementioned materials using processes such as vacuum infusion, resin transfer molding (RTM), scrim, pultrusion, combinations comprising at least one of the foregoing processes, and the like. With respect to plastic materials, shelves constructed using urethane based polymers are more robust in strength and exhibit greater durability than shelves constructed from other plastics.
Referring specifically now to
Referring now to
The aforementioned loading racks 10, 40 or 70 may be employed in the exemplary process described herein. Prior to loading the railway car, at least one loading rack may 10, 40, 70 be installed at step 110 of
Referring now to
In an alternative embodiment shown in
In yet another alternative embodiment, the loading racks 10, 40, 70 may be pre-assembled and installed within the railway car. As described above, the shelves 22, 52, 72 of the loading racks 10, 40, 70 may include first and second edges 27, 29, 57, 59, 67, 69 respectively. These first and second edges 27, 29, 57, 59, 67, 69 are designed to engage a mounting device 160 affixed to the first sidewall 122 and second sidewall 126 of the railway car. The first and second edges 27, 29, 57, 59, 67, 69 may include a male/female component of a mechanical fastener. The mounting device may include a component complimentary to the male/female component of the edges. Referring specifically now to FIG.. 17, the mounting device may include any one of or a combination of mechanical fasteners including but not limited to brackets, joints, combinations comprising at least one of the foregoing, and the like. The mounting devices may be disposed along the first and second sidewalls 90, 94 at a distance apart from each other sufficient to accommodate each loading rack 10, 40, 70 being installed and loaded, and at a height sufficient to engage the first and second edges 27, 29, 57, 59, 67, 69 of the shelves 22, 52, 72.
Referring now to
When loading a railway car equipped with a side door, the railway car may be divided into three sections, e.g., a first half 150 beginning from a first edge of the side door to the first endwall, a second half 152 beginning from a second edge of the side door to the second endwall, and an area 154 in front of the side door (see
In the alternative, the railway car may be equipped with an end door. Rather than dividing the railway car into halves, the entire length of the railway car may be utilized. The loading racks 10, 40, 70 may be installed and/or loaded one at a time into the railway car until reaching a second end wall, or another loading rack, followed by a plurality of skids being loaded into the first loading areas and second loading areas. For example, a loading rack may be installed or loaded into the railway car until being disposed against the second end wall. A first plurality of skids may then be loaded into the railway car into the first loading area of the loading rack. A second plurality of skids may then be loaded into the railway car into the second loading areas of the loading rack. Another loading rack may then be loaded into the railway car until being disposed against the first loading rack. And, the process may be repeated until the entire railway car is loaded, or double loaded, according to the specifications set forth by the customer, manufacturer, etc., as illustrated in
Structural Analysis of First Loading Rack Design
The first loading rack design was built in SolidWorks®, commercially available from SolidWorks Corporation, Concord, Mass., and then transferred to ANSYS®10.0, commercially available from ANSYS, Inc., Canonsburg, Pa., for analysis. The first loading rack was designed to use aluminum tubes measuring 1.5 inches in diameter and 65.25 inches in height.
Load Case 1
Using ANSYS®, the horizontal members were free to move horizontally but were constrained vertically. A 6,000 lbs. vertical load was applied. The primary goal was to determine the critical buckling loads of the design.
The first buckling mode was observed when a critical buckling load was achieved at 5.9 times the 6,000 lbs. vertical load being applied.
The second buckling mode was observed when a critical buckling load was achieved at 8.5 times the 6,000 lbs. vertical load being applied.
The third buckling mode was observed when a critical buckling load was achieved at 8.8 times the 6,000 lbs. vertical load being applied.
Load Case 2
Using ANSYS®, the legs were constrained in only the vertical direction. A 6,000 lbs. vertical load was applied in each instance. The primary goal was to determine the amount of deformation and stress the composite material of this design is able to withstand.
The maximum total deformation of the composite material in the Y-direction=0.161 inches as shown in
The equivalent (von-Mises) stress experienced by the composite material was equal to 3,633 pounds per square inch as shown in
The first loading rack design displayed a minimum safety factor in buckling of 5.9 times in the most conservative restraint situation when employing a 6,000 pound vertical load. In use, friction will be present between the legs and floor of the railway car which will increase the buckling safety factor. The maximum stresses (3,633 psi) and deflections (0.161 inches) are well below any material or application deformation limits as can be appreciated by one of ordinary skill in the art.
Structural Analysis of Second Loading Rack Design
The second loading rack design was built in SolidWorks® and then transferred to ANSYS® for analysis. The second loading rack was designed to use an aluminum tube measuring 1.5 inches in diameter and 65.25 inches in height. The primary goal was to determine the critical buckling loads of the design.
Load Case 1
Using ANSYS®, the horizontal members were free to move horizontally but were constrained vertically. A 6,000 lbs. vertical load was applied. The primary goal was to determine the critical buckling loads of the design.
The first buckling mode was observed when a critical buckling load was achieved at 12.4 times the 6,000 lbs. vertical load being applied.
The second buckling mode was observed when a critical buckling load was achieved at 14.6 times the 6,000 lbs. vertical load being applied.
The third buckling mode was observed when a critical buckling load was achieved at 22.7 times the 6,000 lbs. vertical load being applied.
Load Case 2
Using ANSYS®, the center leg and ends of horizontals were constrained in only the vertical direction. A 6,000 lbs. vertical load was applied in each instance. The primary goal was to determine the amount of deformation and stress the composite material of this design is able to withstand.
The maximum total deformation of the composite material in the X-direction=0.092 inches as shown in
The equivalent (von-Mises) stress experienced by the composite material was equal to 4,369 pounds per square inch as shown in
In structural analysis, the second loading rack design displayed a minimum safety factor in buckling of 12.4 in the most conservative constraint situation using the 6,000 pound vertical load. In use, friction will be present between the leg and the floor of the railway car which will increase the buckling safety factor. The maximum stresses (2,800 psi) and deflections (0.092 inch) are well below any material or application deformation limits as can be appreciated by one of ordinary skill in the art.
One or more embodiments of the present invention have been described. Nevertheless, it will be understood that various modifications may be made without departing from the spirit and scope of the invention. Accordingly, other embodiments are within the scope of the following claims.
Claims
1. A loading rack, comprising:
- at least one support structure having a plurality of support legs;
- at least one shelf support disposed in connection with each of said at least one support structures;
- at least one shelf having a surface disposed in connection with each of said shelf supports; and
- at least one base disposed in connection with each of said at least one support structures and opposite each of said shelf supports,
- wherein said loading rack supports a vertical load of no less than about 6,000 pounds.
2. The loading rack of claim 1, wherein said at least one support structure further comprises a first bracing member disposed transversely from a first end of a first support leg across a second support leg to an opposing end of a third support leg, and a second bracing member disposed transversely from a first end of said third support leg across said second support leg to an opposing end of said first support leg.
3. The loading rack of claim 1, wherein said at least one support structure comprises the following:
- a first support structure disposed in connection with a first end of said shelf;
- a second support structure disposed in connection with a substantially centered area of said shelf; and
- a third support structure disposed in connection with a second end of said shelf.
4. The loading rack of claim 1, wherein said at least one support structure is a support structure disposed in connection with a substantially centered area of said shelf.
5. The loading rack of claim 1, wherein the loading rack comprises the following:
- a first support structure having a first support leg, a second support leg and a third support leg;
- a second support structure having a first support leg, a second support leg and a third support leg;
- a third support structure having a first support leg, a second support leg and a third support leg;
- a first shelf support mounted to said first support structure;
- a second shelf support mounted to said second support structure;
- a third shelf support mounted to said third support structure;
- a first base mounted to said first support structure opposite said first shelf support;
- a second base mounted to said second support structure opposite said second shelf support;
- a third base mounted to said third support structure opposite said third shelf support; and
- at least one shelf mounted to said first shelf support, said second shelf support and said third shelf support.
6. The loading rack of claim 5, wherein each of said support legs are welded to each of said bases and each of said shelf supports.
7. The loading rack of claim 5, wherein said shelf is staked or mechanically attached to each of said shelf supports.
8. The loading rack of claim 1, wherein the loading rack comprises the following:
- a support structure having a first support leg, a second support leg and a third support leg;
- a shelf support mounted to said support structure;
- a base mounted to said support structure opposite said shelf support; and
- at least one shelf mounted to said shelf support.
9. The loading rack of claim 8, wherein said first support leg, said second support leg and said third support leg are each welded to said support structure and said base.
10. The loading rack of claim 8, wherein said shelf is staked or mechanically attached to said shelf support.
11. The loading rack of claim 1, wherein the loading rack comprises the following:
- a first support structure having a first support leg, a second support leg, a third support leg, a first bracing member disposed transversely from a first end of said first support leg across said second support leg to an opposing end of said third support leg, and a second bracing member disposed transversely from a first end of said third support leg across said second support leg to an opposing end of said first support leg;
- a second support structure having a first support leg, a second support leg, a third support leg, a first bracing member disposed transversely from a first end of said first support leg across said second support leg to an opposing end of said third support leg, and a second bracing member disposed transversely from a first end of said third support leg across said second support leg to an opposing end of said first support leg;
- a third support structure having a first support leg, a second support leg, a third support leg, a first bracing member disposed transversely from a first end of said first support leg across said second support leg to an opposing end of said third support leg, and a second bracing member disposed transversely from a first end of said third support leg across said second support leg to an opposing end of said first support leg;
- a first shelf support having at least one pair of shelf bracketing members and mounted to said first support structure;
- a second shelf support having at least one pair of shelf bracketing members and mounted to said second support structure;
- a third shelf support having at least one pair of shelf bracketing members and mounted to said third support structure;
- a first base mounted to said first support structure opposite said first shelf support;
- a second base mounted to said second support structure opposite said second shelf support;
- a third base mounted to said third support structure opposite said third shelf support; and
- at least one shelf engaged to said at least one pair of shelf bracketing members and mounted to said first shelf support, said second shelf support and said third shelf support.
12. The loading rack of claim 11, wherein each of said support legs are welded to each of said bases and each of said shelf supports.
13. The loading rack of claim 1, wherein said loading rack supports a first critical buckling load of no less than about 12.4 times said 6,000 pound vertical load in a first critical buckling mode, a second critical buckling load of no less than about 14.6 times said 6,000 pound vertical load in a second critical buckling mode, and a third critical buckling load of no less than about 22.7 times said 6,000 pound vertical load in a third critical buckling mode.
14. The loading rack of claim 1, wherein said plurality of support legs comprise aluminum tubes.
15. The loading rack of claim 1, wherein said at least one base and said shelf support both comprise aluminum or an aluminum alloy.
16. The loading rack of claim 1, wherein said at least one shelf comprises any one of the following materials: plastic and composite materials.
17. The loading rack of claim 16, wherein said plastic comprises at least one of the following: thermoplastic materials and thermoset materials; and said composite materials comprise at least one of the following: fiber reinforced resin, thermoplastic materials, thermoset materials, foam materials, polyester based polymers and urethane based polymers.
18. The loading rack of claim 1, wherein said shelf further comprises a first end optionally having at least one mechanical fastener and a second end optionally having said at least one mechanical fastener.
19. The loading rack of claim 1, further comprising at least one loading area having an area sufficient to accommodate at least one skid and defined by a first support structure, said surface of said shelf and a second support structure.
20. The loading rack of claim 1, further comprising a loading area having an area sufficient to accommodate at least one skid and defined by a first support structure and said surface of said shelf.
Type: Application
Filed: May 21, 2007
Publication Date: Nov 27, 2008
Inventors: Ronald J. Zupancich, SR. (Clayton, NC), William Stoughton (Slippery Rock, PA)
Application Number: 11/751,335