2. Background and Description of Related Art In articulated railway cars, car units are generally connected in such a way that a gap exists between car units at each articulation. To efficiently use available space for transporting automotive vehicles in articulated railway cars, and more particularly to utilize the area between the car units, a pivot plate assembly of the type disclosed in U. S. Patent No.

5,657,698 issued to Black, Jr. et al., the disclosure of which is incorporated by reference herein, may be located at each articulation. The pivot plate assembly allows automotive vehicles to be positioned over the articulation during transport.

To secure the interior of the railway car and to restrict the flow of particle laden air into the railway car, it is desirable to provide an enclosure across the space between car units. Any such enclosure must be flexible enough to accommodate pivoting of the car units relative to one another. Further, in order to be commercially acceptable, the enclosure must satisfy several criteria. It must be lightweight yet sufficiently strong and durable to withstand years of rail service involving exposure to harsh weather conditions, e. g., temperature extremes, direct sunlight, ice and snow accumulations, wind-driven precipitation of various forms, etc. and various other mechanical loads, while remaining flexible, and remaining effective to

shield automotive vehicles from the effects of weather.

It must also be effective to provide security against efforts to gain unauthorized entry to the railway car at the enclosure.

The enclosure must be resistant to outward distortion, i. e., bowing or bending away from the interior, to avoid interference with trackside equipment, railcars on adjacent tracks, or other obstacles. Where automotive vehicles are loaded across the articulation, the enclosure must also avoid inward distortion, as even minor contact could result in damage to the finish of newly-painted automotive vehicles.

It is a general object of the invention to provide a durable, lightweight enclosure which is economical to assemble and which does not interfere with interior or exterior clearances. A further object of the invention is to provide an enclosure that is suitable for incorporation in mass-produced railway cars for commercial use in transporting automotive vehicles by railroad in the United States. Additional objects of the invention are addressed below.

SUMMARY OF THE INVENTION In accordance with the invention there is provided a lightweight, flexible enclosure for attachment between two car units of an articulated railway car and a method of installing the fl ; lble enclosure.

The flexible enclosure may be fabricated of a lightweight, flexible, cut-resistant, elastomeric material or the like, and may be supported by a light- weight support structure. A pleated configuration allows the enclosure to bend and stretch as needed.

The flexible enclosure may comprise three sections: two side wall sections extending between side walls of the car units and a roof section extending between roofs of the car units. Each section preferably comprises an integral, unitary piece of flexible mate-

rial extending from one unit to the other, eliminating the need for joinder of a plurality of strips of material to span the gap between the units. Each section preferably is integrally molded in one piece in an accordion-pleated configuration without seams or joints, with one end attached to one unit and an opposite end attached to the other unit. With. this arrangement, the area between units may be effectively enclosed with the use of only three pieces of material.

To limit inward and outward distortion or flexure of the enclosure, a dynamic, interactive support assembly constrains the flexible side wall sections and the roof section relative to the car units. The support assembly preferably interacts with the enclosure and with other components of the car at predetermined locations. The support assembly preferably includes a plurality of components which are movable relative to one another, but effective to constrain the flexible enclosure against lateral displacement, i. e., limiting its lateral displacement within a predetermined range.

The support assembly preferably comprises a series of elongated supports, each of which is positioned within a respective one of the pleats of the flexible material in engagement with the interior surface thereof so as to be movable therewith, and a plurality of movable retainers which are secured to one or more of the elongated supports and secured to a guide in the car interior for limited movement therealong. The supports prevent the flexible material from bowing excessively inward and outward while the movable retainers limit transverse displacement of the supports. To provide the requisite support without unduly increasing the weight of the railcar, and without unduly increasing the cost of assembly, the supports may be disposed in fewer than all of the pleats, and/or the supports may be of differing lengths, with some of the supports extending substantially the full height of the enclosure side

walls, and others extending only a portion of the side wall height. The supports may comprise lightweight, tubular members.

The flexible enclosure is believed to be suitable for economical and efficient assembly and installation in commercial mass production of railway cars, with the integral side wall and roof members avoiding the need for joinder of multiple strips of material arranged in a series extending from one car unit to the other. The support structure is believed to be capable of preventing outward buckling of the pleats, and avoiding outward distortion of the flexible enclosure beyond standard railway clearance requirements. The side portions of the flexible enclosure may be preassembled with components of the support structure pre-attached thereto to facilitate assembly of the side wall portions with the respective car units, and high strength clamping members may be pre-attached to linear vertical end edges of the flexible enclosure to improve durability and strength at the joint between the flexible enclosure and the body of each car unit.

Additional features of the invention are set forth below, and shown in the accompanying drawings.

BRIEF DESCRIPTION OF THE DRAWINGS FIG. 1 is a side elevational view of a flexible enclosure attached between two car units; FIG. 2 is a sectional elevational view of the flexible enclosure of FIG. 1; FIG. 3 is a top plan view of the flexible enclosure of FIG. 1; FIG. 4 is an end elevational view of the roof section of the flexible enclosure of FIG. 1; FIG. 5 is a sectional view taken substantially along line 5-5 in FIG 2; FIG. 6 is a sectional elevational view of the bottom portion of the flexible enclosure;

FIG. 7 is a sectional elevational view of the bottom portion of the flexible enclosure of FIG. 6 illustrating connection of the flexible enclosure to the floor of the unit; FIG. 8 is a sectional elevational view of an intermediate portion of the side wall of the flexible enclosure illustrating its connection to the upper deck of the unit; and FIG. 9 is a sectional view taken substantially along line 9-9 in FIG. 2.

DETAILED DESCRIPTION OF PREFERRED EMBODIMENTS Referring to FIG. 1, the invention generally is embodied in a lightweight, flexible enclosure 10 for covering the space between two adjacent units 12,14 of an articulated railway car for transporting vehicles.

The flexible enclosure 10 may comprise one or more integral flexible members that span the gap between the car units 12,14 to limit ingress of particulate laden air and to limit unauthorized access to the railway car.

The invention also relates to a method of assembling the flexible enclosure 10 between the car units 12,14.

In the illustrated embodiment, the flexible enclosure 10 comprises a roof section 16 and two side wall sections 18. The side wall sections 18 and the roof section 16 overlap and preferably are fastened together by bolts or other suitable fasteners at the overlap 32.

Referring now also to FIGS. 2 through 5, each of the sections 16,18 is a one-piece, unitary member which extends between adjacent ends 20 and 22 of the car units. A first end of the flexible enclosure 10 is attached to the end 20 of the first unit 12 at the side walls 24 and the roof 26. The opposite end of the flexible enclosure 10 is attached to the end 22 of the second unit 14 at the side walls 28 and the roof 30, thereby enclosing the space between units 12,14. In the preferred embodiment, the static length of each

section 16,18, i. e., the undeformed dimension in the direction of the longitudinal dimension of the railway car, is between 2 ft. and 3 ft., and may be, e. g., about 2 ft., 10 in.

Bolts 31 or other fasteners may be used to attach the flexible enclosure 10 to the car units 12,14 along the edges of the flexible enclosure 10. To facilitate attachment of the flexible enclosure sections 16 and 18, and to increase strength and durability at the connection, clamping members such as stainless steel retainer strips 33 extend along their edges. To distri- bute fastener loads on the flexible enclosure fabric material, each of the strips preferably extends substan- tially the entire height of each side portion, spanning a plurality of openings in the side edges, avoiding any need for washers or the like along the edges. The stainless steel strips may also help to maintain the edges of the side portions in a linear configuration immediately prior to and during fastening. The clamping members may be preassembled to the flexible enclosure side portions by frangible plastic fasteners such as cable ties, placed in each of the openings along the edges of the side portions, with corresponding openings being provided in the clamping members.

Each of the integral flexible sections is formed with a pleated configuration, which allows the flexible enclosure 10 to expand and contract to accommodate for the pivoting of the car units 12,14 relative to each other. The pleats extend vertically up both side wall sections 18, and transversely across the car at the roof section 16. The configurations of the pleats on the roof section 16 and the side wall sections 18 are similar so that the pleats are in alignment where the sections overlap 32. Thus, a continuous pleated configuration 35 is formed along the flexible enclosure 10.

The flexible enclosure 10 preferably is fabri- cated from a cut-resistant material, which may comprise, e. g., a polymer matrix having a wire grid embedded therein. Alternatively, the flexible enclosure 10 may comprise a multiple-ply wire fabric comprising a first layer having wires oriented in one direction embedded therein, and a second layer having wires oriented in a direction different from those of the first layer and preferably generally perpendicular to the wires of the first layer. If desired, additional layers having wires oriented in alternating directions from layer to layer also can be included.

Each of the sections 16 and 18 preferably is molded from a synthetic rubber, natural rubber, elastomer or polymer material and has steel wire embedded therein. In one particular embodiment, the enclosure 10 is made of a non-flammable elastomeric material which is known commercially as Neoprene.

Preferably, the material is about 1/8 inch to about 3/8 inch thick and in one embodiment is about 1/4 inch thick. The material is available from Engineered Fabrics Corporation of Rockmart, Georgia. Reinforcement may be provided at points of contact, such as at the floor 44 and upper deck 46, to provide increased abrasion resistance for the material, which would otherwise be likely to wear more quickly at such points.

In the illustrated embodiment, the flexible enclosure 10 is formed with multiple pleats 35 which define channels on the interior surface of the enclosure. To maintain the shape of the flexible enclosure 10 by preventing the sections of the flexible enclosure 10 from bowing outward or inward, a plurality of lightweight supports 34 and 37 are positioned within some of the interior channels of the flexible enclosure 10. Full-length supports 34 extend up both side wall sections 18 and across the roof section 16. Partial- length supports 37 are provided adjacent the Uppur deck

46 at locations where constraint against outward distortion is needed, but full-length supports are not necessary.

The pleats 35 are configured to accommodate the pivoting of the units 12,14 relative to one another by allowing the sides and top of the flexible enclosure 10 to contract and expand as needed.

The dimensions of the inwardly convex pleats 36 may differ from those of the outwardly convex pleats 38. In the illustrated embodiment, the outwardly convex pleats 38 are larger than the inwardly convex pleats 36.

The dimensions of the outwardly convex pleats 38 are large enough to accommodate the supports 34 and 37.

Preferably, the pleats are spaced at intervals of about 3-1/2 inches and have a depth of about 2 to 3 inches.

The number of pleats and supports may vary.

Because of the importance of maintaining a light tare weight for railway cars, the extent and thus the amount of material used for the flexible enclosure 10 is preferably minimized and the total weight of the supports 34 limited. The outwardly convex pleats 38 allow for placement of an appropriate number of supports 34 to provide sufficient reinforcement across the entire width of the flexible enclosure 10. In the illustrated embodiment, full-length supports 34 are positioned only in non-adjacent outer pleats 38. In the illustrated embodiment, each flexible section has seven outwardly convex pleats 38 and three full-length supports 34, placed in the center pleat 38 and in the second pleat 38 from each end. The partial-length supports 37 are disposed immediately adjacent the center support 34.

The supports 34 are preferably composed of a lightweight material such as, e. g., aluminum pipe, PVC tubing, or composite materials. In one embodiment, the full-length supports 34 are made of 3/4 inch schedule 40 aluminum pipe, and each full-length support 34, comprising two side wall supports 50 and one roof

support 52, has a total weight of between about 17 pounds and about 18 pounds. The partial-length supports 37 may be made of the same material, but are preferably much shorter, e. g., about 18 in. in length.

Each of the side wall supports 50 is substan- tially linear and vertical except that it curves inward near its lower end and extends horizontally inward near its lower end, beneath the floor 44 of the car unit, to provide increased security so that unauthorized entry may not be gained at the bottom of the enclosure, while also inhibiting entry of dust or other foreign matter.

To fasten the side wall supports 50 to the roof support 52, pivot pins 56 are inserted into the top support 52 and the side supports 50 on both sides of the car unit at the top of the side walls 24. The pivot pin 56 is slidable insertable within the hollow center of the side support 50 to join the top support to the side support. The pivot pin 56 is preferably an aluminum part having an upper portion that is insertable in the top support 52 and a lower portion that is insertable in the side support 50. Preferably, the pivot pin 56 is about 1 foot long, with the lower portion being about 9 inches long.

Fasteners such as bolts 58 attach the side wall sections 18 to the side wall supports 50. At high stress points where increased forces may be experienced, such as at the bottom of the side wall sections 18 or where the side wall support 50 engages the unit 12,14, each fastener 58 extends completely through the support.

At other points, the fastener 59 extends through only one side of support, engaging a threaded insert within the interior of the tubular support.

Attachment of the top section to the top supports is achieved by the use of flexible, non- metallic fasteners such as plastic cable ties 60 which preferably are either secured to the top section during the molding process, or securely attached to the inner

surface thereafter, with portions of the cable ties 60 extending freely inward to be wrapped around or otherwise secured to the top supports. After securing the cable ties to the supports, excess length may be trimmed from the cable ties directly adjacent the tubular support. The cable ties 60 shown in FIG. 4 are illustrated prior to trimming of the excess length therefrom. The use of cable ties in this manner avoids the need to have fastener holes in the top section 16 of the flexible enclosure, except at its edges.

As shown in FIGS. 2 and 5-9, to limit lateral displacement of the side wall supports while permitting longitudinal displacement, the side wall supports 50 are slidably attached to the car units 12,14 by guide assemblies 40 mounted at the floor 44 and at the upper deck 46. Each guide assembly 40 comprises retainers 42 extending inward from the side wall supports 50. Each guide assembly 40 further comprises a pair of pipes 48, or other elongated guide members such as bars, rods, tracks or the like, which are mounted to a bridge plate 45. The retainers 42 slidably engage the pipes 48 to constrain the side wall sections 18.

Each retainer 42 preferably comprises a strap 62 and a ring 64 extending therefrom. The strap 62 may be made of a flexible material, such as 1/8 inch thick Neoprene embedded with wire mesh. The ring 64 may be made from 1/4 inch aluminum. In other embodiments, the retainer 42 may consist of an integral piece of a stiff material, or may comprise a length of stainless steel cable.

In the illustrated embodiment, the strap 62 is wrapped around the side wall support 50. Fasteners 66 secure it to itself adjacent the support 50, and additional fasteners 66 secure the ring 64 to the strap 62.

Retainers 42 preferably are located at two points on each side wall support 50, adjacent guides 48

which are mounted on bridge plates 45 associated with the floor or lower deck 44 and the upper deck 46 parallel to and proximate to the side wall sections 18.

Each guide 48 may comprise, for example, a length of 3/4 inch Schedule 40 aluminum or stainless steel pipe. The guide assembly is preferably positioned adjacent the edge of the floor or deck surface on which it is mounted. The guide is preferably mounted adjacent the edge of a bridge plate 45, close to the side wall, e. g., within about 7 inches of the side wall, so as to be clear of anticipated travel of automotive vehicle tires during loading and unloading. Positioning of the guide a short distance above each deck is believed to be preferable to positioning of the guides at other locations, e. g., below each deck, which might reduce headroom or interfere otherwise with clearances.

Brackets 70 secure the guide 48 above the deck surface to provide for clearance for the ring 64 between the guide 48 and the deck. Guards 72 cover the ends of the pipe 48. Preferably, the bracket 70 and the guard 72 are made of aluminum. As shown in FIG. 9, the partial-length supports 37 are connected by retainers 42 to the guide 48 at the upper deck only.

As an alternative to the guide assembly described above for constraining the side walls of the flexible enclosure against lateral displacement, other constraints, e. g., stainless steel cables, can be attached to the side wall supports 50 and to an interior member of the railway car. In one alternative arrangement, one or more stainless steel cable may extend from below each deck of each car unit to the side supports. The outer end of each cable may be attached to one of the side supports.

However, it is believed that the arrangement shown in the accompanying drawings is superior, in that attachment of cables to the underside of the upper deck may restrict headroom or clearance, and in that the

outer limits of displacement of the supports that are engaged by the cables are arcuate, centered about a point on one of the car units. Also, sagging of the cables due, e. g., to inward flexure of the enclosure, might result in contact between the cables and the newly painted finish of an automotive vehicle. The preferred embodiment as described above eliminates this concern.

It is contemplated that variations on the structure of the side wall supports may be made to ensure provision of sufficient structural support for the flexible closure side walls without unduly increasing the weight of the railway car.

As shown in FIGS. 2 and 5, the illustrated embodiment employs three full-length supports 34 which extend the full height of both sides and across the entire width of the top of the flexible enclosure, along with a pair of partial-length supports on each side. In other embodiments, additional supports may be employed to provide further control over lateral deformation of the flexible enclosure. The additional supports may be full-length supports or partial-length supports.

In the preferred embodiment, all of the supports, as well as the guides 48, may comprise 3/4 inch Schedule 40 pipe, having a nominal outer diameter of 1.05 inch and a nominal inner diameter of 0.824 inch.

Various other alternative materials might be used for the side supports, top supports, and guides, subject to the requirements of strength, durability over several years of commercial railway service, light weight, and corrosion resistance.

To allow for changes to be made in the support structure, the flexible enclosure side wall members preferably are molded with rows of holes provided at each of the outwardly convex pleats 38. Unused holes provide capability for additional support members to be readily attached, without the extensive, labor intensive

modifications required to form additional openings for attachment.

As an alternative to the embodiment described above, the partial-length supports may be eliminated.

However, in the absence of partial-length supports as shown, the pleats in which the partial-length supports are disposed may buckle outward during use of the car and may remain in stable equilibrium in an outwardly distorted position, which is, of course, undesirable.

Accordingly, the preferred embodiment of the invention as described and illustrated herein is believed to be superior insofar as it avoids this problem.

Each side wall section preferably is preassembled before attachment to the car units. Thus, the side supports 34 and 37 preferably are pre-attached to the side members of the enclosure, and the clamping members preferably are temporarily pre-attached by cable ties or the like. Installation of the side wall members of the closure may be facilitated by provision of a series of preformed, molded openings in the closure material, with corresponding openings being preformed in the side walls and roof of each of the car units to which the closure members are attached. The closure members may be bolted directly to structural members such as vertical posts of the car unit side walls. To facilitate attachment of the flexible closure, it is desirable that at least some of the preformed openings are vertically elongated slots. In one embodiment, all of the openings are vertically elongated slots except for the second opening from the top at each end, which is a circular locating hole. During attachment, the flexible closure fabric is first attached to the car units at each end at the locating holes, and thereafter bolts or other fasteners are inserted through the slots and through the corresponding openings in the car units, with the slots providing a margin for error in manufacturing tolerances, sagging, or other deformation

of the fabric, etc. Preferably, the clamping members have preformed openings corresponding to those of the underlying fabric. When tightening the fasteners used to secure the flexible sections 16 and 18 either to the car units 12,14 or the supports 50, the flexible fabric material should not be compressed more than about 1/32 inch by the fasteners.

The brackets 70 which support the guides 48 may be mounted to the bridge plates of the upper deck 46 and the lower deck or floor 44 prior to installation of the bridge plates.

After the side walls of the flexible enclosure 10 are in place, the top or roof is installed. First, the top supports 52 are installed and secured in place.

The pivot pins 56 extending from each end of the roof supports 52 are inserted into the hollow ends of the side wall supports 50. In the interest of efficiency in commercial mass-production of railway cars employing a flexible enclosure in accordance with the invention, it may be desirable to position the top wall or roof section 16 of the flexible enclosure on the roof of one of the car units adjacent the articulation, so that after the top supports 52 have been installed and secured in place, the roof section 16 may be placed in its proper position simply by sliding it longitudinally off of the roof of the car unit into position on the supports 52. After the roof section 16 is placed in its desired position, its opposite ends are bolted or otherwise attached to the respective car units 12 and 14. The flexible sections 16,18 are fastened to one another at the overlap 32. The roof section 16 is secured to the roof supports 52 by cable ties. The ties 60 used to secure the roof section 16 are then tightened and trimmed.

The central portions of the roof members are provided with clamping members 33 along their edges to increase strength and durability where they are bolted

or otherwise fastened to the respective car units.

The clamping members 33 may comprise stainless steel retainer strips similar to those employed with the side wall members, as with the side wall members, the clamping members 33 for the roof portion of the flexible enclosure may be temporarily attached by cable ties or the like prior to installation, and are held in place by bolts or other fasteners after installation.

Retainers 42 are positioned on the side wall supports 50 and secured loosely in place. The guides 48 then are mounted between the brackets 70, sliding one end of each guide 48 through each of the rings 68 at the corresponding height before securing the guide 48 between the brackets 70.

It is believe that the invention provides an improved lightweight flexible enclosure which is sufficiently strong and durable to withstand many years of rail service, and which can be manufactured and assembled economically and efficiently so as to be well- suited for use in mass production of articulated railway cars. Various other modifications and variations in practice of the invention are expected to occur to those skilled in the art upon consideration of the foregoing detailed description of the invention. Although a preferred embodiment has been described above and illustrated in the accompanying drawings, there is no intent to limit the scope of the invention to this or any other particular embodiment. Consequently, any such modifications and variations are intended to be included within the scope of the following claims. The invention is described further and pointed out by the following claims.