Abstract:
In a stub sill type railway hopper car the shear plate is eliminated and a truss arrangement is located in the end structure resulting in less weight.

Description:
This is a continuation of copending application Ser. No. 558,143, filed on Dec. 5, 1983 now abandoned. 
    
    
     BACKGROUND OF THE INVENTION 
     Most stub sill type rail vehicles employ a shear plate to transmit loads from a short center sill section to longitudinal members on the sides of the vehicle (side sills) for the purpose of transmitting longitudinal coupler loads through the car. A description of this shear plate is found in U.S. Pat. No. 3,339,499 hereby incorporated into the present application by this reference. 
     SUMMARY OF THE INVENTION 
     The present invention eliminates the shear plate, and a truss type system is located in the end structure. 
     The advantage of this truss arrangement is that a considerable weight savings is realized. 
    
    
     IN THE DRAWINGS 
     FIG. 1 is a side elevation view illustrating the present invention. 
     FIG. 2 is an end view looking in the direction of the arrows along the line 2--2 in FIG. 1. 
     FIG. 3 is a vertical sectional view looking in the direction of the arrows along the line 3--3 in FIG. 1. 
     FIG. 4 is a vertical sectional view looking in the direction of the arrows along the line 4--4 in FIG. 1. 
     FIG. 5 is a perspective view of the truss end structure of the present invention. 
     FIG. 6 is a vertical sectinal view looking in the direction of the arrows along the line 6--6 in FIG. 1. 
    
    
     DESCRIPTION OF PREFERRED EMBODIMENTS 
     The drawings show a covered hopper car 10 having end structure 11. Side sills 12, 12&#39; run longitudinally down the lower sides of the car. These members carry the longitudinal train forces split approximately equally on each side. Side sheets 14, 14&#39; extend from side sills 12, 12&#39; to top chords 16, 16&#39;. A roof 18 connects the top chords 16, 16&#39;. 
     A coupler and conventional running gear are contained in stub sill 20 located along the longitudinal centerline of the car. Side sill extensions 30, 30&#39; at each end of the car are a continuation of side sills 12, 12&#39; on both sides of the vehicle. Side sill extension includes flange portions 31 and 32, inclined portions 33 and 34, and vertical web portion 35. 
     A transverse member 40 (FIGS. 1, 5 and 6) running horizontally from side sill to side sill reacts the horizontal component of side sill extensions 30, 30&#39;. Transverse member or strut 40, conveniently an angle, aids in the transfer of loads from stub sill 20 to the side sills 12, 12&#39;. Extensions 30, 30&#39; and transverse member 40 at least in part replace the conventional shear plate described in U.S. Pat. No. 3,339,499. 
     Vertical loads and overturning moments are taken by truss 50 composed of members 60, 60&#39;, 70, 70&#39; and 80, and by beams 90 and 90&#39;. All of these members are conveniently angles or channels. Member 80 is a transverse cap extending across end sheet 94. Diagonals 60 are connected to cap 80 and extend inwardly and downwardly and engage extensions 22, 22&#39; which extend outwardly from stub sill 20. Stub sill extensions 22, 22&#39; each include closure plates 24, 24&#39;. 
     Members 70 and 70&#39; are inclined downwardly from transverse cap 80 and end slope sheet 94, and engage extensions 62, 62&#39;. Members 70 primarily carry vertical loading of the structure including the &#34;side bearing load.&#34; 
     Vertical beams 90, 90&#39; extend from vertical end slope sheet 92 and top chords 16, 16&#39; to the sides of stub sill 20. 
     The advantages of this design is it&#39;s light weight. Estimates show a considerable weight savings of about 3,000 pounds over the shear plate construction illustrated in U.S. Pat. No. 3,339,499, owing to a more efficient structure. 
     Because of the significant reduction in weight, a corresponding reduction in car cost is realized.