US2468590A - Railway car end - Google Patents

Description

April 26, 1949. V 3, DEAN 2,468,590

RAILWAY CAR END Filed Oct. 2, 1945 3 Sheets-Sheet l INVENTOR ALBERT G. DEAN BY I I TTORNY April 26, 1949. A, G. DEAN 2,468,590

RAILWAY GAR END Filed Oct. 2, 1945 3 She ets-Sheet 2 l INVENTOR ALBERT G. DEAN ATTORNEY April 26, 1949. A. G. DEAN RAILWAY CAR END 3 Sheets-Sheet 5 Filed Oct. 2, 1945 INVENTOR ALBERT G.D-EAN ATTORNEY FIG] Patented Apr. 26, 1949 RAILWAY CAR END Albert G. Dean, Narberth, Pa., assignor to The Budd Company, Philadelphia, Pa., a corporation of Pennsylvania Application October 2, 1945, Serial No. 619,824

9 Claims.

The invention relates to railway cars, and particularly to the end construction of such cars as are adapted to be coupled to other similar cars and are provided with inner and outer diaphragms, the inner forming a passageway between cars and the outer providing a streamlined continuation of the sides and top of the car.

In such coupled car end constructions, it is usual to provide a diaphragm face plate surrounding the doorway opening in the car end, which is yieldingly urged outwardly to engage fiatwise a similar face plate on an adjacent car coupled to it, and to provide an inner diaphragm extending between the face plate and the sides and top of the doorway opening and a bottom walkway between the bottom or buffer member of the face plate and the car platform, this diaphragm and walkway forming a closed passageway between coupled cars. It is further usual to provide an outer frame supported from the car end or face plate and conforming to the contour of the sides and top of the car and urged outwardly into substantial engagement with a similar frame on an adjoining coupled car. An outer diaphragm extends between this outer frame and the sides and top of the car to form a streamline extension of its sides and top and to provide, with a similar outer diaphragm on an adjoining coupled car, a streamline closure between the coupled car ends.

With such an arrangement, water draining from the substantially flat central portion of the roof of the car flows across the top portion of the outer diaphragm and enters between the adjoining outer frames and drops down, some of it finding its way between the adjoining face plates of two adjoining coupled cars and dropping on persons passing through the passageway between are or wetting the floor of the passageway and airing it slippery, thereby constituting a double azard to persons passing from car to car. Also, he extension of the outer diaphragm across the op between. outer frame and the car end wall cessitates the removal of the central portion least of this diaphragm to gain access to car isting means provided on the car end wall bend the roof proper before the hoisting gear can lowered from above to engage said means.

It is an object of the invention to solve both .-.ese dimculties by one and the same simplified onstruction.

object is attained by providing a transverse drainage trough at the end of the roof of the car which extends from side to side of the passageway disposed the-rebelow, and in discharging the water entering the trough from the end of the roof proper laterally to the outside of the inner diaphragm. To allow the water to drain from the roof proper into the trough, the outer diaphragm is omitted in the region over the trough, and the drain openings at the sides of the trough, provided in this case through the vertical door posts, which are extended to the roof, serve at the same time as means for recfiiving books or the like of hoisting gear, which are at all times accessible for attaching the hoisting gear thereto from above.

This and other objects and advantages and the manner in which they are attained will become apparent from the following detailed description when read in connection with the drawin s forming a part of this specification.

In the drawings:

Fig. l is a side elevational view, more or less diagrammatic, showing the invention applied to the coupled ends of two cars of a train of cars;

Fig. 2 is a top plan view of the parts shown in Fig. 1;

Fig. 3 is a fragmentary enlarged detail sectional view, the section bein taken substantially along the line 33 of Fig. 2;

Fig. 4 is a fragmentary enlarged transverse vertical sectional view, the section being taken substantially along the line 44 of Figs. 2 and 6;

Fig. 5 is a fragmentary longitudinal vertical sectional view taken substantially along the line 5 of Figs. 2 and 4;

Fig. 6 is an enlarged plan view, partly in section, of the structure within the dot-and-dash rectangle A of Fig. 2, the plane of section being indicated by the line 6fi of Fig. 5; and

Fig. 7 is an enlarged end elevational view of one of the cars shown in Figs. 1 and 2 The end wall of each of the two .cars to which the invention has been shown applied is designated generally by numeral l9 and comprises, as main structural members thereof, the door posts II which are of longitudinally deep box pros-section and extend above the doorway opening 12, Fig. 5, in the end wall substantially to the roof L3. The roof proper is a stron compression-resisting structure comprising transverse car-lines (not shown) to which are secured longitudinally cor.- rugated metal sheathing l4 and spaced longitudinal purlines l5 aligned with the posts and extended at their ends over the tops of the respective posts. Generous gussets l6 tie the tops of the posts into the roof structure. A Z-section frame member ll connects the end wall with the 3 roof sheathing and the body side walls, see Figs. 3 and 5.

Adjacent the top, the posts are provided according to the invention with transverse openings l8 which are reinforced by annular filler pieces I8 interposed between the side walls of th posts and surrounding the openings therein, these filler pieces being integrally united to the side Walls of the posts as by arc welding. It is these openings which serve to receive the hoisting gear for lifting the car end.

The particular form of the face plate and the outer frame, and the particular form of the inner and outer diaphragms which connect these parts to the car end wall are immaterial except as hereinafter pointed out. Nor is the particular manner in which the face plate is mounted on the end wall material. All that is required is that the face plate of the car he so constructed and mounted that it is urged outwardly, i. e., longitudinally beyond and away from the end wall at all times, even when rounding curves, to en gage flatwise against the corresponding face plate of an adjoining car. Similarly, the outer frame need only be so mounted as to be urged constantly away from the end wall of its car into substantial engagement with the adjoining frame of such other car.

The particular manner of constructing and mounting these parts forms no part of the invention, and they are shown herein merely as illustrative of an embodiment with which the invention may be employed.

Referring to Figs. 4, 5, 6 and 7, the face plate is designated generally as H! and surrounds the end doorway opening of the car. At the bottom, it is supported for the usual in and out angling movements by conventional spring-pressed center and side stems (not shown) and at the top by a conventional leaf spring secured at its center to the back of the face plate and at its ends bearing against the car end wall. The weight of the face plate may be carried by suitable vertically extending bearer rods I 90. (see Fig. 7) pivotally connected at their upper ends to the car end wall and at their lower ends to the face plate on opposite sides of the doorway i2, respectively.

At the sides and top, the face plate is connected to the car end by the inner flexible diaphragm 2 I, as clearly appears in Figs. 4 and 5.

The outer frame may comprise two lateral portions 22, 22 each hinged at top and bottom to an upward extension of the face plate and to the lower or buffer member thereof, respectively, these hinged connections being shown in Fig. '7 at 23 and 24, respectively.

The outer margins of these lateral frame portions 22 are urged outwardly by suitable means such as the multiple leaf springs. Leaf 25 at th top is secured centrally to the face plate and bears through its ends on the respective lateral portions 22. At the bottom, separate multiple leaf springs as 26 are secured to the buffer or bottom portion of the face plate at their inner ends and bear through their outer free ends against the respective outer frame portions 22. At the top, the lateral fram members 22 closely approach each other near the longitudinal center plane of the car and a flexible outer diaphragm 21, which may conveniently be constructed in three portions, two side portions and a top portion, extends between the peripheral margin of the members 22 to the car end and forms a streamline continuation of the sides and of the roof proper of the car.

According to the invention, a transverse trough 28 is provided at th end of the roof and extends between the posts II. This trough, best shown in Figs. 2, 4, 5 and 6, is formed by an outer plate or plates 29 secured across the vertical end faces of the posts, the end wall plating 30 and a bottom channel section plate 3| secured through its side walls to the plates 29 and 30 and having its bottom secured as by angles 32 to the inner sides of the posts II at about the level of the bottoms of the openings 18 therein.

Above this trough, the outer diaphragm 2'! is omitted, but between the tops of outer frame portions 22 and through wall or plate 29, which are substantially at the level of the roof sheathing, extends and is secured a section of the outer diaphragm.

Thus it will be seen that by this arrangement ar retained all the advantages of the outer and inner diaphragm arrangements of the prior art without their disadvantages. The trough; leads all the water draining from the end of the roof proper between the posts laterally through the openings in the posts to the outside of the inner diaphragm. Thus the hoisting openings provided in the posts have this additional function of providing drainage discharge openings, and since the diaphragm is omitted over the trough, they are at all times readily accessible for the attachment of suitable hoisting gear from above.

While the invention has herein been described in detail in connection with specific embodiments thereof, it will be understood that it is not restricted to such embodiments but that changes and modifications may be made by those skilled in the art without departing from the main features thereof; a variation or improvement of the embodiment disclosed here is, for instance, disclosed in th inventors copending application End wall for railway cars, Serial No. 782,005, filed October 24, 1947.

What is claimed is:

1. A railway car and comprising a roof proper, an end wall having spaced door posts thereon extending substantially to the roof and projecting endwise of the car beyond the end of the roof proper, transverse openings in said door posts adjacent their upper ends, and trough means extending between said posts and disposed under the roof end to catch the water draining off the end of the roof proper and discharge it laterally through said openings in the door posts.

2. A railway car end comprising an end wall, a roof proper and side walls connected thereto, a transversely extending trough secured to said end wall adjacent the roof and adapted to catch water draining off the end of the roof proper and discharge it laterally, a diaphragm support carried outwardly of the end wall and having its outer periphery conforming generally to the car sides and roof proper, and a flexible diaphragm connecting said support with the sides and roof proper except in the region of said trough, where it is omitted over the trough and secured instead to the outer side wall of the trough.

3. A railway car end comprising a roof proper, an end wall having spaced vertical posts extending substantially to the roof, transverse hoisting openings in said posts adjacent their upper ends, and trough means between said posts and in position to catch water draining off the end of the roof proper, the bottom of said trough means being substantially at the level of said openings to direct the water falling into the trough laterally through said openings.

4. A railway car comprising an end wall, a roof proper connected thereto, spaced vertical posts forming parts of said end wall and extending substantially to the roof, transverse hoisting openings in the said posts adjacent their upper ends, a drain trough extending transversely between said posts with its bottom at the level of said openings and adapted to catch water draining off the adjacent end of the roof proper, a diaphragm support carried outwardly of the end wall and having its outer periphery conforming generally to the car sides and roof proper, and a flexible diaphragm connecting said support with the sides and roof except in the region of the trough Where it is omitted over the trough.

5. A railway car end comprising a roof proper, an end wall having spaced vertical posts extending vertically substantially to, and longitudinally beyond, the roof proper, and transverse hoist openings in said posts adjacent their upper ends.

6. A railway car end comprising a roof proper, an end wall having spaced vertical posts of hollow form extending vertically substantially to, and longitudinally beyond, the roof proper, and transverse hoist openings in said posts adjacent their upper ends, said openings being reinforced by annular filler pieces extending between and securely united to the side walls of the respective posts.

'7. In a railway car, an end wall, an elongated reinforcement secured to and extending vertically across said wall, a trough structure extending from and transversely to said reinforcement in the upper region of said end wall, a transverse opening in said reinforcement communicating with said trough structure for the discharge of water collected by said trough structure.

8. In a railway car, an end wall, a pair of hollow-section collision posts secured to the outside of said Wall, a roof having its one end secured to the top margin of said wall, a pair of hollow section purlines forming part of said roof and each one of them arranged in one vertical plane with one of said posts, said purlines extending in outboard direction beyond said end wall thereby closing the upper ends of said posts.

9. In a railway car, an end wall, a pair of hollow-section collision posts secured to the outside of said wall, a roof having its one end margin secured to the top margin of said wall, a pair of hollow section purlines forming part of said roof and each one of them arranged in one vertical plane with one of said posts, said purlines extending in outboard direction beyond said end wall where they are connected with and thereby close the upper ends of said posts, the walls of said posts extendin in the longitudinal direction of the car having openings adjacent their connection with the purlines, an annular insert in each of said posts surrounding said openings and structurally connected with the walls of said posts to serve as ears for lifting the car, the weight of the car when lifted by the ears being transferred from the ears to the posts and purlines and thence distributed into the end wall and roof.

ALBERT G. DEAN.

REFERENCES CITED The following references are of record in the file of this patent:

UNITED STATES PATENTS Number Name Date 2,322,192 Jones June 15, 1943 2,355,260 Pihl et a1. Aug. 8, 1944

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