FIELD OF THE INVENTION

The present invention relates to a pneumatically operated hatch system for trough loaded hopper railcars.

BACKGROUND OF THE INVENTION

It is known to provide trough loaded railway cars, which may be fitted with openable hatches to enclose the top opening, the trough. These hatches typically are opened for loading, and generally also opened during unloading to allow venting while material falls through the hopper gates.

Such hatches provide product containment. Other benefits include product protection, for example, protection from rain, snow, or debris, and from vermin. Many different granular or powdered products may be shipped in this way, including grains.

Typically, such hatches are fastened onto railcars with various types of clamps or brackets which fix the hatch to the car to prevent it from coming loose in transit, but which allow manual opening of the hatches.

Hatches typically may be manufactured of steel, aluminum, or various composite materials, each of which has its advantages and disadvantages. Manual hatches are typically built as several pieces, allowing them to be opened manually by a operator.

In order to open manual hatches, a operator must walk along the top of the railcar on running boards installed on each railcar, in order to reach the hatches. The operator will then unlock and open each hatch to prepare for loading or unloading. This is a hazardous activity and is a major cause of injuries to operators.

It would be beneficial to provide hatches which may be opened automatically by a operator from trackside without the need to climb atop the railcar.

SUMMARY OF THE INVENTION The present invention provides an automated hatch system for a hopper railcar having a central longitudinal trough with coaming, the system comprising a unitary hatch cover; a plurality of guide assemblies connecting one longitudinal side of the top of the railcar to the hatch, wherein one guide assembly is positioned in proximity to each end of the trough, one or more guide assemblies are evenly spaced between the outermost guide assemblies, and each guide assembly comprises a lower mount mounted on the lateral edge of the top of the railcar; an upper mount mounted to a lateral edge of the hatch and having rollers on its outer edges for rollable engagement with a guide, the guide extending between the lower mount and the upper mount; a drive tube slidingly engaged through the lower mount; a long link pivotally connected at a first end to the drive tube and at a second end to the upper mount and an arm, the arm connected to a hatch mount plate attached to the hatch; a short link pivotally connected between the lower mount and a midpoint of the long link; and means for moving the drive tube longitudinally between a closed position and an open position.

The means for moving the drive tube may comprise at least one pneumatic cylinder; a source of pressurized air; and actuator means. There may be further provided a compression spring at the end of the drive tube opposite the pneumatic cylinder. The actuator means may comprise an actuator handle. The at least one pneumatic cylinder may comprise one pneumatic cylinder at each end of the drive tube.

The lever system constructed by the relative position of the long link, short link, arm, guide and drive tube may be selected to effect a mechanical advantage wherein a longitudinal force of the drive tube effects a lateral force of the arm of at least 3 times the longitudinal force.

There may further be provided a pivot pin on the railcar adjacent the coaming for pivotal engagement with the upper mount to effect downward rotation of the arm onto the hatch.

The guide assembly may be spaced apart from the surface of the railcar to permit passage of snow, ice and debris between the guide assembly and the railcar. Each drive tube and each guide assembly may be attached to the railcar at only two positions to simplify instllation.

There may be provided an indicator flag movable between a closed position and an open position by a control cable attached from the indicator flag to a lever activated by activation of the cylinder.

All components of the system may be externally visible with the hatch in an open or closed position to simplify maintenance. According to one of its aspects, the invention provides a method for opening and closing an automated hatch system for a trough loaded hopper railcar having a central longitudinal trough with coaming, a drive tube mounted along a longitudinal edge of the top of the railcar, a plurality of guide assemblies mounted perpendicularly between the hatch and the drive tube, the method comprising moving the drive tube in a first longitudinal direction to effect perpendicular lateral opening movement of the guide assemblies and attached hatch away from the trough, and moving the drive tube in a second opposing longitudinal direction to effect perpendicular lateral closing movement of the guide assemblies and attached hatch towards and onto the trough.

According to another aspect, the invention is a method of opening and closing a hatch for a trough loaded railcar from trackside comprising accessing and releasing a safety lock; activating an actuator handle to open the hatch before loading or unloading and to close the hatch after loading or unloading, and securing the safety lock.

BRIEF DESCRIPTION OF THE DRAWINGS

A detailed description of the preferred embodiment is provided below by way of example only and with reference to the following drawings in which:

Figure 1 is a perspective top view of a hopper railcar showing the automated hatch system of one embodiment of the present invention with the hatch cover in the closed;

Figure 2 is a perspective view of the top of a railcar showing the automated hatch system of the present invention with the hatch cover in the closed position indicating the opening direction of the drive tube;

Figure 3 is a perspective top view of a hopper railcar showing the automated hatch system with the hatch cover in an open position;

Figure 4 is a perspective view of the top of a railcar showing the automated hatch system of the present invention with the hatch cover in the open position indicating the closing direction of the drive tube;

Figure 5 is a perspective view of the top of a railcar showing the automated hatch system of an alternate embodiment of the present invention having a single air cylinder, with the hatch cover in the closed position;

Figure 6 is a perspective view of a guide assembly of the present invention; Figure 7 is top plan view of the lever mechanism of the guide assembly of the invention;

Figure 8 is a top plan view of the lever mechanism indicating the mechanical advantage during hatch opening for snow and ice movement;

Figure 9 is a top plan view of the lever mechanism indicating the mechanical advantage during hatch closing for high gasket compression;

Figure 10 is a perspective view of a guide assembly indicating the compression spring assist;

Figure 11 is a perspective view of the arm and guide elements of the guide assembly, showing the pivot pin;

Figure 12A is a side view of the guide assembly with the hatch in a fully closed position;

Figure 12B is a side view of the guide assembly with the hatch in a partially open position;

Figure 12C is a side view of the guide assembly with the hatch in a fully open position;

Figure 13 is a perspective view of the top a railcar showing the relative position of the hatch and the hatch opening system components;

Figure 14 is a view of the top of a railcar showing the clearance between the hatch opening system components and the surface of the railcar; and

Figure 15 is a perspective view of a railcar indicating the indicator system having an indicator flag visible to operators at ground level with a reflective paddle visible when the hatch is open.

In the drawings, selected embodiments of the invention are illustrated by way of example. It is to be expressly understood that the description and drawings are only for the purpose of illustration and as an aid to understanding and are not intended as a definition of the limits of the invention.

DETAILED DESCRIPTION OF THE INVENTION

Automatic hatches are a replacement for manual hatches and provide a method to reduce injuries by allowing an operator to open the hatches from trackside, avoiding the need to walk on the roof of the railcar. In addition, the time required to open the hatches is greatly reduced. An additional benefit of automatic hatch covers is the possible removal of running boards from the roof of the railcar, resulting in improved aerodynamics and fuel savings. The automated hatch of the present invention provides high mechanical advantage to enable opening and closing of hatches under heavy snow and ice buildup conditions, as well as at low air pressures.

The present invention comprises a system for opening and closing a hatch on trough loaded hopper railcars. As shown in Fig. 1, according to one embodiment of the system of the present invention, there is provided a hatch 2 for covering a trough loaded railcar 4 and hatch opening and closing means for reversibly moving a hatch from a closed position atop a railcar to an open position alongside the trough, and from an open position to a closed position.

The automated hatch system includes a drive tube 6 and a pneumatic cylinder 8 at one or both ends of the drive tube. Each pneumatic cylinder moves the drive tube longitudinally along the top of the railcar between a closed and an open position. According to one embodiment, there is provided a cylinder at each end of the drive tube. As shown in Fig. 2, each pneumatic cylinder moves the drive tube from a closed to an open position to open the hatch. The transition of the drive tube between closed and open positions manipulates the levers at each guide location to open the hatch.

The present invention moves the hatch completely clear of the trough, as may be best seen in Fig. 3. The guide assemblies of the present invention maintain the hatch cover within Plate C when fully open or fully closed.

For closing, as shown in Fig. 4, each pneumatic cylinder moves the drive tube from the open to the closed position. The transition of the drive tube from open to closed position manipulates the levers at each guide location to close the hatch.

According to an alternate embodiment shown in Fig. 5, there is provided a single cylinder and corresponding air connections at only one end of the railcar to move the drive tube from a closed to an open position to open the hatch. In this single cylinder embodiment, a compressed spring 10 at the second opposing end of the drive tube is compressed during opening of the hatch and during hatch closing provides the force to move the drive tube from an open to a closed position to close the hatch. This reconfiguration reduces costs and simplifies installation of the air lines, as only one end of the mechanism requires access to an air supply.

Coordinated operation of the system of the present invention may be achieved with one or more air cylinders, and button or lever operated actuators at track level. The air source for the air cylinders may be shared with the hopper gates on the railcar. Alternatively, air can be applied trackside for hopper cars with manual hopper gates that lack an available on-car source of air.

According to a preferred embodiment of the invention as demonstrated in the drawings, a unitary hopper railcar hatch is displaceable along a plurality of guide assemblies 14 between a closed position sealing the trough, and an open position held adjacent the trough. Preferably, a guide assembly is provided at each longitudinal end of the hatch, and two additional guide assemblies are provided evenly spaced between the longitudinal ends, for a total of four guide assemblies. Fewer or more guide assemblies are possible within the scope of the invention.

As best seen in Fig. 6, each guide assembly comprises a drive tube 6, a guide 16, a long link 18, and a short link 20. Each guide is mounted to one side of top of the railcar by a lower mount 22 through which the drive tube is slidably mounted parallel to the longitudinal edge of the hatch. Each guide is mounted perpendicular to the drive tube between the lower mount and a rollable upper mount 24 attached to the edge of the hatch.

A rigid long link is pivotally attached at a first end to the drive tube and at a second end to the rollable upper mount and to an arm 26 mounted by a hatch mount plate 28 to the hatch. A rigid short link is pivotally attached at a first end to the lateral end of the guide and at a second end to a midpoint of the long link.

As depicted in Fig. 7, longitudinal movement 30 of the drive tube activates the lever mechanism of each guide assembly to provide straight line motion 32 of the arm along the guide. For opening, movement of the drive tube from the closed position to the open position moves the first end of the long link away from the lower mount, drawing the second end of the long link and the attached arm and upper mount laterally along the guide to pull the hatch open. For closing, movement of the drive tube moves the first end of the long link toward the lower mount, pushing the arm and upper mount along the guide to close the hatch.

There is provided a pivoting connection 34 between the arm and the hatch mount plate to ensure even application of force to both sides of the gasket. The arm has integrated rollers 36 which roll along the guide. The guide profile defines the motion path that the hatch takes while opening. Accordingly, the guide profile may be selected to lift the hatch to clear the coaming of the trough.

The lever mechanism of the guide assembly provides a high mechanical advantage, amplifying the power of the air cylinders when the hatch is near the closed position. This amplified power provides two benefits. Firstly, the increased power near the closing position enables high opening force which allows the hatch to break through ice buildup and to lift large amounts of snow which may be covering the hatch. Secondly, the increase in power from the mechanical advantage provided by the linkage generates substantial closing force which increases compression of the gasket onto the coaming during closing.

As depicted in Fig. 8, the lever mechanism of the guide assembly generates a hatch opening force 37 of 1800 pounds per lever, for a total hatch opening force of 7200 pounds from a cylinder pull force 38 of 575 pounds per lever, or a total of 2190 pounds cylinder pull force, representing a 3.3-fold increase in force resulting from the lever arrangement. This increased force enables breaking of ice buildup on the hatch, opening of the hatch despite heavy loads of snow or ice, and at low air pressures.

As depicted in Fig. 9, the lever mechanism of the guide assembly also generates a hatch closing force 40 of 1800 pounds per lever, for a total hatch closing force of 7200 pounds from a cylinder push force 42 of 575 pounds per lever, or a total of 2190 pounds cylinder push force, representing a 3.3-fold increase in force resulting from the lever arrangement. This increased force enables improved gasket compression of the hatch onto the coaming, as well as allowing closing of the hatch despite heavy loads of snow or ice, and at low air pressures.

The lever mechanism has increased mechanical advantage when the hatch is nearing the closed position. However, this results in less mechanical advantage when the hatch is in the open position. To compensate for this lesser mechanical advantage in the open position, compression springs 44 are attached to the drive tube, as shown in Fig. 10. The compression springs are compressed when the hatch is opened. The compressed springs are then available to provide additional closing force when the lever mechanism is moving the hatch from the open position to the closed position.

The arm, when nearing closing as it reaches the top of the guide, will contact a pivot pin 46 in the guide, as seen in Fig. 11. Additional lateral motion of the lever against the arm will cause the arm to rotate downward about the pivot pin. This will push the hatch down onto the top of the railcar, compressing the gasket against the coaming of the railcar to provide a strong seal over the trough opening.

Each guide may have a profile selected to guide the upper mount along a desired path to move the hatch away from and onto the coaming of the trough. Figures 12 A, 12B, and 12 C shows movement of the upper mount and hatch along the guide during opening of the hatch.

The hatch is kept securely closed by a three-part system. Firstly, when the air system is charged, the hatch is kept securely locked by the pneumatic cylinder. Secondly, in the event the air pressure in the system is lost for any reason, non-return valves are integrated into the cylinders to ensure that the hatch remains closed. For the hatch to be released, pressurized air must be applied to the open side of the cylinder. Thirdly, even if both parts of the hatch securing system fail, the mechanical advantage provided by the lever mechanism will ensure that the friction in the cylinders will keep the hatch closed during transit.

As best shown in Fig. 13, to minimize snow and ice buildup near the hatch, all features such as cylinders have been positioned away from the hatch perimeter. In addition, guides, cylinders, and other components are spaced apart from the railcar surface to allow better air flow and to avoid snow and ice drifts, as shown in Fig. 14.

As depicted in Fig. 15, installation of the hatch cover system is simplified by use of a minimal number of components, and a minimal number of weld points on the railcar of 2 per guide and 2 per cylinder. The hatch system of the present invention is compatible with all types of hopper cars.

Maintenance is also simplified as all components are visible for inspection whether the hatch is open or closed. Components can be inspected or replaced without removing the hatch. When the hatch is open, there are no mechanical components near the trough, resulting in less damage to components from loading equipment.

The auto-hatch system is operated using handles mounted at ground level on either side of the railcar. A safety handle may be located in a sealed box, with the operator having to break the seal in order to access the safety handle. Once the safety handle is activated, the actuator handle may be activated.

Autohatches are pneumatically powered by train air which is connected to each railcar. If there is low or no train air available on the railcar, an air compressor can be connected to each railcar to the wayside quick connect air fitting to supply the hatch with air. The autohatch system requires approximately 12 seconds to open or close and requires an operating air pressure of between 45 and 110 psi.

The hatch is provided with a standard rubber seal similar to seals used on manual hatches. The guides and arms provide downward force on the hatch and seal in the closed position to generate a solid seal between the hatch and the trough coaming at the top of the railcar. Additional sealing security may be provided by incorporating a rod-lock feature in the air cylinders to prevent hatch opening in the event of air pressure loss.

The automated hatch system of the present invention may be activated by one of several means. According to a preferred embodiment, a lever control or push button may be provided at track level or may be incorporated into hopper controls and use train air. According to another embodiment, the system may have a manual air-input point at which external air may be quickly connected to operate the automated hatch system.

The hatch system is not visible to an operator on the ground. A mechanical open/close indicator flag 48 on the A-end of the railcar visible from the ground will indicate if the autohatch is open or closed. If the indicator flag is retracted and therefore not visible, the autohatch is fully closed. The indicator is positioned to be visible from either side of the railcar and is visible in low light conditions. As depicted in Fig. 16, the open/closed indicator may comprise a pivoting flag movable between a closed position within an adjacent sleeve, and an open position separated from the adjacent sleeve. A control cable 50 may be used to effect movement of the pivoting flag between open and closed positions.

The automated hatch system of the present invention may be retrofit to existing equipment with removal of an existing man-walk on only one side of the railcar.