US1881795A

US1881795A - End sill structure

Info

Publication number: US1881795A
Application number: US329101A
Authority: US
Inventors: Mark H Martin
Original assignee: Birdsboro Steel Foundry & Mach
Current assignee: Birdsboro Steel Foundry & Mach; BIRDSBORO STEEL FOUNDRY AND MACHINE Co
Priority date: 1928-12-29
Filing date: 1928-12-29
Publication date: 1932-10-11
Anticipated expiration: 1949-10-11

Description

Oct. 11, 1932.

M. H, MARTIN END SILL STRUCTURE Filed neo. 29, 192s )War/t H. Mari??? Patented Oct. 11, 1932 Unire STATES PATENT A OFFICE MARK HQMARTIN, or READING, PENNSYLVANIA, AssIGNoR 'roB'IRnsBoRo STEEN FoUNnaY AND MACHINE COMPANY, or BIRnsBono, PENNSYLVANIA, A coRPoRA-l,

TION 0F PENNSYLVANIA ENID SILL STRUCTURE Application filed December 29, 1928. Serial'Nol 329,101.

My invention relates to end sill structure; The principal object of my invention is to devise an end sill structure for attachment to railway cars which shall materially strengthr1en this portion of the car construction, providean e'ective and rigid tie for the ends of theunder framing, and simplify the work of assembling through a reduction in the number of necessary, separate parts.

A further object is to devise an end ysill structure of the character described in the form of a one piece casting which shall comprise integral features heretofore found as individual parts and particularly facilities for performing the usual functions of the coupler striking plate and carry iron, front draft castings, and means for direct attachment of the structure to the under framing of the car. Y

A further object is the incorporation in an end sill structure of features which effect a general improvement in the design of devices of this character and which is susceptible of ready adaptation for use with the types of draft gears now employed.'

While cast end sills are old in the art, they are usually utilized merely las a substitution for some form of structural arrangement and do not include in integralcombinationtherel A-with the several advantages offered byV my improved structure. As alreadyl indicated, the latter is intended to strengthen and rigidify the carend structure, and to moreeflectively protect against the buffing and stresses encountered in train operation. hrough directattachment to the car under framing, including the draft andV side sills, and the diagonal bracing therebetween, not only are these basic` structural elements of-the car more securely tied together, but this result is accomplished with a fewer num# ber ofparts 'than isl now common practice. In furtherance of this improved construction, the cheek'flanges which are employed to secure the sill casting to the draft sills also include the front draft stops for receiving the tension load of the draft gear and flanges are formed onthe end of the casting to facilitate its yattachment to the side sills. j

Other features comprise a special form of construction for supporting the car flooring' and also, in the case of an end openingfor protecting the floor against damage andwear'Jl during loading and unloading. .The usual push pole pockets are cast integral with the sill and provision is made`-v f or passagel throughV the casting: of the train pipe. j i

These and further objects o fmy invention" will be set forth inthe following specifica-v tion, reference being had to the accompanycaf ing drawing,`and the novel means by 'which' said objects are effectuatedwill be definitely pointed Vout inthe claims. In the drawingr Fig. 1 is a front elevation of my improved.,V

structureshowing'the same in position on a1 railway car, butvwith the coupler removed.'l u u Fig. 2 isfa plan -view of the' end sill struc-4 ture, looking in the'direction of the `arrow Y2 in Fig. 1, and showing its mode of applica-" tion to-theunder framing of a c ar.

Fig. 3 is a viewof the end of thestructure,l

Lul,

looking inthe direction of the arrows Sin F ig. 1.

Figs. 4' and 5 are sections along the lines l--l and 5 5, respectively, in Fig.'1',lookingf in the direction of the arrows.`

structure.y Fig. 7 is a section similar to that shown 1n.

Fig. 6v is a isometric view of theend sill bij Fig. 5 and showing the modified arrangement t employed when the structure is used in lconnection with a draft gear having a horizontal oke. Y I- l y Fig; `8 is a plan view of the modification shown in Fig. 7, looking in the direction of thearrow' 8 in said figure. y.

The V:numeral ll() representsv my improved end sill structure generally, which `inthe preferred form shown is intended for use with` draft gears employing vertical yokes. The structure is formed as a one piece'casting havingupper and lower

horizontal flanges

11 and 12, respectively, whichy are joined by a connecting web 1.3. Strengthening ribs 14" may be disposed at appropriate intervals betweensaid flanges and an extension 15 prof;V

channel-shaped in section, as shown clearly y in Fig. 5 with the upper limb 22 thereof being a continuation of the upper flange 11 and the vertical web 23 being flush with the front sideof said projection and serving as a strik- Y ing plate for the 4vhorns of the coupler 21.

- st-rengthen this Below the opening 19, the projection 18 is alsogenerally channel-shaped in section with the front limb 24 thereof being substantially flush with the lower. portion of said projectionand the horizontal web 25 thereof serving as a carrier'for the drawbar 20.

`Extending inwardly from the web 13 on eachk vertical side of the passage 19 are flanges V26 and at their junction with said web,'projections 27 extend toward each other along the vertical sides of said passage to limit the swinging movement of the coupler` when the carfis rounding curves and t0 portion of the vstructure against vthe impact of the drawba-r during such movement. The flanges 26 form cheek 'plates 28 which are secured to the draft sills 29 in any approved manner andare further flanged on the inner ends thereof, as at 30, to yform the front stops for the draft gear which may be strengthened by ribs 44 eX- tending inwardly Valong said plates. Accordingly, a tension pull on the coupler is transmitted directly through these stops to the draft sills without the necessity for employing otherparts. A slot 31 is formed in eachcheek plate 28 for thereception of the usual draft key and-the depth of the upper flange 11 is increased as at 32 extending back and connecting with flanges 30 to bridge the space between said cheek flanges and to thereby further strengthen the structure in locations which receive the bufiing load of the coupler. As an additional mode of strengthening this portion of the casting, ribs 38 may be appropriately disposed on the undersides of the portion 82 and limb 22.03": the projection`18.

The flange 11 is further increased in depth at each end of the casting, as at 34, tofacilitate attachment thereto of the diagonal braces 35 and also of the side sills 36. As a further means of securing the casting to the side sills,

, train pipe.v Y

In the modification illustrated in Figs. 7 and 8, the end sill structure, represented generally by the numeral 40, is designed for use with draft gears employing vhorizontal yokes. This modified form differs from that above described only in the provision of a changed form of cheek plates 41 for attachment to the draft sills 43, an open ended slot 42 being providedin each plate to receive the front draft key.

It will be obvious scription that my improved end sill structure cembines in a single casting features which have heretofore existed as separate units with the consequent necessity for'their fitting and assemblage together in the building of a railway car. According to my arrangement, the

from the foregoing de-Y required number of separate parts is not only lessened, but the unitary construction results 1n a more adequate tying up of the end'structure o f the car and a more eifectlve resistance to the shocks applied thereto during opera-- tion. The casting is Vparticularly strengthened in the region which is subjected to the bufling stresses of the coupler and provision Y' is also made through the flange 11 and eX- tension 15 for receiving the end plank' of the flooring and protecting the same against p' wear.

While I have shown one set of elements and combinations thereof for effectuating mylV improved end sill structure, it will be under.-

stcod that the same are illustratedvr for purpose of disclosure only and in nowise to restrict the arrangement to the exact forms and* shapes set forth, for it will be obvious that other variations in t-he latter may be adopted without departing from the spirit of my invention.y

l claim:

1. An end sill structure 'comprising'V end sill,integral end flanges for attachmentto the side sills, integral cheek plates for attachment to the draft sills, and a flange on the inner end of each of said cheek plates adapted to act as frontv stops for the draft gear.

sill, integral end flanges for attachment to .the side sills, integral cheek'plates for attachment to the draft sills, said cheek plates including slot-s for the reception of the draft V key, and means on said cheek plates adapted to act as a front stop for the draft gear.

3. An end sill structure comprising an endv sill, integral end flanges for attachment to the side sills, integral cheek plates for attachment to the draft sills, said cheek plates including slots for the reception of aydraft key, and a flange formedV on the inner` end of each of said cheek plates adapted to actv as front stops lfor the draft gear.

4. An end sill structure comprising a one web for attachmentto the draft sills, andV a flange on the inner end of each of said 2. An endsill structure comprising an endupper flange being increased over said cheek v flanges and at the ends of said casting.

6. An end sill structure comprising an end sill, integral end flanges for attachment to the side sills, integral cheek plates for attachment to the draft sills, and a flange on each of said cheek plates adapted to act asv front stops for the draft gear.

7 An end sill structure comprising a one piece casting including upper and lower hori- Zontal flanges and a connecting web, integral cheek plates extending inwardly from said web for attachment to the draft sills, and a flange on each of said cheek plates adapted to act as front stops for the draft gear.

8. An end sill structure comprising an end still, integral end flanges for attachment to the side sills, integral cheek plates for attachment to the draft sills, said cheek plates including slots for the reception of a draft key, and a flange on each of said cheek plates adapted to act as front stops for the draft Y gear.

9. An end sill structure comprising a o-nepiece casting including upper and lower horizontal flanges and a connecting web, flanges on the ends of said web for attachment to the side sills, integral cheek plates extending inwardly from said web for attachment to the draft sills, and an extension on said upper flange projecting rearwardly over said cheek flanges.

l0. An end sill structure comprising a onepiece casting including upper and lower horizontal flanges and a connecting web, flanges on the ends of said web for attachment to the side sills and integral cheek plates eX- tending inwardly from said web for attachment to the draft sills, the depth of said upper flange being increased at the ends of said casting.

In testimony whereof, I aflix my signature.

MARK II. MARTIN.