US1832983A

US1832983A - Car end

Info

Publication number: US1832983A
Application number: US378789A
Authority: US
Inventors: George T Johnson; George E Iarge
Original assignee: Buckeye Steel Castings Co
Current assignee: Buckeye Steel Castings Co
Priority date: 1929-07-16
Filing date: 1929-07-16
Publication date: 1931-11-24
Anticipated expiration: 1948-11-24

Description

Nov. 24, 1931.

G. T. JOHNSON ET AL..

GAR END Filed July 16,

1929 29 Sheets-Sheet 2 ...NIMH

Patented Nov. 24, 1931 UNITED STATES PATENT OFFICE GEORGE T. JOHNSON AND GEORGE E. IARGE, OF COLUMBUS, OHIO, .ASSIGNORS TOTHE BUCKEYE STEEL CASTINGS COMPANYz OF COLUMBUS, OHIO CAR nim` Application le'd July 16, 1929. Serial No. 378,789.

This invention relates t0 improvements in car ends, and more especially to a novel onepiece metallic end for freight cars and the like.

The main objects of the invention are to` provide improved means for reinforcing the car end against bulging and to improve the corner constructions of the casting.

It is well known that car ends of the builtup type have many objections.

For instance, the built-up construction soon becomes considerably bulged and otherwise distorted, due principally to endwise shifting of loose lading, and to careless handling of unloading crane buckets, so that the construction soon demands repair or replacement. As the sheet portion of a built-up car end is thin. (one-quarter to iive-sixteenths inches), when it is bulged. the rivet holes tear ar the rivets loosen. and such loosening of the connection destroys its strength. Furthermore, the distortion of the car end is communicated to the brake shaft which is attached thereto, and this interferes with the safe and efficient operation of such staff. For reinforcement purposes, H-beams are often placed horizontally across and outside the end of the car at intermediate levels, in order to stifl'en the car ends. but they too bend outward. and also collect dirt and water.

Heretofore. it has been proposed'to eliminate such difficulties bv furnishing a onepiece cast metal car end, and another object of the present invention is to provide a onepiece metallic car end possessing a number of advantages over the known cast metal car end. f

With the foregoing obiects outlined and with other obiects in view which will appear as the description proceeds, the invention consists in the novel features hereinafterl described in detail., illustrated in the accompanying drawings, and more particularly pointed out in the appended claims.

Referring to the drawings,

Fig. 1 is a front elevation of our improved car end. l

Fig. 2 is a top plan view of the same.

Fig. 3 is an end elevation.

Fig. 4 is a vertical sectional view on the line 4 4; of Fig. l. Y

'lhese drawings show what we now consider the preferred embodiment of the invention, and in this one-piece metal car end, the main web is shown at 13, and it is provided at its upper corners with the top corner connections i, which are horizontally disposed and are adapted to be attached to the top bulb irons la, which extend along the sides of the car.

The web is provided at its side edges with inwardly extending relatively wide flanges 2, which are apertured to receive the rivets or the like employed in connecting the side edges of the end to the sides of the car. The web is also shaped adjacent to one of its side edges to form inte-gral inside steps 3. l and 5, and at the point where the step 5 is located, an air brake pressure retaining valve bracket 6 is located. Theend sill portion of the car end is shown at 7, and the entire casting has all the necessary reinforcement and cored holes ready to apply to the car.

The American Railway Association safety appliance rules do not allow any part of the end of a standard freight car to extend beyond the plane 8-8 of the face'of the striker', i

with the exception of certain brake parts. Ordinarily, the end sheet of the built-up construction heretofore used. will be arranged at the plane 9n9, with the end sill projecting beyond it to about the plane 10--10, as shown in Fig. 4.

It will therefore be seen that as the plane 9,*9 is about the limit of' lading space for the built-up construction` the reinforcing members (outside) will project t0. or beyond the plane Vl010, and outsideladder rungs, etc., sometimes vmust be :attached to these members. thus usineup the remaining space out to the plane 8-8. By placing the main horizontallv disposed reinforcing parts l1 and l2 inside the web portion i3. the cubic content of the car is appreciablv increased, without proiecting` the end any farther outward than the built-up construction, and without even having longer lside sheets. In other words. by utilizing relatively wide side anges 2, and arranging thek

main reinforcements

11 and 12 inwardly of the main web 13, we are able t0 obtain the increased capacity of the sip/ace between the planes 9 9 and 10-10.

It will be noted that the reinforcement of the car end against bulging, consists in part, of these two horizontal channel-shaped

portions

11 and 12, which project inward from he web 13, and are themselves reinforced by vertical ribs 14, 15 and 16. The rib lil preferably extends the full height of the car sides, being at certain points, inside the web 13, and at other points, outside of the latter. .it the points where it is outside of the web, .it spans the channel shaped

reinforcements

11 and 12. These ribs stiffen the structure against vertical blows which may be sulilered in loading. rihe reinforcement 11 has a depression in its upper portion which forms the step 4.

The reinforcement 11 taperstowaru tsends, as indicated at 11a in 2, as great iength will not be needed at the ends as at the meflial portion of this part, and this reinforcement also prevents the minimum section 17 of the castingfrom being too small. f-rt the points 18, where the reinforcement ends, the web 13 curves around to meet the side sheets on very large radius curves, thus reducing the chance for cracks. not only along these lines, but over the full height of the car sides. These rounded corners to the car not only malte a pleasing and substantial appearance, but actually strengthen it much more than square corners would.

Ve prefer to provide the inside steps 4 and 5 with upwardly extending wings 3a, le and 5a to prevent the brakemans foot from .sliding oii' laterally, and the step 5 has combined with it, the retaining valve bracket 6. which allows connections to be made from the exterior of the car, even while the latter is loaded. Furthermore, the inside steps are located beside the outside ladder, (not shown). for greatest convenience.

It will be observed that the two reinforcing

channels

11 and 12, as well the inside steps are so designed that they present inclined or sloping surfaces within the car, and no free edges, so that unloading crane buckets, etc., cannot catch upon them in their upward movement.

The edge 12a is heavily beaded to a smooth `l`bulb, both for strength and safety, and the top inside corner details at 19, are quite stifi and easily made by this method. and nothing can catch upon them.

The lower horizontal portion or shelf 20 also stiffens the car end against bulging, and seals the car iioor against corrosion, and it will be noted that the end sill portion 7 (extending below the level of the car floor), may, or may not be used, depending on the particular circumstances of each case. Note also that provision is made for receiving the lower side angles at Q1.

Our car end has been designed to fit inside the side sheets of the car, while heretofore. one-piece car ends have been designed to iii; outside of the side sl sets. Our improvement has the advantage that no deep notch need be made in the upper corners or" the casting to receive the top side bulb angles. This may be clearly under-'toed by ref #e to Fig. Q, iu which the side sheets are indica e at 21a.

The new design also has foundry advantages over the ones previously known. Nerf.: it not for the rivet holes, and the details at o and 21, it would require no curing at all. rlhis a very sub"autial reduetifm over i earlier designs. Furthermore, the a ment of the reinforcing ribs'within the car end also ire-eps the depth 22 within proper bounds.

llilliile we have not shown such details as. push pole pockets, jacking pads, and emergency chain pull holes, it is obvious that such features may be incorporated in our car if desired.

In general, the integral construction allows metal to be removed frcm places where it is not useful, and to be placed at points where rwf'etl. it presents smooth rounded surfaces and fewer joints, reduces corrosion and accidents to a minimum, and eliminates point: of stress concentration. It also saves the work incident to collecting and fitting many separate parts. The number of rivets pa ticularly, is reduced, as also the completed weight.

From the foregoing it is believed that the construction, and advantagesl of the iniY t tion may be readily understood, and it manifest that changes may be made in the details o closed, without departing from the spirit of the invention, as expressed in th(` claims.

Vhat we claim and desire to secure by Letters Patent is:

1. A metallic car end having integral inwardly extending substantially horizontal channel-shaped reinforcements, a horizontal top flange and projecting side flanges formed by continuations of said top iange.

2. A metallic car end including a web and reinforcements integral with the web, and arranged inwardly of the outer surface of the latter, the upper portion of one of said reinforcements being continued to form pro `iecting side flanges.

A. metallic car end including :i web provided with inwardly extending substantially.' cliannelshaped reinforcements` which are integral with the web. and integral vertical ribs within said reinforcements.

e. A metallic car end including a web provided with an int l imvardly exten-fling substantially channel-shaped reinforcement.

extending from one edge portion of the web to the opposite edgeportion of the same and having vertical ribs therein.

5. A metallic car end provided with a pair of integral channel-shaped reinforcements which extend inwardly from the web and are spaced from one another, the upper portion of one of said reinforcements forming a top flange for the car end.

6. A one-piece metallic car end including a web, and substantially channel-shaped reinforcements integral with the web and projecting from the inner surface of the latter, said reinforcements having vertical ribs within the same.

7. A one-piece metallic car end including a web. and substantially channel-shaped reinforcements integral with the web and proiecting from the inner surface of the latter, the upper portion of one of said reinforcements forming a top edge and each of said Vreinforcements having a sloping under surface. as and for the purpose set forth.

8. A one-piece metallic car end including a web` and substantially channel-shaped reinforcements integral with the web and projecting from the inner surface of the latter, the upper surface of one of said reinforcements having a depression therein forming a step.

9. A one-piece metallic car end comprising a web provided with integral substantially horizontally arranged channel-shaped reinforcements which extend inwardly from the rear surface of the web. the upper portion of one of said reinforcements forming a top edge for said car end.

10. A one-piece metallic car end comprising a web provided with integral substantially horizontally arranged channel-shaped reinforcements which extend inwardly from the rear surface of the web, and substantially verticallv disposed ribs arranged within andv reinforcing said channel-shaped portions.

11. A one-piece metallic car end comprising a web provided with integral substantiallv horizontally arranged channel-shaped reinforcements which extend inwardly from the rear surface of the web. and substantially vertically disposed ribs reinforcing said channel-shaped portions. one of said ribs being arranged at the medial portion of the car end and extending throughout substantially the entire height of the web.

12. A one-piece metallic car end comprising a web provided with integral inwardlv extending reinforcements, a top edge formed by the upper portion of one of said reinforcements and flan ges integral with the side edges of the web and extending inwardly from the latter for attachment to the sides of the car.

13. A one-piece metallic car end having at its top portion an integral substantially channel-shaped inwardly extending reinforcement, a shelf projecting inwardly from the lower portion of the web, and a rib integral with the web and having its ends merging iililtrlifthe channel-shaped reinforcement and s e 14. A one-piece metallic car end including a web having its side edge portions curved and terminating in substantially parallel flanges.

15. A one-piece metallic car end including a main web provided about midway between its upper and lower edges with an integral substantially channel-shaped and substantially horizontally disposed reinforcement, which projects inwardly from the inner surface of the web, the end portions of the reinforcement tapering toward the web, and reinforcing ribs arranged within and integral with said channel-shaped part.

16. In a metallic car end. a web projected inwardly to provide an inside step, the web adjacent to said step forming a retaining valve bracket.

17. A metallic car end including a web having an integral pocket projecting inwardly from the inner surface of the web, a portion of the web extending across the mouth of the pocket and forming a retaining valve bracket.

18. In a one-piece metallic car end, a web provided with an inwardly extending integral inside step provided with upwardly extending side wings.

19. A one-piece metallic car end including a main web having its side edge portions curved to form relatively wide side anges, and integral reinforcements for the web projecting inwardly between the side flanges, and of less widthV than the latter.

In testimony whereof, we have signed this v aoy