MXPA00002069A - Lightweight draft sill for housing coupling system for a rail vehicle - Google Patents

Abstract

The draft sill has side walls 14, 16, front and rear stops 42, 46, front and rear rib sets and a centre plate that are cast as a unit. The draft sill has an open area between the tops of the side wall 14, 16 between the front and rear stops 42, 46, with a cast metal span 202 e.g. two struts 204,306 connecting the two side walls in the area between the planes of the front stops and the rear stops. The stops 42, 46 area spaced below the tops the ribs in walls. In one embodiment, there are additional lightener holes 132, 134 in each side wall between the ribs in the rear rib set and in the pocket. The total weight of the cast draft sill is not substantially greater than the weight of a comparable fabricated draft sill of substantially the same size, land has a greater fatigue life.

Description

This is a continuation in part of the US Patent Application Serial No. 08 / 885,643, filed on June 30, 1997 and entitled "Light Weight Draft Sill", the complete description of which is incorporated herein by reference. reference in its entirety. The present invention relates to the cast-in mass structure and the mass structure of railway wagons. The traction mass has been used to receive and house coupling systems for coupling one rail car with another. The traction and damping forces are generally transferred between the traction mass structure, the wagon and the central mass of the car. More particularly, the tensile mass structure typically receives a coupler and a fork or other coupling mounting structure such as a tow bar and a shock absorber or suspension assembly. Attempts continue to decrease the weight of rail cars to allow for lower energy consumption and more efficient rail transport. It is desirable to produce railway transport wagon components which are relatively light and which can accommodate new wagon designs. In some cases, attempts have been made to reduce the weight of the tensile masses themselves. Attempts have been made to produce lighter fabricated traction masses instead of using cast traction mass structures. Typical fabricated masses have front and rear stops, ribs and a center plate that are welded in place between the side walls in the pull mass. The fabricated structure has been welded to a safety plate on the underside of the railroad car. The manufactured traction mass typically has the advantage of being lighter in weight than the cast traction masses, but they also have the disadvantage of having a generally shorter life of fatigue compared to the cast traction mass, due in part to the Increased stresses in the number of welds in the masses manufactured. The American Rail Association (AAR) has established requirements for the strength of traction mass structures. For example, the rear bumpers may be capable of withstanding a static shock load of 1000 Klbs without failure, and future AAR requirements will require that the front bumpers be capable of withstanding a static shock absorbing force of 900 Klbs. Given these strength requirements, there is a problem of providing a light cast tensile mass that meets the strength requirements of the AAR. The present invention provides a light cast traction mass that is used in railway wagons having a safety plate. The light cast tensile mass of the present invention can be used in place of a standard manufactured pull mass as long as the wagon manufacturer's strength and weight requirements are met. BRIEF DESCRIPTION OF THE DRAWINGS FIGURE 1 is a perspective view of one embodiment of the cast traction mass of the present invention; FIGURE 2 is a top plan view of the cast traction mass of FIGURE 1; FIGURE 3 is a cross section of the cast traction mass of FIGURES 1-2, taken along line 3-3 of Figure 2 and turned to 180 °; FIGURE 4 is an elevation view of the tensile mass of Figures 1-3, shown welded to a safety plate; FIGURE 5 is a halved view taken along line 5-5 of Figure 2; FIGURE 6 is a top plan view of another embodiment of the cast tensile mass of the present invention; FIGURE 7 is a side elevational view of the cast traction mass of FIGURE 6; FIGURE 8 is a cross-sectional view of a portion of the traction mass of the first embodiment, shown with a standard E-type coupler received in the traction mass and with a traction device generally shown within a fork in the receptacle; FIGURE 9 is a cross-sectional view of a portion of the traction mass of the second embodiment, shown with a standard E-type coupler received in the traction mass and with a traction equipment generally shown within a fork in the receptacle , and also shown without the front and rear stops and the front and rear ribs of the invention; FIGURE 10 is a cross-sectional view taken along line 10-10 of FIGURE 2, showing one of the sets of front ribs; and FIGURE 11 is a cross-sectional view taken along line 11-11 of Figure 2, showing one of the back rib assemblies. A first embodiment of the cast tensile mass of the present invention is shown in FIGS. 1-5, 8 and -11. A second embodiment of the cast tensile mass of the present invention is shown in FIGS. 6-7 and 9. FIGURE 6 corresponds to FIGURE 18 of the North American Patent Application Serial No. 08 / 885,643, filed on June 30. of 1997 by Horst T. Kaufhold, Douglas L. Compton, Brian A. Toussaint and Ronald G. Butler and entitled "Light Weight Draft Sill", whose complete description is incorporated herein by reference. The embodiment of FIGURE 6 may have the structures as described in the Application Serial Number 08 / 885,643 for the embodiment of FIGURE 18. The traction mass of the present invention receives the rear part of a device for connecting a wagon of railroad with another, as described in Application No. 08 / 885,643. Although FIGURES 1-4 and 6-10 illustrate a cast traction mass that is used with an E-type coupler, it should be understood that many of the features of the present invention apply in the same manner to type F couplers. In FIGURES 1-11, similar numbers have been used for similar parts, and it should be understood that the description of the parts for one modality may apply to the other modality equally, unless specifically limited to one of the modalities. The tensile mass 10 of the present invention has a front end 12 and a rear end 14. A pair of spaced apart side walls 16, 18 extending substantially from the front end 12 to the rear end 14. The side walls 16, 18 have upper portions 20, 21 and bottoms 22, 23 and inner surfaces 24 and 25 facing towards the interior 26 of the tensile mass 10. A central plate 28 extends downwardly from the lower wall 29 of the tensile mass 10. The central plate 28 is connected to the side walls 16, 18 between the front and rear ends 12, 14 of the tension mass 10. An open member 30 extends from the central plate 28 between the side walls 16, 18. Two ribs 32, 34 extend radially outward from the open member 30 and connect to the central plate 28 and the side walls 16, 18. Two other ribs 36, 38 extend radially outwardly from the open member 30, a rib 36 towards the front end 12 of the traction mass and a rib 38 towards the rear end 14 of the traction mass. You are two ribs 36, 38 also connect to the central plate 28. As in the standard tensile mass, the open member 30 receives a central pivot (not shown) which extends through a central opening in the central plate 28 and into a receiving opening in the swinging cross member of the bogie the highway (not shown). The tensile mass of the present invention can be used with standard highway carriages.

The traction mass 10 also has two opposite and opposite stops 40, 42 and two opposite rear stops 44, 46 on the inner surface 24, 25 of the side walls 16, 18. The front stops 40, 42 extend from the side walls 16, 18 towards each other. The rear stops 44, 46 extend from the side walls 16, 18 towards each other. The front stops 40, 42 separate from the rear stops 44, 46 and define a receptacle 48 therebetween. The receptacle 48 is typically referred to as the traction equipment receptacle, although it should be understood that suspension systems other than the traction equipment assemblies can be maintained within the receptacle 48. The front stops 40, 42 are placed between the stops 44, 46 and the front end 14 of the traction mass, and the rear stops 44, 46 are between the front stops 40, 42 and the rear end 14 of the traction mass. The central plate 28 and the open member 30 are between the rear stops 44, 46 and the rear end 14 of the traction mass. The receptacle 48 is a space that can receive a damping device, such as a traction equipment, which is used in conjunction with a coupler received through the front end of the traction mass. The illustrated traction masses can also be used with other conventional systems for connecting railway wagons, such as a tow bar assembly or other connecting device of the non-coupler type instead of a coupler, in which case the receptacle 48 can be filled with some other structure. The front rib assemblies 50, 51 extend from the front stops 40, 42 to the adjacent side walls 16, 18 and towards the front end 12 of the traction mass. The rear rib assemblies 52, 53 extend from the rear stops 44, 46 to the adjacent side walls 16, 18 and to the rear end 14 of the traction mass. The structures of both sides of the tensile masses illustrated along their central longitudinal planes 54 are generally the same, that is, they are mirror images of one another, and only one side will be described. It should be understood that the following description of the front stop 42 and the front rib assembly 51 applies to the opposite front stop 40 and the front rib assembly 50 equally. The front stop 42 has an inward facing surface 56 that is bulged at its center. In other words, the central portion of the surface 56 facing inwardly of the front stop has a depression extending toward the adjacent side wall 18 from which the stop extends, as shown and described in the Application Serial Number 08 / 995,643. It should be understood that the front stop can be made with the facing surfaces in different shapes, such as a flat surface. By providing the domed upper surface, the illustrated cast pull mass can be used with both standard coupler assemblies and with non-engaging connecting devices, such as the drawbars. The illustrated front rib assembly 51 functions to distribute the forces acting on the front stop 42 to the side wall 18, and to some extent to the flange 58 on the bottom 23 of the side wall 18. Each front rib assembly 51 includes groove ribs 60, 62 in the form of an upper and lower key, a top rib 64 and a bottom rib 66. The illustrated traction mass is of the type designed to be used with a standard E-type coupler, and the upper and lower key-shaped slot ribs 60, 62 are separated by a key-shaped slot 68. The key-shaped slot 68 has a central axis 70 which is coplanar with the central axis of the slot in the form of an opposite key. The plane of the central axis 70 corresponds to a theoretical force line for the tensile mass, ie the line along which the tensile and damping forces are expected to be transmitted from the rear or rear end of the device of connection to the traction mass. At the front end of the key-shaped slot 68, the upper and lower key-shaped slot ribs 60, 62 are joined in a single rib 72 extending to the front end 12 of the traction mass. As shown in FIGURE 10, the ends of the key slot ribs 60, 62 near the rear end of the key-shaped slot 68 are bent to join the front stop 42. The key-shaped groove ribs 60, 62 have upper and lower surfaces 74, 76. The upper surfaces 74 of the groove rib 60 in the form of an upper key and the lower surfaces 76 of the groove rib 62 in the form of a lower key diverge outwards towards the front stop 42. The surfaces 78, 80 facing inwardly of the upper and lower key-shaped slot ribs 60, 62 are tapered from high points at the junction with the front stop 42 towards the side wall 18. As shown in FIGURE 10, the front upper rib 64 extends from the front stop 42 towards the front end 12 of the pulling mass 10 and to the adjacent side wall 18. The upper rib 64 has upper and lower surfaces 82, 84 which join the front stop 42 in positions spaced apart from the upper part 21 of the side wall 18. The lower surface 84 and the front stop 42 are joined along a curved surface that also joins the front stop 42 to the groove rib 60 in the form of an upper key. As shown in FIGURE 10, the upper front rib 64 is dimensioned so that the planes 88, 90 parallel with the lengths of the upper and lower surfaces 82, 84 of the upper rib 64 define sharp angles with the plane of the central axis 70 of slot 68 in the form of a key; the acute angles may be the same, but they do not need to be the same angle, as in the illustrated mode. The upper surfaces 74 of the upper rib 64 is separated from the upper part 21 of the side wall 18, and the upper rib 64 is the sole rib between the upper part 21 of the side wall and the slot rib 60 in the form of a key. higher. The surface 86 facing inward from the upper rib 64 tapers from a high point at the junction with the front stop 42 towards the side wall 18. In comparison with the set of front ribs shown in FIGS. 5 and 6 of the Application Serial No. 08 / 885,643, there is no deep notch in the present set of front ribs and the front stop, since the front stop 42 and the set 51 of front ribs are separated from the top 21 of the side wall 18. The lower front rib 66 extends from the front stop 42 towards the front end 12 of the traction mass and towards the bottom 23 of the side wall 18. The lower front rib 66 also extends towards and along the side wall 18. As shown in FIGURE 10, the lower front rib 66 has an upper surface 92, a lower surface 94 and a surface 96 facing inward. The upper and lower surface 92, 94 are configured so that a parallel plane 98 with a length of the upper surface 92 of the lower front rib 66 defines an acute angle with the plane of the central axes 70 of the two slots 68 in the form of and so that the parallel plane 100 with a length of the lower surface 94 of the lower front rib 66 defines an acute angle with the plane of the central axes 70 of the two slots 68 in the form of a key. The lower front rib 66 is the only rib between the groove rib 62 in the form of the lower key and the bottom 23 of the side wall 18. The upper surface 92 of the lower front rib 66 joins the front stop 42 along a curved surface which also joins the key rib slot 62 lower than the front stop 42. The lower surface 94 of the lower front rib 66 conforms to the front stop 42 in a position separated from the plane of the bottoms 22, 23 of the two side walls 16, 18. The front end of the lower surface 94 of the lower front rib 66 matches the bottom 23 of the side wall 18. The upper surface 92 of the lower front rib 66 has a front end spaced apart from the transverse carrier rib 102 of the traction mass As shown in FIGURE 2, the opposing rear stops 44, 46 extend from the inner surfaces 24 and 25 of the two lateral walls 16, 18 laterally towards the interior 26 of the tensile mass. The rear stops are separated both from the upper parts 20, 21 and from the bottoms 22, 23 of the side walls 16, 18. Also as shown in FIGURE 3, there is an elongated pressure cut 104 at the junction of each rear stop and the adjacent side wall, on the front face of the rear stop. The depressions 104 extend from the upper portions 20, 21 of the bottoms 22, 23 of the side walls 16, 18. The rear rib assembly 52 illustrated in FIGURE 11 includes a rear center rib 106, a rear top rib 108, and a rear bottom rib 110. The rear center rib 106 extends both from the rear stops 44, 46 towards the open member 30 and towards the rear end 14 of the traction mass. The rear center rib 106 is connected to the side walls 16, 18 adjacent the rear stops 44, 46 and the open member 30 and the vertical ribs 32, 34. The rear center rib 106 has a surface 112 facing inward in a horseshoe shape. The rear center rib 106 is symmetrical about a plane 114 along the line 'of the theoretical force, that is, the plane of the central axes 70 of the two slots 68 in the form of a key. The rear center rib 106 is also symmetrical about the central longitudinal plane 54 of the tensile mass. As shown in FIGURE 3, a rear center plate rib 116 is also symmetrical about the plane 114, and, as shown in FIGURE 2, the rear center plate rib 116 extends from the open member 30 to the walls 16, 18 laterally and towards the rear end 14 of the traction mass. The rear center plate rib 116 is also symmetrical about the central longitudinal plane 54 of the tensile mass. As shown in FIGURE 11, the upper and lower surfaces 111, 113 of the rear center rib 106 taper toward each other and toward the plane 114 from the wider portion of the rib at the rear stops 44, 46 through narrowest portion in the open member 30. The upper rear rib 108 extends from both rear stops 44, 46 towards the open member 30 and towards the rear end 14 of the traction mass. The upper rear rib 108 is connected to both the side walls 16, 18 and the open member 30 and the vertical ribs 32, 34. The upper rear rib 108 has a surface 118 facing inward in a horseshoe shape. As shown in FIGURE 11, the rear upper rib 108 is symmetrical about a plane 120 parallel to the plane 114. The rear upper rib 108 is also symmetrical about the central longitudinal plane 54 of the tensile mass. The upper back rib 108 is the only rib between the rear center rib 106 and the plane of the top portions 20, 21 of the rear side walls 16, 18 of the rear stops 44, 46. The lower rear rib 110 extends from both rear stops 44, 46 towards the open member 30 and towards the rear end 14 of the pulling mass. The lower rear rib 110 is connected to both side walls 16, 18 and extends towards the bottoms 22, 23 of the side walls 16, 18. Opposite the rear stops 44, 46, the lower rear rib 110 defines the lower wall 29 of the tensile mass. The lower wall 29 connects the side walls 16, 18 and the central plate 28 depend on the lower wall 29. The lower rear rib 110 is symmetrical about the central longitudinal plane 54 of the tensile mass.

The lower rear rib 110 has the same characteristics on both sides of the central plane 54, and it should be understood that the description of one side of the rear lower rib 110 applies equally to the opposite side of the mirror image of the lower rear rib. As shown in Figure 11, the lower rear rib 110 has a surface 122, 124, 126, upper, lower and facing inward. The lower rear rib 110 is configured so that a parallel plane 128 with a length of the upper surface 122 defines an acute angle with the planes 114, 120 and with the plane of the bottoms 22, 23 of the side walls 16, 18. In addition, a plane 130 parallel with a length of the lower surfaces 124 of a rear lower rib 110 defines an acute angle with the planes 114, 120 and with the plane of the bottoms 22, 23 of the side walls 16, 18. The lower rear rib 110 is the only rib between the rear center rib 106 and the plane of the bottoms 22, 23 of the side walls 16, 18. In the embodiments of FIGURES 1-4 and 11, the side walls 16, 18 each have two lightening holes 132, 134 between the rear stops 44, 46 and the open member 30. The upper lightening hole 132 is between the rear center rib 106 and the rear top rib 108. The lower lightening hole 134 is between the rear center rib 106 and the rear bottom rib 110. As shown in FIGURE 11, each lightening orifice 132, 134 is defined by two upper edges 136, 138 and lower edges 140, 142 connected by the front end spokes 144, 146 and the rear end spokes 148, 150. The holes 132, 134, upper and lower lighters are similarly sized: the upper edges 136, 138 are not parallel to the lower edges 140, 142; instead, the upper and lower edges diverge outwardly from the front end spokes 144, 146 to the rear end spokes 148, 150, following the contours of the ribs above and below the lightening holes. The side walls 16, 18 are free of welds along the edges 136, 138, 140, 142, 144, 146, 148, 150 of the lightening holes 132, 134. The lightening holes in the two side walls are images on mirror one of the other, and it should be understood that the description of the previous lightening orifices will be applied to the lightening holes in the opposite side wall. As shown in FIGS. 1-2 and 5, ribs 32, 34 of the vertical central plate extend transversely of the side walls 16, 18 towards the open member 30 and extend vertically from the central plate 28 upwards throughout the entire body. member length 30 open. The two ribs 32, 34 of the vertical central plate are joined at the rear central rib 106 by their front faces and the rib 116 of the rear horizontal central plate by their rear faces. As shown in FIGURE 5, the vertical center plate rib 32 has a lightening hole 152 above the rear rib 106 and the horizontal center plate rib 116, and a lightening hole 154 below the rear center rib 106 and the rib 116 of horizontal central plate. The other rib 34 of vertical center plate has the same structure. As shown in FIGURE 3, the rib 36 of the vertical front center plate and the rib 38 of the rear vertical center plate extend upwardly from the central plate 28 along the open member 30 to the level of the central rib 106. rear and the rib 116 of horizontal rear center axis, but not higher. In the receptacle 48 between the front stops 40, 42 and the rear stops 44, 46, each side wall 16, 18 of the first illustrated traction mass has follower guide pads or receptacle ribs 160. As shown in FIGURE 3, The ribs 160 of receptacle include ribs 162, 164 elongated rectangular upper and lower extending the substantial length of the receptacle 48. Two ribs 166, 168 rectangular short half are placed between the ribs 162, upper 164 and lower. Positioned between the ribs 166, 168 means and between the ribs 162, 164 upper there is an elongated lightening hole 170. Although only one side wall 16 is shown in FIGURE 3, it should be understood that the opposite side wall 18 has the same structures. The ribs 162, 164, 166, 168 of receptacle generally correspond to a thickening of the walls 16, 18 side and extending inwardly from the surfaces 24, 25 inside the walls 16, 18, providing an area of reduced dimension the reception of traction equipment or other structure. It should be understood that the configurations of the receptacle ribs 162, 164, 166, 168 are shown for purposes of illustration only, and that other configurations may be used. The illustrated lightening hole 170 is generally centered on the theoretical force line, ie, along the plane of the center axes 70 of the key-shaped slot 68. In the illustrated embodiment, the hole 170 aligerador has a length of approximately 30.48 cm (12 inches), a width of about 7.62 cm (3 inches), and has ends with radius 3.81 cm (1.5 inches). Thus, the open area defined by the lightening hole 170 is approximately 34 square inches. Considering both side walls 16, 18, the total open area defined by the two lightening orifices 170 is approximately 68 square inches. It should be understood that the size and shape of the illustrated lightening holes is provided for illustration purposes only; other sizes and shapes can be used equally, although it is preferred to maximize the size of the lightening hole for weight reduction while maintaining adequate strength. The traction mass of the modality of the FIGURES 6-7 may have structures such as those described in Application Serial Number 08,885,643 for the side walls, the front and rear stops, the center plate and the ribs. The reference numbers used in FIGS. 6-7 of the embodiment of the present invention are the same as those used by the embodiment of FIGURES 1-3 for the corresponding parts, although the parts may have different characteristics, as described above. and in Application Serial Number 08,885,643. In both illustrated embodiments, the traction masses include open areas 200 between the upper portions 20, 21 of the side walls 16, 18 in the area of the receptacle 48 between the front stops 40, 42 and the rear stops 44, 46. The open areas 200 are illustrated in FIGURES 1-2 and 6. In both illustrated embodiments, a metal extension 202 connects the side walls 16, 18 between the front and rear stops. In both embodiments, the open area 200 has a total length, between the front stops 40, 42 and the rear stops 44, 46 along the central longitudinal plane 54 of the tensile mass, this is at least half of the distance between the plane of the front stops 208 and the plane of the rear stops 210. This characteristic is obvious when reviewing FIGURES 1-2 and 6 of the present Application and FIGURE 18 of the Application Serial Number 08,885,643. It should be understood that although the open areas are shown as extending within the area of the receptacle 48 between the front stops 40, 42 and the rear stops 44, 46, the open areas 200 may also extend beyond the stops 40, 42, 44, 46, as shown in FIGURE 1 for the first illustrated embodiment. In addition, the open areas 200 may be in front of the front stops 40, 42 and back of the rear stops 44, 46, but excluding the area between the front stops 40, 42 and the rear stops 44, 46 (not shown). Generally, the open areas 200 are between the front end 12 and the rear end 14 of the pull mass. In FIGURES 1-2 of the present application, the traction mass has an open upper part, without any upper wall between the upper portions 20, 21 of the lateral walls 16, 18 from the front end 12 to the rear end 14 of the tensile mass. In the embodiment of FIGURES 1-2, the metal extension 202 comprises a pair of spacer bars 204, 206 slightly below the upper portions 20, 21 of the side walls 16, 18. The tensile mass is open between the tops of the side walls 16, 18 from the spacer bars 204, 206 to the front end 12 of the tensile mass and from the spacer bars 204, 206 to the open member 30. In the embodiment of FIGURES 1-2, the distance between the plane 208 of the front stops 40, 42 and the plane 210 of the rear stops 44, 46 is approximately 60.96-1.27 cm (24-1 / 2 inches), and each spacer bar 204, 206 has a width of about 7.62 cm (3 inches). It should be understood that although the two spacer bars 204, 206 are illustrated in FIGS. 1-3, the traction mass may have a single spacer bar or may have more than two spacer bars. In the embodiment of FIGURE 6, the metal extension 202 comprises an upper wall 212 connecting the two lateral walls 16, 18, and the open area 200 is defined by the inner edges 214, 216 in the upper wall 212, defining two holes 218, 220 lighters in the upper wall. It can be seen from FIGURE 6 that the total open area 200 along the central longitudinal plane 54 is at least about 70% at the distance between the planes 208, 210 at the front and rear stops. It can also be seen in FIGURES 1-2 and 6 that the width of the area 200 opened in each mode along a transverse plane 222 is at least one third of the distance between the walls 16, 18 lateral along the transverse plane 222. The transverse plane 222 extends through the open area 200 between the planes 208, 210, and parallel to the planes 208, 210. In the embodiment of FIGURES 1-3, the open area 200 extends the entire distance between the walls 16, 18 lateral along several transverse planes. In the embodiment of FIGURE 6, the width ratio of the holes 218, 220 lighters compared to the distance between the side walls 16, 18 is obvious from the drawings. In other embodiments, the metal extension 202 has two functions, first, the metal extension maintains the desired separation between the side walls 16, 18 during casting. It should be understood that for this first purpose, it is not necessary for the metal extension to be placed as shown in FIGS. 1-3 and 6. On the other hand, fewer additional extensions of spacer metals may be used for this purpose. And the metal extension spacers do not need to be configured as illustrated in FIGURES 1-3 and 6. To fulfill the first function, metal spacers or extensions can be sized, formed and positioned to limit the distortion of the walls 16, 18 during casting so that the walls 16, 18 come in the desired spacing. Second, the metal extensions in the illustrated embodiments also serve to provide an upper stop for the shock absorber system received in the receptacle 48: in the embodiment of FIGURES 1-3, the underside of the spacer bars 204, 206 provide an upper stop to maintain a damper system in the desired position with respect to the coupling force line, as shown in FIGURE 8; in the embodiment of FIGURE 6, the lower surface 213 of the upper wall 212 provides an upper stop to maintain the position of the damper system along the line of engaging force, as shown in FIGURE 9. In this way, as in FIGS. 8-9, the lower surface 213 of the spacer bars and the upper wall are positioned to limit the upward movement of the shock absorber system received in the receptacle 48 between the front and rear stops. As used herein, the "shock absorber system" includes any fork or similar device within the receptacle 48, the traction equipment itself, as well as other devices, an assembly of damping equipment, a hydraulic suspension unit, for example. Generally, the spacer bars and the top wall are placed to meet the requirements of the AAR for traction equipment housings, such as providing a height of 31,432 cm (12,375 inches). In both embodiments, the front stops 40, 42, the rear stops 44, 46, the front rib assemblies 50, 51, the rear rib assemblies 52, 53, the side walls 16, 18 and the metal extension 202 comprise a Unitary cast structure. The unitary cast structure can be made of suitable materials, such as cast steel Grade B + material. During the casting, the various lightening holes can be used for the housing of the male for support pins to define the interior of the tensile mass. The support surface of the central plate 28 can be hardened to a BHN of at least 300 for example. In other embodiments, the total weight of the tensile mass, including the side walls, the connecting metal, the front and rear stops, the front ribs, the rear ribs, the center plate, the open member and the ribs is not substantially greater than the weight of a comparable manufactured tensile mass of substantially the same size and having side walls, front and rear stops, front ribs, rear ribs, a center plate, an open member and ribs extending outwardly from the member open. In both embodiments, the total weight of the cast traction mass structure is not greater than 1255 pounds (not including the safety plate). For example, the cast tensile mass of the embodiment of FIGURES 1-3 can have a total weight of about 1000 pounds, or about 1025 pounds without the lightening holes 132, 134, and compared to a comparable manufactured tensile mass which It weighs approximately 1025 pounds (not including the safety plate). The cast tensile mass of the embodiment of FIGURE 6 may have a total weight of about 1230 pounds or less, compared to a comparable fabricated tensile mass weighing approximately 1255 pounds, as described in the Application Serial Number 08 / 885,643. The tensile masses made in accordance with the present invention should exhibit improved strain distributions. With the integral structure of the traction masses of the present invention, the connections without welding joints are possible in comparison with the traction mass manufactured substantially of the same size and having side walls, front and rear stops, front ribs, rear ribs , a central plate, an open member and ribs between the open member and the central plate. Without the weld joints, the cast tensile masses of the present invention should have reduced stresses and a longer fatigue life compared to such manufactured tensile masses. The improvement can be shown through the application of a standard AAR formula and standard engineering fatigue and stress analysis. To use any of the illustrated traction masses, the traction mass is placed against the safety plate in the body of the rail car and welded in place. For the modality of FIGURES 1-3, the upper parts 20, 21, of the side walls 16, 18 are welded to the safety plate 223, as shown in FIGURE 4. For the embodiment of FIGS. 6-7, the upper wall 212 is placed against the safety plate and then the traction mass is welded to the safety plate. For the tensile mass of FIGS. 6-7, the position of the neutral axis should be as close to the coupling force line as the neutral axes shown in Application Serial No. 08 / 885,643 for the tensile masses shown in the drawings. FIGURES 5-9 of that request. For the embodiment of FIGURES 1-3 of the present application, the position of the neutral axis can be calculated using a standard finite invention analysis or 3-D modeling software, and the neutral image can be determined for the mass of traction of FIGURES 1-3, when welded to the safety plate in the body of the railroad car, through the lightening holes 170 is 0.554 inches (1.407 cm) of the theoretical force line. The neutral axis is shown at 250 in FIGURES 4 and 8, along plane 251, and the theoretical force line is shown at 253. Line 253 of theoretical force corresponds to plane 70. In the tensile mass of FIGURES 1-3 of the present application, the heights of the side wall, that is, the dimensions between the upper parts 20, 21 and the bottoms 22, 23 of the side walls 16, 18 are larger than in the traction masses of Application Serial Number 08 / 885,643. The difference in height of the side walls is related to the differences in the structures of the railway wagons and to the differences in the corresponding manufactured traction masses. It should be understood that the present invention is not limited to any particular dimension for the tensile mass unless particular dimensions are specifically claimed. In the embodiment of FIGURES 1-3, the tensile mass between the open member 30 and the posterior end 14 generally corresponds in size and shape to a corresponding fabricated tensile mass. It should be understood that the present invention is not limited to such a structure unless expressly noted in the claims. It should be understood that other features can be incorporated in any of the cast traction masses illustrated to additionally reduce the casting weight. For example, the flanges 58 on the bottoms 22, 23 of the side walls 16, 18 may have a thickness of 1.27 cm (1/2 inch) instead of 1.90 cm (3/4 inch). The thickness of the side walls 16, 18 can be tapered, so as to form the member 30 open towards the rear end 14 of the tensile mass. Other lightening characteristics described in the Application Serial Number 08 / 885,643 can be incorporated in the design of the embodiment of FIGURES 1-3 of the present application. Since only the specific embodiments of the invention have been described and shown, it is obvious that various alternatives and modifications can be made to it. Those skilled in the art will also recognize that certain additions can be made to the illustrative modalities. Therefore, it is the intent of the appended claims to cover all alternatives, modifications and additions that may be encompassed within the true scope of the invention.

Claims (10)

1. CLAIMS 1. A traction mass with a relatively light construction that is used with a railway wagon having a central mass with two ends, the traction mass is placed at one end of the central mass, the traction mass is characterized because it comprises: a front end and a rear end; a pair of side walls separated each having an upper part and a bottom, the side walls have internal facing surfaces defining the interior of the tensile mass; a pair of front stops, a front stop on the inside surface of each side wall; a pair of rear stops, a rear stop and the interior surface of each side wall; separate front and rear stops, the front stops are between the rear stops and the front stop of the traction mass, the rear stops are between the rear end of the traction mass and the front stops; a central plate; an open member aligned with the central plate; the tensile mass has at least one open area between the upper parts of the side walls and at least one metal extension connecting the side walls; wherein at least the front stops, the rear stops, the side walls and the metal extension comprise a unitary cast tension traction structure; wherein the tensile mass has a central longitudinal plane between the side walls and wherein the total height area between the upper portions of the side walls has a total length along the central longitudinal plane of the tensile mass which is at least half the distance between the front and rear stops; wherein the total open area between the upper portions of the side walls along a transverse plane intercepting the side walls has a total width which is at least one third the distance between the side walls along the transverse plane; wherein the open member is positioned along the central longitudinal plane of the tensile mass. The tensile mass according to claim 1, further characterized in that it comprises: a set of front ribs extending from each frontal stop to the adjacent side wall and towards the front end of the tensile mass; and a set of rear ribs extending from each rear stop toward the adjacent lateral area and towards the trailing end of the traction mass; where the sets of front and back ribs are part of the unitary cast structure. 3. The cast traction mass according to claim 2, characterized in that two sets of front ribs are found, each front rib assembly comprising: grooved ribs in the form of an upper and lower key extending from the front end towards the front. front end of the tensile mass, the slot ribs in the form of upper and lower key have substantially parallel spaced apart surfaces, separated by a key-shaped slot in the side wall; a front upper rib extending from the front stop to the front end of the traction mass, the front upper rib has a lower surface and is configured so that the parallel plane with a length of the lower surface of the front upper rib defines an acute angle with the plane of the central axes of the key-shaped grooves, the upper front rib is the only rib between the groove rib in the form of the upper key and the upper part of the side wall; a front lower rib extends from the front stop to the front end of the traction mass, the front lower rib has an upper surface and is configured so that a parallel plane with a length of the upper surface of the lower front rib defines a acute angle with the plane of the central axes of the key-shaped slot, the front lower rib is the only rib between the groove rib in the form of the lower key and the bottom of the side wall. 4. The cast traction mass of any of claims 2-3, characterized in that the rear rib assembly comprises: a rear center rib extending from both rear stops toward the open member, the rear center rib having upper and lower surface; the upper rear rib extends from both rear stops towards the open member, the upper rear rib has upper and lower surfaces and is the only rib between the rear central rib and the upper parts of the side walls; and a rear lower rib extends from both rear stops towards the open member, the lower rear rib has upper and lower surfaces and is the only rib between the rear center rib and the lower edges of the side walls, the lower rear rib defines a lower wall that connects the side walls and from which the central plate depends. The cast-in traction mass according to claim 4, characterized in that each side wall includes edges defining a lightening opening between the rear upper rib and the rear center rib and edges defining a lightening opening between the rear lower rib and the rear rib. rear center rib, each lightening hole has non-parallel upper and lower edges. The tensile mass according to any of claims 2-5 wherein the total weight of the traction mass including the side walls, the extension of connecting metal, the front and rear stops, the sets of front ribs and subsequent, the central plate with the open member and the center plate ribs is not substantially greater than the weight of a comparable manufactured traction mass of substantially the same size and having side walls, front and rear stops, front and rear rib assemblies , a central plate, an open member and ribs that extend outwardly from the open member. The tensile mass according to any of claims 2-5, characterized in that the total weight of the tensile mass including the side walls, the extension of connecting metal, the front and rear stops, the front rib assemblies and later, the center plate, the open book and the center plate ribs is not greater than 1255 pounds. The tensile mass according to any of claims 1-7, characterized in that the cast metal extension is in the upper portions of the side walls and defines an upper wall having edges defining the open area, the edges and the open area are separated from the side walls, the open area comprises a plurality of lightening holes. The tensile mass according to any of claims 1-7, characterized in that the cast metal extension comprises at least one spacer bar, wherein the traction mass is open between the upper parts of the side walls from the separating bar to the front end of the traction mass and between the upper parts of the side walls of the spacer bar to the open member, and wherein the spacer rod is separated below the upper parts of the side walls. The tensile mass according to any of the preceding claims, characterized in that at least a part of the open area is between the planes of the front and rear stops.