US400329A - End sill for railway-cars - Google Patents

Description

(No Model.)

I 2 Sheets-Sheet 1. J. T, GOODPELLOW. END SILL FOR RAILWAY CARS.

No. 400,329. PatentedMar. 26.1889.

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(No Model.) 2 Sheets-Sheet 2.

J.- T G OODFELLOWF END SILL FOR RAILWAY ems.

No. 400,329j. Patented Mar. 2-6, 1889.

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UNITED STATES PATENT OEEicE.

JAMES THORN GOODFELLOlV, OF HUNTINGDON, PENNSYLVANIA, ASSIGNOR TO THE IRON CAR COMPANY, OF CONNECTICUT.

END SILL FOR RAILWAY-CARS.

SPECIFICATION forming part of Letters Patent No. 400,329, dated March 26, 1889.

Application filed August 16, 1888. Serial No. 282,837. (No model.)

To all whom it may concern:

Be it known that 1, JAMES THORN Goon- FELLOW, of Huntingdon, in the county of Huntingdon and State of Pennsylvania, have invented an Improvement in End Sills for Railroad-Car Bodies, and the following is declared to be a description of the same.

Various forms of end sills have heretofore been made, and improvements in such end sills have been secured to me by Letters Patent, as follows: Dated June 26, 1888, No. 385,177; and my present invention relates to an end sill of peculiar and novel construction, the details of which are hereinafter set forth.

My improved end sill is constructed of horizontal plates, to which are connected end caps and central sills, and said end caps and central sills are adapted to receive and be connectedto the longitudinal tubes forming the frame of the car, and between said horizontal plates there are X-shaped struts or frames, and connected to said horizontal plates and central sills there are buffers of usual construction, and said plates are bent or bow-shaped, and there are links which pass at one side of the central sills, and whose ends are fastened in the end caps, these links forming a bow in the opposite direction to that of the horizontal plates and assisting with the other parts, all of which are rigidly bolted together to form a very compact and rigid end sill for a car-body.

In the drawings, Figure 1 is a plan view of my improved end sill. Fig. 2 is an elevation of the front or face of the sill. elevation of the back of the sill. Fig. 4 is a cross-section at the line as 00 of Fig. 2, and Fig. 5 represents the parts shownin Fig. i as separate from each other. Fig. 6 is a crosssection at the line y y of Fig. 2, and Fig. 7 shows the parts of Fig. 6 separately. Fig. 8 is a section at the line z z, and Fig. 9 is a view of the parts of Fig. 8 separately. Fig. 10 is a section at the line 11 r, and Fig. 11 is a view of the parts of Fig. 10 separately. Fig. 12 is a section at the line w w, and Fig. 13 shows the parts separately. Fig. 14 is a crosssection at the line a a. Fig. 15 is a crosssection at the line t t, and Fig. 16 shows the Fig. 3 is an.

end cap of the sill by face and rear perspective views. l

My improved end sill is constructed of the following parts: The horizontal plate a is bent of a bow shape (see Fig. 1) and extends along the upper edge of the end sill. The horizontal or bottom plate, I), is similarly shaped, and is also bowed downwardly at its central portion, 1), and there is an auxiliary bowed plate, 6 which is of short length and is riv- 6o eted to the plate b at its ends, as shown in Fig. 2, and there are malleable cast-metal bracket-pieces c, bolted together at 1 and extending across and engaging the edges of the bowed plates 19 b and there are supports 0 between the upper edge of said bracketpieces 0 and the under edge of the plate a, and the bolts at 2 connect the parts together. The space formed between the bracket-pieces c and the bowed plates 1) b is adapted to receive the draw-bar of usual construction.

At each side of the center of the end sill there are face-caps or central plates at d, and these face-plates are adapted to receive the buffers e, and said face-platesare securely bolted at 3 4 to the top and bottom plates, a

b, and at 5 6 by bolts which pass through said plates andbetween the plates ab and through the central sills, f f, and are connected to heads which secure the longitudinal tubes of the car-frame in a manner similar to that heretofore described by me in my Letters Patent No. 385,177.

The central sills, f f, are formed in two pieces, as shown in Fig. 11, which pieces abut against each other and are secured against the inner edges of the top and bottom plates, at b, by said bolts 5 6, and there are bolts 7 8, which also pass through said central sills, f f and serve to hold the buffers e in place against the face of the plates d; and at g, I have shown frames for supporting the vertical brake-rod g of the car. The end caps consist of the parts it 1', which parts have projecting flanges h 11, adapted to set against the edges of the top and bottom plates, to b, at the respective ends of the sill, and there are bolts 9 10, which pass through and connect these flanges together. The longitudinal tubes 70 are adapted to be received in the end caps, 5, and the same are secured to said end caps by headed bolts in a manner similar to that set forth in my patent aforesaid, and these bolts Z not only serve to hold the tubes 70 to the end caps, 1', but to clamp the end caps, '1 and h, together.

At each end of the end sill, between the plates (Z and the end caps, 7L '1', there are headblocks' m on between the top and bottom frames, a Z), and said head-blocks are bolted at regular distances apart to the plates a l), and between said head-blocks there are X- shaped struts or frames '12, and these parts serve as a stiffening to the end sill, and act to prevent the same sagging in any respect.

The link-brace is composed of the central link, 0, and the end links, 7 5, this central link, 0, being between the longitudinal tubes 70 and the links 1' s, engaging with the link 0, and passing around at the back of the central sills, f, and the respective ends of the links 2' 3 pass through the end caps, h, and have nuts on their ends by which they are held in place, said links 0, r, and s forming a brace or how in a direction or shape the opposite of that which is given to the top and bottom plates, a I), said links acting to tighten and strain, as well as to stiffen, the frame forming the end sill of the car.

The various parts of my improved end sill are preferably made of malleable cast metal, and when connected together in the manner described form avery solid and rigid end sill, and should any one or more pieces get broken or damaged, in case of a collision, it becomes an easy matter, comparatively speaking, to remove those parts and to insert in their place parts that are interchangeable.

I claim as my invention- 1. An end sill for railroad-car bodies composed of two or more horizontal bent plates, at b, the face-plate (Z, the central sills, ff, the end caps, 7L 1:, and bolts for connecting the respective parts together, and the brace system of links 0, r, and s, substantially as set forth.

The combination, with the horizontal plate a, of the plate Ir, having a bowed portion, I), the bowed plate 12 and the bracketpiece (,1 and supports a, substantially as set forth.

The combination, with the horizontal top and bottom plates, a l), of the central sills, ff, connected therewith and adapted to receive longitudinal tubes, and the end caps 71,, connected to the end caps i, and bolts for securing the said parts to the top and bottom plates, substantially as set forth.

4. The combination,with the horizontal top and bottom plates, a l), of the head-blocks m m and bolts for connecting said head-blocks to said plates, and the X-shaped studs or frames 12, adapted to be received between the plates (1. Z) and the blocks m at, substantially as set forth.

5. The combination, with the horizontal top and bottom plates, (L l), and the end caps, h 1?, of the two-part central sills,ff, and the bolts for connecting the same to the top and bottom plates, the link-brace system 0, '1', and s,

secured at its ends in the end caps, 7t '1, and passing behind and bearing upon the sins substantially as and for the purposes set forth.

Signed by me this 1st day of August, 1888.

JAMES TITORN GOOIYFELLOW.

\Vitnesses:

Gno. 'l. PINCKNEY, HAROLD SERRELL.

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