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Publication numberUS2257084 A
Publication typeGrant
Publication dateSep 23, 1941
Filing dateSep 22, 1939
Priority dateSep 22, 1939
Publication numberUS 2257084 A, US 2257084A, US-A-2257084, US2257084 A, US2257084A
InventorsDean Albert G
Original AssigneeBudd Edward G Mfg Co
Export CitationBiBTeX, EndNote, RefMan
External Links: USPTO, USPTO Assignment, Espacenet
End construction for rail cars
US 2257084 A
Abstract  available in
Images(7)
Previous page
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Claims  available in
Description  (OCR text may contain errors)

Sept. 23, 1941. A. G. DEAN 2,257,084

END CONSTRUCTION FOR RAIL CARS Filed Sept. 22, 1939 7 Sheets-Sheet 1 INVENTOR I Qlbert G. Dean.

ATTORNEY p 1941- A. G. DEAN 2,257,084

END CONSTRUCTION FOR RAIL CARS Filed Spt. 22, 1939 7 Sheets-Sheet 2 IN VEN TOR ATTORNE Y lberr GLDecm Sept. 23, 1941. A. G. DEAN 2,257,034

END CONSTRUCTION FOR RAIL CA'RS Filed Sept. 22, 1939 7 Sheets-sheaf. 3

M 4. 9 3 5 my. 1. 2 I3 v l V M H r m. m q. l l 7 (W v K n INVENTOR barf CLDecm.

'TTORNEY BY A v 3. u L i Q 3 4. z IIIIIIIII'I ||I||| HHHHI HHHI HHI I DH" hHHuHHHHflHL J |l n v v w t n. u. w

Ian

Ill.

Sept. 23, 1941. A. G. DEAN END CONSTRUCTION FOR RAIL CARS 7 Sheets-Sheet 4 Filed Sept. 22, 1939 INVENTOR \qlbert 6. Dean.

ATVYHUVEY END CONSTRUCTION FOR BAIL CARS Filed Sept. 22, 1959 7 Sheets-Sheet 5 I N VEN TOR 'Qlbet't CI Dean.

ATTORNEY Sept. 23, 1941. A. G. DEAN nun CONSTRUCTION FQR RAIL CARS Filed Sept. 22, 19555 7 Sheets-Sheet 6 INVENTOR.

' 3Q HlbertG. Dec m BY ATTORNEY Sept. 23, 1941. A. G. DEAN END CONSTRUCTION FOR RAIL CARS 7 Sheets-Shet '1 Filed Sept. 22, 1939 INVEN'TOR Elbert (1 Dean.

' BY fif h ATTORNEY Patented Sept. 23,1941

AlbertG.Dean,Narberth,Pa.,assignortoEdward G. Budd Manufacturing Company, Philadel- 41m, Pa, a corporation of Pennsylvania Application September 22, 1939, Serial No. 296,927

ztclaimle The invention relates to rail cars and more partlcularlytheendwallstructureofsuchcars.

It is an object of the invention to provide an endwallstructureofthisclasswhichisoflight weight,vwhlch is readily fabricated f sheet metal as a subassembly unit, and provi in subassembly with marginal conformations and final assembly joint structures readily adapting it for strong joinder in final assembly to the underframe, side walls and roof of the car body.

It is a further object of the invention to provide an end wall structure of this class which fully meets A. A. R. requirements for protection against telescoping in case of collision and which achieves this object with a minimum of weight.

Other and further objects and advantages will become apparent from the following detailed description when read in connection with the drawings forming a part hereof.

Fig. 1 is a perspective view of a portion of the end of a rail car to which the invention hasbeen applied.

Fig. 2 is an elevation view of the end of the car, part of the left-hand side being broken away .inner face of the plate is provided with top and bottom transverse reinforcements-secured thereto. The top reinforcement comprises a flanged channel It, welded through its flanges, to the plate II and the bottom transverse member comprises the end sill ll which may comprise an inwardly facing vertically deep channel secured through its bottom wall to the plate It and,

where it overlaps them, to-the reinforcing outside members.

As shown'ln Figs. 1, 2 and 15, the end plate I! conforms in outer configuration to the end of the car body extending from side to side and from top to bottom and having a curved top portion. For

Figures 3 and 4 being on an enlarged scale, the

sections being taken substantially along the lines 3-4,44,55and HofFig.2,andFlg.5being an exploded view showing the end, side and bottom unit assemblies separated.

Fig. '7 is a fragmentary transverse sectional view showing the connection of the end subassembly to the underframe, the section being taken substantially along the line '|--1 of Fig. 6 and showing also a portion of the left-hand side Fig. 8 is aperspective view, parts being shown broken away and in section showing the connection of the end subassembly to the roof.

Fig. 9 is a horizontal sectional view taken substantially on the line 9-9 of Fig. 4, also showing the connection of the end subassembly roof.

Figs. 10 and 11 are enlarged fragmentary sectional views taken respectively on the lines ll-ll and ll-I| of Fig.9.

Figs. 12, 13 and 14 are enlarged fragmentary sectional views taken substantially on the line l2-l2,l3--l3,andllllof1=ig.2. Fig. 15 shows the end subassembly unit in an inside elevational view, and

Fig. 16 shows on an enlarged scale said subassembly in a side elevational view.

tothe convenience of manufacture this end plate is tral door opening laterally each across the adjacent collision posts H out to the side of the car body and from top to bottom. Each of the lateral sections it and their associated posts II and reinforcements l2 may conveniently be assembled as separate subassemblies prior to joining them by the transverse members It and It. Above the door opening across the top of which the member ll extends, a separate section It connects the lateral sections ii and isioined thereto by lap joints indicated at l1, Fig. 14, in which the overlapp sections are welded together.

The collision posts II are extended down below the end sill It as clearly appears in Fig. 15 and this is also true of the vertical reinforcements l2 next to the collision posts. The location of the collision posts II and stiifeners II on the outside of the car and end sill provides a clean appearance and maximum space in thevestibule.

7 To provide final assembly joint structures and to strengthen the subassembly end lmit, the end sill I, which forms an important final assembly joint structure between the end subassembly and 4 Fig. 17. is a horizontal sectional view through the rest of the body is reinforced at its ends by nel M edges of the plate lll, see Fig. 15 to provide with said plate, angle section final assembly Joint structures through which the end sill is Joined 1 into the side wall structures in the final assembly.

At the curved top and for some distance downwardlyat each side, the plate It is reinforced on its outer face by an angle 20 having one arm thereof secured, as by welding, to the curved margin of the top of the plate and its other arm Q laterally extended to form a final assembly Joint ass-mes the sill l4 and'to the bottom walls of the channels 1 II. The vertical facesformed by the bottoms of the channel I! are located inwardly of the lateral net cover plate 24 of them and the end plate II are cut away to receive this channel. Within this deep channel is telescoped a shallower and narrower but longer channel 24, the side .walls of which are spot weldedto the side walls of the post and the channel 18.

inwardly of the plate ll this shallower channel "is provided with lateral flanges 35 which form final assembly Joint parts for strongly securing the end wall subassembly to the roof structure.

structure for securing the end subassembly to the roof and the upper portions of the side walls of 1 the body.

The main vertical collision was H each com- :prise a longitudinally deepbox section'structure of great strength. As clearly appears in Figs. 2, 3, 4, 12 and 14 each post is built up of an outer laterally facing channel 2|, an inner Z-section member 22, an angle section closing plate "for its outer face and an inner'flat zclosing plate 24. All of these parts are strongly Joined together by spot welding in their overlapped regions and the posts are secured to the plate Ill by spot welding its double thickness inner laterally extending flanges formed by closing plate 24 and the adjacent members to which it is welded, to the plate 10. In their lower por- The structure so far described is in condition for final assembly to the remainder of the body structure and forms a unit which can be readily subbled in one part of the shop and transported to another part for final assembly.

The following additional-structures may be as sembled with this end subassembly although they do not necessarily form a part of the subassembly and may be assembled therewith at final assembly. As shown in Figs. 3, 4 and 15, the inside of the plate It from the posts laterally to points adjacent the side end of the plate but terminating short thereof may be reinforced by a plurality of horizontally extending vertically spaced members 26 of Z-section, these members serving primarily to secure the inner facing, where such inner facing is provided. In other cases, they may be. dispensed with. They are secured by spot welding one of the arms of the Z to the plate It. As shown in Fig. 12 the inner ends of these Z-section members 38 overlap the tions extending below the end sill, the posts" are of less depth longitudinally, the outer closing plate- 23 may be bent rearwardly and down- 1 wardly and flattened out to overlap the inner closing plate 24 and the parts welded'together in this overlap region, as indicated in Figs. 2 and 4.

In'the lower portion, namely from the bottom of the end sill H upwardly a substantial distance above the end sill, they post is strongly reinforced to take the heavy collision shocks to which it may be subjected in this region. v

As shown in Figs. 2 and 4, each of the lateral members 2! and 22 of the posts are reinforced in this region by plates 25' spot welded thereto-and the posts are additiona ly strengthened and stabilized in this regionby a series of longitudinally extending vertical spaced channels 26,..21, 28, 28 and 30. ,The lower of these channels 28 and 2'l opposite the end sill are inverted with respectto each other with their side walls almost in contact with each other and their side walls are widened as compared with the other these channels are strongly spot welded to the side walls of the posts; The-bottom channel 28 has an inclined bottom wall overlappin the inwardly and downwardly inclined portion of the front cover plate 23 and is secured thereto by spot welding.

Q The end subassembly is still further provided with final assembly joint structures for joining it to the roof,'indicated in Figs. 2, 4, 8, 9, 15 and 16, by a horizontally extending inward extension from the top of each collision post, this extension being designated generally by the numeral 22. This .inward extension may comprise the deep channel 33 facing upwardly and having its side walls overlap the sides of the lateral faces 2| and 22 of a post H and strongly secured thereto .by spot welding in the overlap. The in channels, and in each case the side walls of posts H and a vertical extending angle section finish panel 31 extends along the side of the doorway opening; this'panel has one arm of the angle overlap the oilset inner ends of the members 26 and is spot welded thereto as shown at 88, while the other arm is formed with a short lateral flange at 39, this flange being spot welded to the vertical margin of the plate It, at the doorway opening. The upper edge of the vertical angle 31 may be secured to the channel member I! by an angle 40, see Fig. 16. a

At their outer ends the members 38 are interconnected by a vertical angle l0, one arm of which is connected to said members and the other arm being in the vertical plane of the bottom wall of the channel It at the adjacent end of the end sill and forming with the edge of the plate Ill an angular final assembly joint structure in vertical extension of the similar Joint structure at each end of the end sill.

The lateral upper portions of the plate Ill above the upper main transverse member l3 may'also be provided with short vertical reinforcements 4| which may comprise, asshown, flanged channel members spot welded to the plate Ill. J

Between the posts H at the top and secured to them and to the plate Ill may be provided a generally box section structure for supporting thedia'phragm face plate in this region. This box section structure, as indicated in Fig. 13, may comprise the flanged channel member 42 facing outwardly and having its flanges in the plane of the outer faces oi!v the posts ll. At the ends, this channel is connected to the posts by plates 48 which are welded to the flanges of the channel and to the flanges of the posts. The other elements of thexbox section comprise top and bottom angles 44 and 45 which are welded respectively to the top and bottom walls of the channel 42 and through lateral arms to the plate I I, the plate. l0 itself forming the inner face of the box. The channel 42 of this box as shown in Fig. 14 is further secured to the inner sides of the posts by'angles 4| and the box section structure is reinforced adjacent the central portion by two spaced diaphragm ll flanged in their margins and secured through these flanges to the four sides of the box, see Figs. 13 and 14.

Below the box formed by the members l2, l4 and It may be provided another transversely extending box section structure formed by an angle 48 having'its arms flan ed laterally and secured respectively to the b tom of the channel 42 and the plate ll. This second box may be uti-,

I each collision post II extending below the end sill andthe similar downwardly extending portion of the adJacent flanged channel reinforcing member I! and the bottom wall of the end sill are interbraced in the flnal assembly by an inwardly facing vertically deepchannel II. This channel has the ends of its bottom wall overlap the post and the adjacent member 42 and its top side wall overlaps the bottom side wall of the channel sill l4 and is Joined to these parts in the overlaps as by spot welding.

The end subassembly unit is strongly tied into the longitudinal members of the underframe-in the final assembly asshown in Figures 5, 6 and 7 so as to transmit collision shocks from the end structure into the underframe. To this end the underframe may be provided with two spaced central main composite longitudinal columnar members 50 and two composite box section latextending between the posts II and having a flat tures, as is shown in Figure l, are brought inso that each of their outwardly facing fl'anged channel end posts l'l nests within the angle formed by a lateral margin of the plate Ill and the'bottom wall of the channel I I at the end of the end sill and the arm of the angle ll connecting the outer end of the Z-section members 30, and the parts are strongly secured together in this region of overlap'by welding the margin of the plate it of the, end subassembly to the front side wall of the channel I! and by welding the bottom wall of the channel II and said arm of the angle ll to the bottom wall of the. post channel 81.

In the .region of theroof subassembly which extends from the top chord at ll ofthe side wall trusses (Figures' 1 and 2), the end of the roof paneling as ll (Figures 14 and 1-3) overlaps the outwardly extending arm of the angle 20 extending around the top margin of the end subassembly in the roof overlap region and is secured thereto by spot welding.

At the same time, the tops of the collision posts are strongly tied into the roof structure by having the lateral flanges II of the channels 34 of the end subassembly overlap lateral flanges '0 formed on a reinforced section of the roof structure adjacent the end of the roof. This Joint is shown in detail in Figures 4, 8, 9, 10 and ii.

From these figures, it will be seen that the roof is built-up of transverse carlines iii of flanged channel cross-section andan end carline I! of Z-section, these carlines being strongly connected through plates 64 and 64' to a longitudinally corrugated roof sheathing 63 spot welded thereto between the corrugations. By reference to'Figures 8, 9 and 10 it will be seen that the corrugated sheathing is reinforced for some distance inwardly from the end in regions on both sides of the posts II by plates 64 extending inwardly over several carlines and strongly spot welded to the corrugations and to the carlines. All of these plates are connected to a longitudinally short plate 64' extending from side to side of the roof structure and forming with the end -margin of the corrugated sheathing the double thickness flange 59 through which the angle II of the end wall subassembly another of Z-section numbered 81, and a flat' plate. which is spot welded to the lower'side.

wall of the channel It and the lower laterally extending armof the Z-section member 61, while the upper arms of the members I! and 66 are spot welded to the outer purline structure. The

plate '8 is shown in Figure 9 as made of several sections which abut each other longitudinally but .this is merely done for convenience of manufacture. It is obvious that the plate could be one continuous plate extending in from the end of the roof over several carllnesas shown in Figure 9. The members it and 81 are discontinuous to allow the passage of the first channelsectlon carline '8! without a break from side to side.

It is to the double thickness flanges formed by the members N and 61 and plate 68, which form the inner purline structure, that the flanges ll of the end subassembly are flnal assembly. I

It is seen that the end structure so described is very readily assembled in subassembly and to the rest of the car structure in flnal assembly flrmly secured in and that it is fabricated substantially in'whole by light-gauge sheet metal members-which are Joined together by spot welding. The heavy posts of the end subassembly are strongly tied into the reinforced central portion of the underframe and into the heavily reinforced centralportionof the roof so that the end structure as described forms a very strong anti-telescoping by spaced longitudinally deep vertical collision underframe members 5| against both of which these castings abut.

In Fig. 17 is shown a slightly modified construction of car and wall. Similar elements are referred to by similar reference characters. The end sill l4, posts II and reinforcing channels correspond to the preferred form. The end plate It has no inner reinforcements from the end sill H to the height of the doorway opening, making this construction particularly desirable at the vestibule end of a car to give a roomy vestibule. i

At one side of the doorway opening, the end plate I0 is formed with an outwardly extending flange II, which is stiffened and smoothed in its margin by a Dutch bend 12. Between this outwardly extending flange and the adjacent post ll. there is thus provided a pocket or recess I3 which may conveniently house a curtain roll 1.4 carrying the curtain for closing the space between the side of the end door in one car and the end door on the next adjacent car.

On the other side of the doorway, the edge of the plate III is extended inwardly beyond the adjacent post H some distance and is also provided in its margin with a Dutch bend 15.

- -The underframalincluding the connections to theend wall construction claimed herein, whereby collisionshocks against the end of the car are transmitted into the underframe structure and the car body in general is not claimed herein but is fully disclosedand claimed in applicant's I copending application Serial No. 296,026, filed of even date.

While the specific embodiment of the inven- 1 tion which has been described herein has proved very eflicient in practice, it will be understood by those skilled in this art that changes and modifications may be made without departing from the spirit and scope of the invention as expressed in the claims appended hereto.

What I claim is:

1. An end wall construction for rail cars comprising a fiat plate extending from side to side a and from top to bottom of the car body, a transverse end sill of inwardly facing channel section secured to the bottom of said plate, a door opening in the central lower portion of said plate, a

* transverse reinforcementfor said plate above the doorway opening, and vertical collision posts 1 secured to the outside face of the plate for the 3 full height thereof.

2. An end wall subassembly for rail cars comprising a flat plate of the full height of the car i reinforced on its outer side by vertical collision posts secured thereto on opposite sides of a doorcured to the outside face of the plate laterally of said posts, and on its inner side, in its lower region, by an end sill extending transversely of the lower portion of the plate and secured thereto and in its .upper region, by a transverse member secured thereto above the doorway opening.

3.. An end wall subassembly for rail cars comprising a flat plate reinforced on its outer side posts and by additional members of shallower section welded to the plate to form box sections therewith. and on its inner side by an end'sill of channel section secured to the plate through its bottom wall and in its upper region by a transverse flanged channel member secured to the plate through its flanges. Y

4.. An end wall subassembly for rail cars, comprising a flat plate extending from side to side and from top to bottom of the car body, an end sill secured tothe inside face of said plate and having an end wall terminating short of the side edge of the plate to form therewith an angle section final assembly joint to receive an end post of the side subassembly for securement thereto.

5. An end wall subassembly unit for rail cars comprising a flat plate forming a main shear member of said end wall extending from side to side and from top to bottom of the car body and having a transversely rounded top margin, said plate having secured to one face thereof vertical door posts extending from top to bottom and provided at the top and bottom with flnalassembly joint formations for securement to the roof and underframe, respectively, said. plate having secured to its rounded top margin and continuing downwardly into the vertical side margin an angle section member having an arm thereof extending longitudinally to overlap and form a final assembly Joint with a roof structure.

6. An end wall construction for rail cars comhaving one arm secured to theplate and the other arm extending laterally, and .a roof structure including reinforced longitudinally corrugated sheathing overlapping said other arm and secured thereto.

7. An end wall subassembly comprising a fiat plateextending from side to side and top to bottom of the car. body, an inwardly. facing channel section end sill secured to the lower margin of said plate, and forming a final assembly Joint structure for securing the end wall to the underframe, the end sill terminating short of the sides of the plate and forming therewith an angle section final assembly joint to receive an end post of a side subassembly for securement'thereto.

8. An end wall subassembly unit comprising a flat plate extending from a central door opening laterally to the side of the car body and from.

top to bottom of the car body, and a longitudinally deep collision post having opposed lateral flanges and extending from top to bottom of said plate adjacent its inner margin, overlapping a face thereof and secured thereto in subassembly through both said flanges.

9. An end subassembly unit comprising a flat plate extending from a central door opening laterally to the side of the car body and from top to bottom, a longitudinally deep collision post having opposed lateral flanges and extending at least the height of said plate and secured thereto in subassembly adjacent its inner margin through both said flanges and at least one vertical reinforcing member secured to said plate laterally of said post.

10. An end wall construction for rail cars comprising a flat end wall plate extending from forcements attached thereto including said channel, angular section joint structures for securement to the side walls of the body in two planes, and the top margin of the plate being reinforced by an angle section member extending from side to side and terminating substantially at the angular formations at the sides, said angle section member overlapping and being secured to the roof structure.

11. An end wall subassembly unit for rail cars, comprising a collision post, and an end plate overlapping the inner face of said post and secured thereto and extending laterally to the adjacent side and roof portions and formed in its lateral margins with flnal assembly joint formations for securement in final assembly to the side and roof structures. 1

12. An end wall construction for rail carsv including a flat end wall plate extending from side to side and from top to bottom of the car body and having a doorway opening in the central portion thereof, vertical door posts secured to the outer face of said plate and extending from top to bottom thereof, vertically spaced angular members secured to the inner face of said plate and extending horizontally from adjacent the doorway opening, where they are in overlapping relation to said door posts, to

doorway opening therethrough, an end sill secured to the inside face of the plate and posts, connections between the end sill and-the main longitudinal members of the underframe in the region of the posts and between the posts, a reinforced roof end structure, and inward extensions having one end thereof telescoped within the tops of the posts and secured thereto and the other end thereof overlapping a longitudinal member of said reinforced roof and secured thereto.

16. An end wall structure for rail cars including an end sill, a longitudinally deep, as compared with its width, vertically extending collision post of box cross section overlapping the outer face of the end sill and secured thereto,

substantially to the adjacent side margin of the plate, and an angular finish panel connecting the inner ends of said members and the vertical margin of the plate in the doorway opening.

13. An end wall construction for rail cars including a flat end wall plate extending from top to bottom and from side to side of the car body and having a doorway opening in its central portion, longitudinally deep collision posts flanking said opening and secured to the outer .face of the plate and extending above the doorway opening, and an angular member extending between the outer portions of said posts above the doorway opening and secured thereto to form a part of a diaphragm face plate supporting strucure.

14. An end wall construction for rail cars including a flat end wall plate extending from top to bottom and from side to side of the body and having a doorway opening in its dentral portion, longitudinally deep collision posts flanking said opening and secured to the outer face of said plate and extending above the doorway opening, a reinforcing structure extending between the posts above the doorway opening and secured thereto and to the outer face of the plate and a downwardly and outwardly inclined plate interconnecting the posts and plate aboveouter face of said plate on opposite sides of a the lower end portion of said post overlapping the outer face of the end sill and extending from said end sill upwardly a distance well above said sill and being provided in this region with vertical reinforcing members overlapping and secured to the 'longitudinally deep side walls and spaced longitudinally extending members bridging and secured to the side walls of the box cross-section.

17. In a rail car, a vertical end collision post built up into longitudinally deep box cross sectionby flanged side members and inner and outer cover plates overlapping the flanges of said side members and secured thereto, the lower end of the side members being cut away to incline inwardly and downwardly and the outer cover being extended along said incline to direct overlapping engagement with the inner cover plate and secured thereto in said overlap.

18. In a rail car end structure, a post according to claim 17 in which a channel section reinforcing member extending longitudinally of the post has a bottom inclined wall lapping the inclined wall of the outer cover plate and secured thereto and its side walls lapping the side members of the posts and secured thereto.

19. A rail car end construction, including a flat end plate extending from side to side and from top to bottom of the car body and having a doorway opening in the central portion thereof, collision posts secured to the outside face of the plate at opposite sides of the doorway opening, the margin of the plate-on one side of the doorway opening being flanged outwardly to form a pocket between the post and said marginal flange arranged to receive a curtain roll.

20. A rail car end construction according to claim 19 in which the edge of said flange is formed with a Dutch bend to stiffen it and provide a smooth edge.

21. A rail car construction according to claim 19 in which the vertical margin of the plate on the opposite side of the doorway opening from top to bottom of the body. the plate formed centrally with a doorway opening, vertical collision posts flanking the doorway opening and secured to said plate, the vertical margins of the plate extending beyond the door posts to form the margins of the doorway opening and being bent back flat upon themselves to form smooth reinforced margins.

ALBERT G. DEAN.

Referenced by
Citing PatentFiling datePublication dateApplicantTitle
US2468591 *Oct 24, 1947Apr 26, 1949Budd CoEnd wall for railway cars
US2636968 *Jul 23, 1948Apr 28, 1953 Waiter
US2946295 *Jan 28, 1955Jul 26, 1960Budd CoDouble-deck railway car structure
US3911833 *Jul 26, 1974Oct 14, 1975Budd CoRail car end construction
US4211173 *Jan 16, 1978Jul 8, 1980The Budd CompanyEnd construction for a railway car
US6293205Feb 22, 2000Sep 25, 2001Paul A. ButlerTrain collision system
US8689702Apr 15, 2011Apr 8, 2014Nippon Sharyo, Ltd.Railway vehicle
US8707872 *Apr 15, 2011Apr 29, 2014Nippon Sharyo, Ltd.Railway vehicle
US9090266 *Apr 15, 2011Jul 28, 2015Nippon Sharyo, Ltd.Railway vehicle
US9248846 *Dec 2, 2011Feb 2, 2016Nippon Sharyo, Ltd.Rolling stock
US20130098264 *Apr 15, 2011Apr 25, 2013Nippon Sharyo, Ltd.Railway vehicle
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US20150040792 *Dec 2, 2011Feb 12, 2015Nippon Sharyo, Ltd.Rolling stock
DE2901409A1 *Jan 15, 1979Jul 19, 1979Budd CoStirnwand fuer einen eisenbahnwagen
WO2011142206A1 *Apr 15, 2011Nov 17, 2011Nippon Sharyo, Ltd.Railway vehicle
WO2011142207A1 *Apr 15, 2011Nov 17, 2011Nippon Sharyo, Ltd.Railroad car
WO2013080367A1 *Dec 2, 2011Jun 6, 2013Nippon Sharyo, Ltd.Railway vehicle
WO2013083861A1 *Dec 7, 2011Jun 13, 2013Patentes Talgo, S.L.Collision post for a railway vehicle coach and railway vehicle coach
Classifications
U.S. Classification105/402
International ClassificationB61D17/04, B61D17/06
Cooperative ClassificationB61D17/06
European ClassificationB61D17/06