US2256494A - Rail car front end construction - Google Patents

Description

Sept. 23, 1941. E. J. w. RAGSDALE EIAL 2,256,494

RAIL CAR FRONT END CONSTRUCTION Filed A ril 15, 1936 7 Sheets-Sheet 1 INVENTORS EARLIW. QAGSDALQ Z7 ALBERT Cl- DEAN- 17 1 1 4 K y W ATTORNEY.

Sept. 23, 1941.

E. J. w. RAGSDALE ETAL RAIL CAR FRONT END CONSTRUCTION Filed April 15, 1936 '7 Sheets-Sheet 2 INVENTORS EARLJWQAGSDALE Amy-am CIDEAN ATTORNEY.

Sept. 23, 1941.

E. J. W. RAGSDALE ET AL RAIL CAR FRONT END CONSTRUCTION Filed April 15, 1936 '7 She e'hs-Shet 3 INVENTOR- EARLJW RAGSDALIE ALBERT (1 DEAN- IffW ATTORNEY.

Sept. 23, 1941.

E. J. w, RAGSDALE ETAL RAIL CAR FRONT END CONSTRUCTION I '7 Sheets-Sheet 4 v Filed April 15, 1936 I N V EN TORS EARL 1W RAGSDAILE.

ALBERT GDEAN v 9% ff/1A A TTORNEY.

I p 23,1941- E. J. w-. RAGSDALE ET'AL 2,256,494

RAIL CAR FRONT END CONSTRUCTXON Filed April '15, 1936 v 7 Sheets-Sheet s INVENTORS EARLJWRAQSDALE ATTORNEY.

P 3, 1- E. J. w. RAGSDALE ETAL 2,256,494

RAIL CAR FRONT END CONSTRUCTION A TTORNE Y.

E. J. w. RAGSDALE E-i- AL RAIL CAR FRONT END CONSTRUCTION Sept. 23, 1941. 2,256,494

Filed April 15, 1956 7 Sheets-Shei '1 9 INVENTORS EARL JWDAMDALE ALBERTCI -DEAH- ATTORN Y Patented Sept. 23, 1941 RAIL CAR FRONT END CONSTRUCTION Earl J. W. Ragsdale, Norristown, and Albert G. Dean, Narberth, Pa., assignors to Edward G. Budd Manufacturing Company, Philadelphia, Pa., a corporation of Pennsylvania Application April '15, 1936, Serial No. 74,542

22 Claims.

This invention relates to rail cars and is more particularly concerned with improvements in'a collision resisting front end construction for light weight, high speed rail cars. It is a continuation in part of copending application Serial No.

720,490 filed April 13, 1934. 1

The development of high speed, relatively light weight rail cars, and especially those forming parts of trains many of which are capable of speeds in excess of 100 miles per'hour, has involved new factors of strength and security to assure adequate protection of life and avoidance of delay on account of obstacles encountered on the right of way. While the collision reaction of these trains is somewhat reduced in proportion to the weight reduction, it may be greater than in prior types of trains at certain speeds as the energy of a moving mass varies as the second power of the speed. For this reason, as well as the fact that the operator is in th foremost part of the car or train, much greater atside and top walls formed to offer a minimum of resistance to the air flow and in such manner that the danger of obstructions onthe track reaching and becoming fouled with the truck or body is materially reduced 'overheretofore available constructions. a v

A further object of thisoinvention is to construct the front end wall of a high speed light weight rail car tractor unit and connect it with the car underframe forming th v combined underframe and bumper into a unitary structure,

chorage between the bases of th body posts and the underframe structure including a rela-' tively deep forward collision beam, a deep belt rail interbracing the posts and collision beam and tying into the side wall trusses, and by a deep transverse diaphragm structure interbracing the tops of the posts and collision beam and including a brace extending from the collision beam to the side frame trusses, whereby shocks to the body below the bumper are distributed to the main underframe and shocks above the bumper are distributed into the side frames and thence into the underframe.

A further object of this invention is to provide an improved fabricated pilot, including upwardly and rearwardly inclined angles which are suitably covered to have low air resistance and ornamental appearance which is especially suitable in connection with the streamlin front of the rail car,unit body, such pilot being braced into the main part of the underframe for great rigidity and having a curved shapein horizontal sectionfor warding off obstacles.

Another and more specific object of the invention is to provide an improved, channel shaped anti-climbing device; approximately at the elevation of the .underframe bumper'portion and at the point of greatest longitudinal strength to'normally prevent further elevation of articles the sides of the rail car unit.

Further objects and advantages of the invention will appear from the following disclosure thereof when taken in connection with the drawings attached hereto illustrating a preferred form of embodiment of the invention and in which, Figure 1 is a perspective view of the front end of a tractor unit. v

Figure 2 is a front elevation of the tractor unit. Figure 3 is a partial side elevation of the front end construction shown in Figs. 1 and 2.

Figure 4 is a plan view of a portion of an internal combustion engine bed and underframel Figure 5 is'a side elevation of the front end of th tractor unit showing the skeleton framework.

Figure 6 is a perspective view of th underframe of the front end construction showing the 50 manner of securing the body frame members.

sustaining characteristics, and to give the rail car a more attractive and symmetrical appearanca,

A further object of the invention is to simplify and strengthen the fabrication of the framing constituting the front end wall by a strong ah- 55 in'Fig. 7.

Figure '7 is a fragmentary longitudinal sectional detail view through the base socket receiving the lower .end of the collision beam. I Figur 8 is a section taken along the line 8-8 struck, such anti-climbing device including ltrans- I verse channels tending to throw off obstacles to Figure 9 is a detail elevational view, parts being shown in section, showing a typical anchorage broken away to show the structure of the diaphragm braces bracing the center collision beam I and the side wall trusses.

Figures 14 and 15 are detail fragmentary sec-. 7

baggage space or, passenger accommodations as desired. 7 I

The'impr'oved collision resisting front end construction is of a generally rounded shape in a horizontal plane with an upwardly and rearward- .ly inclined pitch from the tip of the pilot l2,

excepting only the anti-climbing channels H at the bumper portion, and including the body plates I5, the windows I6, and the air intake grilles ll, to the roof.

, This .smooth surface to the side and upward 4 constituting approximately the foremost projectional views along the lines indicated by the section lines Ill4 and 15-45 respectively of Fig.

13, as seen when looking in the direction of the v f v parallel body construction including side panels,

doors, etc., such side walls extending tothe top arrows. Figure 16 is a posts with the belt rail and the upper bracing diaphragm structure.

Figure 17 is an enlarged fragmentary view taken approximately'on the line I-'|- If|-'o F 6. 5/"

Figure 18 is a corresponding sectional view through the belt rail taken in'the region between the center collisiori post or beamand the next adjoining post.

Figure 19" is a corresponding sectional view through the belt rail taken in the region ad;

jacent its joinder into the rectilinear side frame Fig. 18. Figure 21 is a bottom plan Figure 22 is a central vertical section through a part of the rail car unit including the bumper portion, pilot, and collision beam.

Figure 23 is a vertical section through a part v fragmentary perspective viewshowing the manner ofjoinder of the inclined sectionaf view of the underframe in its forward portion and the pilot construction showing the manner of joining the pilotto the bumper portion and underframe.

- this blunt, short radius, rounded front has a low air frictionre'sistance which is of great consequenceatthe high speed at which th rail car tion, is especially efiective in case of collisions for objects are warded off to the side and do.

not become fouled in the trucks. In addition,

is operated.

To the rear of the front end, there is the usual rail 39, and above the-rail the roofhas a generally curved shape aswill be seen from Fig. 2.

A particular feature of this invention includes the provision of a combined power plant support and car underframe structure 20 as shown in Fig. 4, such structure including a pair of longitudinal sills 2i forming the principal longitudinal members of the underframe and serving as the direct supports forthe power plant which,

I as. before stated, may be an internal combustion engine and generator as indicated in dotted lines at 22; The underframe bolster 23 is substantially in the longitudinal center of the underframe side frame trusses of the car body do not have 7 material power plant reactions and material sav) of the bumper and pilot construction at the reen-' forcing rib.

Figure 24 is a horizontal section through the pilot construction at the point of connection of a brace thereto. v v Figure 25 is a vertical section through the pilot underframe adjacent a point of connection between a-brace and a reenforcing rib of the pilot. Figure 26 is a vertical section at the end of the ings in weight arethus possible.

IT wardly to a transverse member 25 correspondparallel sides of the body, showing the manner 1 of joining the skirt guard to the body, and, Figure 27 1's a horizontal section adjacent the connection of the pilot supporting riband skirt.

In'accordance with one form of embodimentof my invention, the rail car l0 shown in Figs, 1,-2 and '3 preferably represents a self contained power type having a lightweight construction conveniently made of thin sheet metal stock,

such as stainless steel of high tensile strength,

rolled or drawn into hollow section members of angular or channel cross section and Joined together as by spot welding. While such'a construction is conveniently powered byan internal combustion type of' engine, the invention is not limited to such a power source. Furthermore,

the invention relates more particularly to the ing to an end sill. .A bumper portion 26 of generally rounded'shape is a unitary part of the underframe and has the anti-climbing channels l4 hereinafter described. Large openings 21 in I the underframe facilitate welding and reduce the .55

weight thereof. The underframe is preferably of an arc-welded plate construction having the maximum strength with a minimum .weight, such structure being of .generally open cellular type for convenience in making the necessary welds,- and for permitting the desired transfer of stresses to the remainder of the car body. Suitable toughness and strength is possible by using-welded plates of chrome manganese siliconsteel alloy. This unitary base or underframe affords a very rigid front end construction and with the deep power plant supporting? beams'2l .as shown in Fig. 6, serves with the power plant, as an integrated- .mass effective at thefront of .the bumperpor- The superstructure of the car is built up of lightgauge sheet metal such as high-tensile stainless steel, formed into angles, channels and box'sections and preferably spot-welded together to form side wall truss structures including posts,

longitudinals and diagonals. Anchorage of'these light gauge sections in the supporting base must therefore be such as to permit an even distribution of stresses. For the foremost collision beam 34, a triangular raised portion 3| is formed on the bumper portion 26 of the base 20, with its apex arranged forwardly and its base in engagement with the forward ends of the engine supporting beams 2| of the relatively higher engine bed portion, and at the apex, forward extensions of the side walls 33 form a longitudinally extending socket. The lower end of the longitudinally very deep box section collision beam 34 (see Fig. 8) is anchored therein, the beam extending rearwardly and upwardly in accordance with the inclination of the front wall, and tapering from bottom to top.

The collision beam 34 is preferably a deep channel having its side walls flanged and is constituted a. box section by welding a cap plate across the side walls of the channel, as clearly appears in Figs. 5, 6, and 7. This main collision post or beam is securely anchored within the socket of the base by arc welding to the sides and back of the socket, the inclination of the back wall of which corresponds to the inclination of the back wall of the collision beam. A relatively thin gauge liner 35 to which the side and bottom walls of the channel of the collision beam are subsequently spot welded is clearly shown in Figs. 7 and 8. By this construction, the triangular brace 3| of the base 20 directly backs up the lower end of the collision beam against its being forced rearwardly, and prevents the shearing of the connection between the lower end of the collision beam and the base by longitudinally acting collision forces.

At the belt line, as shown inlFig. 5, an arched belt rail indicated generally by the numeral 36 is provided. This belt rail is made in two sections divided by the central collision beam and extends in each instance from an abutting and rigidly secured relation with the central collision beam at least as far as the first vertical post, indicated at 31 of the side wall truss structure. This arched belt rail also varies in cross section from a maximum across section adjacent the central longitudinal plane of the car to a minimum at the point of its joinder with the vertical posts and/or longitudinal beams of the side frame trusses.

Adjacent its top and above the window openings of the operators compartment, the central collision beam 34 is connected on opposite sides thereof into the side frames of the car by an arched top rail 38, the lateral portions of which tie into the top chord 39 and posts 31 of the side frame truss structure. This forms the outer chord of a trussed generally V-form diaphragm structure, as clearly appears from the top plan view of Fig. 13, tying the upper end of the collision beam diagonally outwardly into the side wall truss structures.

then cut into the belt rail and the anchorages for the posts secured to the base. After the posts have been dropped over the anchorages and into the notches in the belt rail, they will be properly spaced and in aligned relation.

These posts 4|] and 4| are shown to beef two slightly different forms. The posts 40 are shown as relatively narrow deep channels flanged in l their edges and closed to form a box section by of a post between its side walls, is are welded to the edges of the opening in the base through which it projects. In the case of the posts 4|, a short abutment 43 only is welded in the opening formed in the base, as shown in Figs. 9 and 10, and .the post 4| is telescoped over it and riveted thereto.

From the foregoing description it will be seen that not only the central main collision beam 34 but each and every one of the posts 40 and 4| in the forward wall are strongly anchored to the base 20 in a manner which offers strong resistance against shearing of the connection between the light gauge structures and the base by longitudinally acting collision forces.

The detailed structure of the arched belt rail 36 and the manner of its connection to the posts including the collision beam is clearly shown in On each side of the central beam 34, posts Figs. 16 to 20, and reference is made to these figures in connection with the following description: As shown in Figs. 16, 17 and 18 it will be seen that the main body of said rail is of generally outwardly presenting channel section decreasing in depth from its point of connection to the central collision beam 34 laterally to its lateral connection to the side frame truss. In the view shown in Fig. 5 this rail terminates at the front vertical post 3'! of the side frame which forms at the near side an emergency doorway opening, which opening is provided to permit ready exit from the drivers cab. On the opposite side 4 of the car, not shown, the arched belt rail 36 merges directly into the belt rail, as 44, of the side wall trussing.

For convenience of manufacture out of high tensile stainless steel, the channel forming the main body of the rail is built up of a top plate 45 (see Fig. 17) and a bottom plate 46, these plates being interconnected along their inner edges by a shallow channel 4'! telescoped therebetween and spot welded thereto. A trim, strip 48 is finally applied to the inner face of the beam and secured in place .by screws indicated at in Fig. 18, securing it to brackets 50 spot welded to the channel 41. The outer margins of the plates 45 and 46 of the channel forming the .main body of the belt rail are secured through angles 5| and 52, respectively, to the lateral flanges 53 projecting from the outer walls of the posts and central collision beam. These angles conform in angularity to the inclination of the outer faces of the posts and beam and are spot welded through one of their arms, respectively, to the plates 45 and 46 and through the other of their arms to the flanges 53 of the posts. The upper angle 5| extends in a straight line from..

form a straight line seat for the window sash. The lower angle 52 has its arm of curvilinear form conforming to the transverse curvature of the front wall and has its main body flush with the outer wall of the posts, the ends of which are welded tothe post being oflset, as clearly appears in Fig. 17. The same is true of the ends of the arm of the angle II which are welded to the posts.

The main body of the belt rail is finally closed to form abox section structure by an inwardly facing channel moulding 54 flanged in its edges and secured through said flanges to the vertical- 1y extending arms of the angles 5i and 52 and to the post flanges 53. For convenience of manufacture, this channel 54 is preferably made in two parts 55 and 56 overlapping and spot welded inthe line of overlap (see Fig. 18)

The construction of the belt rail, while still retaining its box section form, is somewhat modifledat the sides where it merges into the belt rail of the side wall trusses. Figure 19 illustrates one form which such modification may take. In this figure the moulding channel 55' is made in one piece since in this region there are no window openings requiring the top flange to be on a straight line and the bottom one on a curved line. Similarly, the top plate 45' is made integral with the angle through which it is connected to the posts. The inner wall of the box section is formed by an outwardly facing channel 51 which has its top side wall spot welded to top plate 45' and its bottom wall flanged downwardly and secured through a downwardly facing channel 58 which closes the box section to the downwardly extending flange on the moulding channel 55'. The form of the belt rail in this region closely conforms to the form of the belt rail in the side frame trusses and is, in effect, an extension thereof.

As shown in Fig. 18, the belt rail in the region of the collision beam 34.is substantially of the full longitudinal depth of the beam and is secured thereto, in addition to the securement already described, by a laterally facing channel 59 having its bottom wall securely spot welded to the side wall of the collision beam and its top and bottom side walls securely spot welded to the top plate 45 and the bottom plate 46, respectively.

An important feature of the invention is the bracing of the top. portion of the front wall'into the side wall truss structures. This is best shown in Figs. 13, 14 and 15 and comprises a generally V-form trussed diaphragm structure interconnecting the tops of the posts and bracing the top of the collision beam 34 directly into the side wall truss structure in the plane of the side wall top'rail 39, see Fig. 5. The main elements of this bracing structurecomprise the diverging beams 6i fabricated, as shown in Figs. 13 and 15 of two channels secured back to back and extending from a point directly back of the central collision beam 34 laterally and outwardly to the side wall truss structures into which they are.

post to post and from post to collision beam to At the apex, the V-form bracing beams I are connected to the center post by a short box section beam designated by numeral 64. As clearly shown in Figure 14 this beam comprises a downwardly facing channel I of the width of the post abutting the rear face of the post and extending to the apex of the V formed by the two V-arranged beams 8|. This channel is reinforced at its sides by laterally facing channels 98 and 01 having their bottom walls spot welded to the side walls of the channel and also overlapping the side walls of the post 34 and spot welded thereto.

The horizontal reinforcing diaphragm structure further comprises struts 9 extending between the tops of the posts 40 and 4| and the diagonal braces 9|. As clearly shown in Fig. 14 these struts comprise-laterally facing channels 19 spot welded to the side walls of the posts 49 and 4! and secured through the gussets 12 to the braces of ii. The foremost side wall truss post 31 is also connected by a strut 69 to the adjacent brace 6|. Additionally, the curved front top belt rail 38, the struts 69 and the diagonal braces ii and the beam 64 directly connecting them with the top of the center post are strongly interbraced by bottom plate 13, shown in Fig. 5, overlapping all of these members and secured thereto by spot welding.

A light gauge top cover plate 14, shown in Figs.

l4 and 15. is flnally applied to the tops of these struts 69, braces 6| and beam 64 to close the truss diaphragm structure and form a smooth top surface over which the air may sweep into the engine compartment through the openings I! provided in the front part of the roof structure. This top plate is not essentialfor strength, but nevertheless adds some additional strength to the diaphragm structure. It may be extended and preferably is so extended to cover the opening shown in Fig. 13, between the legs of the V formed by members SI and the tension member 63, thus covering the entire top of the drivers compartment. In Fig. 5 this top plate 14 is shown formed with an upward bulge 14a to receive the top of an auxiliary generator.

The curved front top rail designated generally by the numeral 38 entering into .the diaphragm structure and tying together the tops of the posts, and forming, in effect, forward continuations of the top side rail 39 of the side trusses walls of the posts, the bottom walls being offset inwardly and secured to the lateral flanges 53: of the posts. These channel members are arranged in the plane of .the diaphragm truss structure and secured through their top and bottom walls,

as shown in Fig. l5, to the top and bottom plates 14 and I3.

The posts 40 and 4| are additionally interconnected at this point by angle members 16 flanged in their edges, one edge flange of said members'being spot welded to the bottom plate 13, and the other flange being extended downwardly and having its'ends arranged in the outerjplane of the posts, the extreme ends being oflfset inwardly and'secured to the edge flanges 53 of the posts. This flange, designated "in Fig. 16,'is rectilinear and in the same plane as the upwardly'extending flange of the angle 5|,

shown in Fig. 1'7, forming a part of the lower belt rail structure and is adapted with it and the outer faces of the posts,; to form a generally flat plane surface against which the window sashes may be secured.

The top rail 38 is finally completed by applying the inwardly facing flanged channel moulding I 18 with its lower flange overlapping the flanges I1 and the outer sides of the posts and secured thereto by spot welding, and its upper flange overlapping the curved channels I5 and the outer sides of the post and secured thereto. Since the lower flange of this moulding, at the window openings, requires being extended in a rectilinear line for securement to the rectilinear flanges 11 between the posts, it is preferably fabricated in two pieces in a manner similar to the lower moulding channel 54 and for a like reason. In the showing of Fig. 15 it is shown at 38 as an integrally formed structure while in the showing of Fig. 16, it is shown at 18 as a twopiece structure. ing in the location of Fig. 15, the reason for the two piece structure does not apply in that location.

Since there is no window open-' 26 at the front end sill portion, 25, the bolster 23 and the rear sill member 24. This plate is more particularly shown in Figs. 5, 6, and 26.

The body of the rail car tractor unit is thus secured to the underframe through the direct anchorage of the front posts into the underframe bumper and by the anchorage of the side posts to the transverse members on the underframe.

Such a construction is especially rigid and capable of transferring collision shocks intothe underframe, which, due to its support of the power plant, has a great resistance to collision loads.

To further improve the streamlining characteristics of the improved front of the car, and as clearly shown in Figs. 1, 2, 3,. and in detail in Figs. 5 and 21 to 27 inclusive, a pilot device 12 extends the inclined curved front wall of the point in close adjacency to the rails, not more than a few inches thereabove. This pilot device provides a smooth paneling also curved in transrality of T-shaped rib members 82 are welded to the top angle, the top of such members forming a smooth surface to receive the curved plates 83 forming-the sheathing for the pilot. These T- shaped members 82 are joined at the bottom to a second angle 84 which is also of generally arcuate shape, such bottom channel supporting the sheathing plates at the bottom as is more particularly shown in Figs. 22 and 23.

Certain of the upstanding members 82 are apertured as shown in Fig. 24 to receive braces 85 which extend to brackets 86 at front end sill portion 25 of the underframe which is rearwardly spaced from the bumper portion 26 to the underframe and is approximately at the end of the longitudinal power plant supporting sill members 2|. It isthus possible to distribute shocks to the pilot longitudinally through the bumper portion 26 of the underframe as well as upwardly and rearwardly from the bottom of the pilot to' the strongest part of the underframe rearwardly of'the bumper portion. I

The center brace 85 may be of a V-shape, as

will beseen in Fig. 21, the apex of which isat the center of the transverse underframe member substantially at the line of junction with the bumper portion. This brace may also be conveniently provided with intermediate vertical struts 8'! for the necessary vertical reinforcement, and if desired, transverse struts 88 as shown in Figs. 5 and 21. A tensionrod 89 is also preferably placed between the lower edges of the pilot, such bracing constituting the pilotan extremely strong structure directly tied into, the underframe. I

The braces 85 are preferably ofconsiderable length and therefore of relatively low angle of inclination with the horizontal so that the likelihood of destruction of the pilot or possible'derailment isavoided. For this reasonthe pilot is so constructed that it will have a progressive failure of parts with. a tendency to become entirely defiected out of shape before it will break loose'from the underframe and thus, obstacles can be debody downwardly below the ,underframing to a.

verse horizontal section and adapted to take the asshown in Fig. 27. The rear end of the'skirt and thrown laterally of the trucks and body. To

more certainly throw such objects struck'by the pilot laterally rather than upwardly over the front of the car body, an anti climbingdevice l4 encircles the front of the body at the height of the front of the underframe immediately above the pilot.

The pilot is also preferably 'made of angular shaped members and includes the top angle 8|. which is attached to the under portion of the un derframe bumper portion 26 as by suitablebolts fiected without danger to the car body and without delay of the train. The rounded shape is especially satisfactory in warding ofi many of the obstacles struck without impaling them on the front of the car. 'If desired, the entire pilot may be removed from the underframe by unloosening the respective securing bolts.

In order to connect in the pilot with the side frame construction, a guard skirt is provided which includes angle members 9| as shown in Fig. 21which are secured to the bumper portion of the underframe. 82 is provided at the bottom as generally shown in Fig. 26, and the plate 93 is secured to'these respective angle members." The plate 981s secured to a pilot rib'member 82 by flanged members '94 which engage opposite sides of the'rib member plate 93 is readily secured to the sideframe panelling as'shown in Fig. 26, the .top portion of the gitu'dinal moulding as shown-at 95.

plate being secured for example to the lower lon- 'Ihe',anti-climbing portion of the front-jend construction, includes'a 1 plurality of angular memberswhich-may be convenientlywelded to the forward projection of the bumper portion 26 on the underframe. By placing the angles back-toback, a rigid projecting element is provided with-the ribs-inhorizontal'planes and thus 6 opposedj tov any tendency of struck articles-to mov e up the frontgof'the car body. Together A second reinforcing anglewith the rounded shape of the bumper portion, the surface cooperates to throw of! any obstacles struck.

While a preferred form of embodiment of the invention has been shown, it is to be understood that modifications may be made thereto and a broad interpretation of the invention within the scope and spirit of the description herein and of the claims appended hereinafter, is desired."

We claim: 1. A collision resisting front end construction for a light weight rail car tractor unit having a power plant supporting underframe,"said construction comprising a pilot, a bumper integral,

with the underframe, and a body, means to reinforce the body, and means to reinforce said pilot; each of said reinforcing means being secured to said bumper whereby said bumper will resist substantially all end shocks, a vertical central section through said pilot, bumper, and car body being a substantially straight line at a rear wardly inclined angle to the vertical.

2. A collision resisting front end construction for a lightweight rail car tractor unit having a power plant supporting underframe, said construction comprising a pilot, a bumper integral with the underframe, and a body, means to reinforce the body, and means to reinforce said pilot, each of said reinforcing means being secured to said bumper whereby said bumper will resist substantially all end shocks, a vertical central section through the said pilot, bumper and car body being a substantially straight-line upwardly and rearwardly inclined to a vertical, said car body, bumper and pilot having a rounded front surface. 4

3. A collision resisting structure for rail car tractor units having a combined power plant support and underframe, said power plant sup port and underframe having longitudinally projecting power plant supporting sills and a spaced forwardly projecting integral bumper portion, an upwardly projecting relatively deep, collision beam extending above the bumper portion forming a part of the body framing, a pilot extending below the bumper portion, and braces supporting the lower portion of "the pilot from portions of the underframe inwardly spaced from the bumper portion and adjacent the power plant supporting sills, said pilot, bumper portion and body framing constituting a continuous surface framework for the foremost part of the tractor unit.

tractor units which comprises an integral power plant support having a bumper portion, an up? ity of spaced posts on each side of said beam, and

4. A collision resisting structure for rail car I wardly and rearwardly inclined and horizontally curved body portion above the underframe and including an upwardly projecting relatively deep collision beam anchored to the bumper portion,

apilot mounted on and. belowthebumper por-' tion and of similar contour to the body portion,

braces supporting the pilot from portions of'the underframe inwardly spaced from the bumper portion and means to hold spaced portions of the pilot structure from extending underimpact.

5. A front end structure for rail car tractor units having power plant supports, a bumperintegrally secured to the power plant supports, an

' upwardly projecting relatively strong collision beam extending above the bumper portion,'a pilot extending below and secured to thebumper porinwardlyspaced, from the bumper portion,'said upwardly projecting beam, bumper portion and pilot constituting a substantially continuous up wardly inclined collision structure.

6. A rail car tractor unit having a power plant support and underframe structure, a forwardly projecting integral bumper thereon, a pilot mounted on the bumper, means to brace said 7. In a rail car, side wall trusses of light weight construction and a front end wall also of light weight construction and transversely rounded and rearwardly inclined to the roof, a unitary engine base and bumper structure, means tying the lower portion of said front end wall strongly into said base, said front wall comprising a central collision beam of substantial depth, and spaced lighter beams on each side thereof, all of said beams tying at the top into a horizontal diaphragm formed by beams extending from the central collision beam to the side wall trusses at the end of the upper chords of said trusses and a pilot below the underframe.

8. Alight weight rail car construction comprising side frame trusses, and a transversely curved and upwardly and rearwardly inclined front end framing including spaced posts, an integral underframeconnected to the bottom portions of said side frame trusses and front end framing, a deep arched belt line beam tying together said posts of the front end framing and connecting the front end' framing into the side frame trusses, and a deep horizontally extending trussed beam tying the upper ends of the posts together and interbracing them and tying into the upper end portions of the side frame trusses.

9. Alight weight rail car construction comprising side wall trusses, a transversely curved and upwardly and rearwardly inclined front end framing including a collision beam and a plurala deep trussed beam structure of substantially of the V-tying into the side walltrusses.

a 10. In a rail car, side wall trusses of light weight construction and a front end wall also of light weight construction and transversely rounded and rearwardly inclined to the roof, a unitary engine base and bumper structure, means tying the lower portion of said front end wall strongly into" said base, said front wall comprising a central collision beam of substantial depth, and spaced lighterbeams on each side thereof,

allof said beams tying at the top into a horizontal diaphragm formed by beams extending from the central collision beamto the sidewall trusses at the "end of: the upper chords of said trusses. W

11. Alight weight rail car constructioncomprising side frame trusses, and a transversely curved and upwardly and rearwardly inclined front end framing includinga deep hollow section central collision beam and spaced hollow sectionposts on opposite'sides of said central beam, an underframe into which said beam andposts are firmly anchored, and a deep arched belt line beam tying together said beam and posts, said belt line beam generally corresponding in depth adjacent the collision beam to the depth of said beam, and tapering in depth toward the ends away from said beam, which ends tie into the side frame trusses.

12. A light weight rail car construction comprising a transversely curved and upwardly and rearwardly inclined front end framing including a deep hollow section central collision beam and spaced hollow section laterally spaced posts on opposite sides of said beam, an underframe into which said beam and posts are firmly anchored, the belt line being strongly joined to the collision beam for substantially the depth of said beam and being notched in its forward edge to receive the bodies of the lateral spaced posts within the body thereof.

13. A light weight rail car construction comprising side wall trusses, a transversely curved and upwardly and rearwardly inclined front end framing including a deep hollow section central collision beam, and spaced hollow section posts on opposite sides of said beam, a V-brace connecting the top of the central collision beam into the side wall trusses, and a tension member interconnecting the side wall trusses at the points of connection of said V-brace thereto.

14. A light weight rail car construction comprising side wall trusses, a transversely curved and upwardly and rearwardly inclined front end framing including a longitudinally deep central collision beam, a V-brace connecting the top of the central collision beam into the side wall trusses, and a tension member interconnecting the side wall trusses at the pointsof connection of said V-brace thereto.

15. A light weight rail car construction comprising side wall trusses, a transversely curved and upwardly and rearwardly inclined front end framing including a longitudinally deep central collision beam and spaced posts on each side of said beam, a V-brace connecting the top of the central collision beam into the side wall trusses, an arched beam in the plane of said V-brace interconnecting the top of the posts and beam and connecting also into the side wall trusses, and struts connecting the tops of said posts and said V-brace.

16. A light weight rail car construction comprising side wall trusses, a transversely curved and upwardly and rearwardly inclined front end framing including a longitudinally deep central collision beam, and spaced posts on each side of said beam, a V-brace connecting the top of the central collision beam into the side wall trusses, an arched beam in the plane of said V-brace interconnecting the tops of the posts and beam and connecting also into the side wall trusses, struts interconnecting the top of said posts and V-brace, said struts, V-brace and arched beam being further interconnected by a flat plate overlapping and secured to each of said members.

17. A light weight rail car construction comprising side wall trusses, a transversely curved front end framing including a central collision beam, 9, V-brace connecting the top of said central collision beam into the side wall trusses, and a tension member interconnecting the side wall trusses at the points of connection of the V-brace thereto.

front end framing including a main upwardly extending central collision beam, and spaced posts on opposite sides of said main beam, a horizontal generally V-form bracing structure interconnecting the tops of the beam and posts and extending rearwardly and outwardly and tying into the side wall trusses.

19. A light weight rail car construction comprising an underframe transversely rounded at its front end to form a bumper, a transversely curved front end wall structure including a main central upwardly extending collision beam and spaced posts laterally thereof all firmly anchored adjacent the edge of said rounded bumper portion of the underframe, and a longitudinally deep arched box section belt rail beam interconnecting said collision beam and posts, with the posts extending through the belt rail beam.

20. A rail car tractor unit having a front underframe and power plant support element, said element including raised power plant supporting beams and having a forwardly projecting integral bumper portion, a pilot below said bumper portion and secured thereto, said pilot being of skeleton truss construction and having a covering plate, said plate being of generally rounded contour and upwardly and rearwardly inclined to the line of contact with the bumper portion and braces extending from the lower portion of said pilot, rearwardly and upwardly at a comparatively small angle to the horizontal, such braces engaging with the underframe at a point adjacent the power plant supporting beams whereby shocks to the pilot are transmitted to the bumper portion through the top of the pilot and to the main body of the underframe through the bottom of the pilot.

21. In a railway vehicle body, a power plant support and underframe structure located at the front end of the body and a pilot device extending below and directly supported from the front end of said structure, said pilot device including a plurality of downwardly and forwardly extending angle members, and a plurality of substantially horizontal angle members secured to said downwardly and forwardly extending members, a plate supported by and covering the respective angle members, and vertically and horizontally reenforced braces extending from the downwardly and forwardly inclined members to the power plant support and underframe structure, said pilot device having a lesser strength than the underframe structure whereby it will deflect from a normal position without destroying the underframe structure.

22. A rail car having an underframe adapted to be supported from trucks, a body above the underframe and apilot below the underframe,

18. A light weight rail car construction comthe end of said car having collision resisting and distributing elements including a relatively deep upwardly extending beam anchored to the underframe and tied into the roof and sides of the car body, supplementary beams upwardly extending from and anchored to said underframe, means to tie all of said beams together at a point adjacent the commencement of the roof, said pilot including upwardly extending beams anchored to said underframe, means to tie all of said pilot beams together and sheathing covering said body beams and pilot beams giving a substantially smooth surface to the end of the car.

EARL J W. RAGSDALE. ALBERT G. DEAN.

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