US1006136A - Car-body-frame construction. - Google Patents

Description

M. M. SCHNEIDER. GAR BODY FRAME CONSTRUCTION. .PPLIATION FILED 00T. 30, 1909.` 1,006,136, Patented Oct. 17, 1911. s SHEETS-.SHEET 1.

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M. SCHNEIDER.

CAR BODYTRAME CONSTRUCTION. APPLYI'o-ATION FILED 00T. so. 19.09,

1,005, 1 36, Patented/oct. 17, 1911.'v

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lie/taf? @www y# M. M. SCHNEIDER. CAR lBODY FRAME CONSTRUCTION. APPL1oAT1o1111LED 001.30, 19011.

1,006,136. Patented 1101.111911.

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N r carica MAX M. SCHNEIDER, 0F CHICAGO, ILLINOIS, ASSIGNOR TO THE PULLMAN COMPANY,

OF CHICAGO, ILLINOIS, A CORPORATION OF ILLINOIS.

CAR-BODY-FRAME CONSTRUCTION.

aco-aise.

Specification of Letters Patent.

Patented Oct. 1'?, 1911.

Application tiled October 30, 1909. Serial No. 525,472.

slvely, improvements and features of novelty in cars ofthe passenger type.

One aim and object of the new form of side framing is, in addition to providing a construction of great rigidity and strength, to so build the skeleton framing that there will be but few rivet holes exposed on that portion of the framing which is covered by the external sheathing, whether the latter is of wood or sheet-metal. The parts of the framing are so constructed and arranged that none 'of the main and principal securing rivets will in any way interfere with the ready and proper attachment of such sheathing or outer covering. Those rivets, however, `which are exposed on such part of the frame construction are countersunk so that the framing will present a substantially flush' and smooth surface.

The invention also Vincludes improvements in the end` ortion of the car frame structure, especially 1n the arrangement and securing in place of the diagonal braces or strengthy enlng bars.

In the accompanying drawings, which form a part of this specification, and in which a preferred and desirable embodiment of the invention has been fully illustrated, like reference characters refer to the same parts throughout the various Views.

lin-these drawings-Figure l is a fragmentaryside elevationY of the superstructure framing of a railway car Fig. 2 is a vertical cross-section through one side of the car `illustrating the parts' on an enlarged scale;

Fig. 3 is a horizontal section on line 3-3 of Fig. 2, the parts being viewed as indicated by the arrows; Fig. 4 is a longitudinal vertical fragmentary sect-ion on line 4 4 of Fig." 3; Fig. 5 is a fragmentary vertical sec.

tion through thebelt rail adjacent to one of the vertical posts; Fig. 6 is an elevation' of z ontal section on line 7 7 of Fig. 6; Fig. 8 is a vertical fragmentary section on line 8-8 of Fig. 6; Fig. 9 is a vertical section illustrating the manner of attachment of the inclined or diagonal braces; Fig. 10 is a hori- 60 zontal section on line 10x-10 of. Fig. 9; Fig. 11 is a fragmentaryelevation on an enlarged scale of the attachment or means of securing of the two parts of one of the diagonal braces to the intermediate post; and Flg. 12 is a 65 horizontal section on line 12-12 of Fig. 11. Referring rst to the constructionshown' in Fi s. 1 to 5, inclusive, it will be noticed .c

that t e car may be equipped with any suitable form of cross bearers or transoms 20,

and that it is supplied at each side with an angle side sill 21 having the outer iiange4 disposed vertically and projecting upwardly,

while its companion ilangeor member is positioned horizontally and 1s secured to and 75 supported by the transoms. The side framing includes a number of vertical angle posts 22, which at their top ends are curved 1 inwardly to form carline portions 23, the

inner ends of which are attached in any approved manner to the longitudinal channel.

deck-sill 24. At their top arts these posts are connected together by a ongitudinal tension dropper bar 25 riveted, as is indicated, to the outerflan es ofthe posts, understood that t e greater ortion ofthe latter extend d0w-n`substantia ly to the bottom iange ofthe side sill, although a fewv of such posts may be somewhat shorter, oneof such latter being indicated in Fig. l at 26. 90

Between the angle sill and the tension d ropper bar 25 a longitudinal Z-bar belt-rail 27 1s provided, such bar being located below the window openin s of the framing, and

being apertured as 1s indicated at intervals 945 for the passage therethrough of the I-postsv 22. It should be noted that the inner flange, of such belt-rail projects upwardly, while the .outer flange extends downwardly, as is the end of the car frame; Fig.'7 is a hori- 55 it being clearly indicated in Figs. 2 and 5. It is, of loo course, necessar4 that a firm and secure connection be obtamed between these posts and the stiiening and strengthening belt-rail, and it is also especially desirable,'particu larly in cases where metal sheathing or cov 10S ering is to be empiov ed, that theconnecting rivets be not expose on` theouter part of the framing to interfere with. the` ready and proper attachment of such sheathing. Instead, therefore, of riveting the outer flanges of these posts to the outer liange of the beltrail, I rivet against the under surface of the 5 horizontal web of the belt-rail one arin of an 'angle bracket 28 (Fig. 4), the other leg or part of such bracket lying against and being riveted to the web of the post. On the other side of the post I employ a flanged 1 gusset-plate 29, one flange 30 of which is riveted against the under side of the belt-rail web, while the companion flange 31 thereof is riveted to the post web. At its lower end the post is similarly secured or joined to the horizontal flange of the angle side-sill 21 by vanother bracket 32- and a like gusset-plate 33, the latter being so formed as t'o lie against the inner face of th side-sill, as is indicated in Fig. 3, The various top and bottom gusgo-set-plates are connected together bythe inclined or 'diagonal strengthening angle braces 34 which are riveted directly to the plate portions of such gusset-plates. On the outside of the car framing the head of the upper rivet 35'of the three rivets securing the top end of the brace is countersunk so as to be substantially flush or flat with the outer surface of the belt-rail, the outer heads of the other two rivets 36 being somewhat flattened, if desired, so as not to project or extend beyond the outer face of the belt-rail flange. The three rivets 37 pass not only through the gusset-plate 33 and the angle brace 34, the latter having its short flange projecting inwardly, but also extend through the vertical flange ofthe side-sill and have their outer heads countersunk therein to present a flush and smooth surface of the latter. The side-frame is further strengthened and rendered more firm and rigid by a smaller longitudinal angle-bar 38 having one flange disposed against the outer faces of the posts and diagonal braces, its other or top flange being cut away or recessed, as is clearly indicated, to accommodate these parts. The outer downwardly-extended flange of this longitudinal tension angle member is riveted to the flanges of the posts and inclined braces, the heads of such rivets on the outer ,5o face of the frame'being countersunk, as are the other similarly disposed rivets of the frame. Itl will, therefore, be apparent that the larger main securing rivets which fasten `the posts to ,the belt-rail and side-sill do' not extend to the outer parts of the framing, and can, therefore, in no way interfere with or hinder the application or securing in place of the external sheathing or covering. The remaining smaller rivets which extend through the belt-rail, angle tension bar, and side-silly are all countersunk so that these parts present a smooth surface to which the sheathingmaybe readily fastened in any approved manner. It has been found that a :.:rs-.rnng ige/assessing these characteristics and structural features is strong and rigid and satisfactorily 4performs the function for which it is provided.

In Figs. 6 to 12, inclusive, the end portion ofthe car-body frame is set forth in detail, and an inspection of these figures will show that the combined corner-posts and carlines 39 are of angle section instead of I-section, while the inner posts 40 and the intermediate posts 41 are I-bars. The top ends ofthe 75 posts 40 and 41 are connected, as indicated,` to the pair of cross or transverse bars 42 and 43, the parts being directly riveted together. The lower end of each of the intermediate posts 41 is fastened to the horizontal web or 30 plate portion of the end casting 44 by-a pair of angle' brackets 45 which are riveted directly to the end casting and to the web of the posts. As .is indicated in Figs. 9 and 10, the base. ends of the inner upright posts 40 85 are fastened or secured to the casting in similar manner by a pair of' angle brackets 46' and 47, the latter of which is not quite of the usual design but is shaped to conform to the. top face of the end sill casting. The rivets which secure these angle brackets 46 and 47 to the web of the post also fasten thereto the lower vertical end of an inclined diagonal angle brace 48, the upper end of which, approximately midway the height of the car, is directly riveted to the outstanding flange of an angle bracket 49, the other flange of which lies against and is riveted to the web of the adjacent post 41, this construction being clearly indicated inv Figs. 6, 11 and 12. rlhe same rivets 50l which attach the brack-l ets 49 to the post also secure thereto on the opposite side of the web of' the post another angle brace 51 forming a-continuation of the brace 48, the lower end 52 o f such brace being bent so as to lie vertically. The upper end of the part 51 lies against the inner face of and is directly riveted to the cross upper channel bar 43. As is clearly shown, both sides of the end framing are constructed alike, and by this improved means the inclined or diagonal braci'n is effected ina cheap and efficient manner without cutting or weakening the posts. y

Although I have herein indicated one de 115 sirable embodiment of the invention, I do not Wish to have it understood that the invention is limitedl or restricted to the precise and exact structural features shown, because these may be varied within comparatively wide limits without departure from the substance and essence of the invention, and without sacricing any of its benefits and advantages.

I claim:

1. In a railway car-framing, the combination of a side-sill, a belt-rail having vertically disposed side portions connected by a horizontal apertured plate portion and a plurality of posts secured to said side-sill and 130 i extended through the apertures of said beltllsaid aperture so that the belt rail entirely yso surrounds said post, and an angle bracket connecting said post to said horizontal plate portion onlylof, the belt-rail, substantially as described.

'3. In a railway car-framing, the combination of a side-sill, a Z-bar belt-rail having its web horizontally disposed and apertured, an I-beam-post secured to said side-sill and eX- tended `through the aperture of said beltrail, and means connecting together the webs of said post and belt-rail, substantially as described.

4. Ina railway car-framing', the combination of a side-sill, a belt-rail having a horizontallydisposed apertured plate portion and vertically-disposed side-portions, a post secured to said side-sill and extended through said aperture, and means connecting said post to said plate portion only of thebelt-rail, said means constituting the solo connection between the post and rail, substantially as described.

5. In a railway car framing, the combination of an aperturedbelt-rail, a post extended through the aperture of said rail', and a flanged gusset-plate, the flanges ot which are riveted to said post and rail, and a diagonal brace secured to said gusset-plate,

substantially as described.

6. In a railway car framing, the colnbinationof a side-sill, a Z-bar belt-rail having its web horizontally disposed and apertured, an I-beam post secured to said side sill and extended through the aperture of said beltrail, a flanged gusset-plate having its flanges riveted to the web of the belt-rail and to the web of the post, and a diagonal brace fastened to said gusset-plate, substantially `as described.

7. In. a railway car framing, the combination of a side-sill, a belt-rail having an apertured horizontal plate portion, a plurality of posts secured to said side-sill and extended through the apertures of said belt-rail, a flanged gusset-plate secured to one of said posts and fastened tothe plate portion of said belt-rail, a flanged gusset-plate fastened to the bottom end of another of said posts and also secured to said side-sill, and a diagonal brace connectmg said gusset-plates, substantially as described.

8. In a railway car framing, the combination of an upright. post and a divided diagonal brace,` the ends of the sections of said brace heilig fastened to opposite sides of said post, substantially as described.

9. In a railway car framing, the combination of a webbed post, a divided diagonal brace having the end of one section riveted directly to the web of said post, and a bracket secured to said post web and affording means for attachment of the end of the other divided brace section, substantially as described.

10. In a railway car framing, the combi-` nation of an I-beam post, a divided angle diagonal brace, an angle bracket, means securing one end of one of said divided brace sections to one side of the web of said post, said connecting means fastening said bracket to the other side of said post web, and means connectingthe other section of the divided brace to said bracket, substantially as described.

MAX M. SCHNEIDER.

Jvopiesv of this patent may be btained for ve centsreach, by addressing the Commissioner of Patents, Washington, D. C.

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