US1045387A

US1045387A - Car-underframe.

Info

Publication number: US1045387A
Application number: US59257510A
Authority: US
Inventors: Robert E Frame; Frederick H Gibbs
Original assignee: American Car and Foundry Co
Current assignee: ACF Industries Inc
Priority date: 1910-11-15
Filing date: 1910-11-15
Publication date: 1912-11-26
Anticipated expiration: 1929-11-26

Description

R. E. FRAME & P. HGIBBS.

GAB. UNDEBFBAME.

APPLIOATION FILED NOV. 15I 1910.

Patented N0v.26,1912.

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ATTORNEY R. E. FRAME a. P. H. GIBBs.

GAR UNDERFRAME. APPLIOATION-I'ILED NOV. 15, 1910.

Patented Nov.26, 1912.

4 sums-snm lNvElgoR ATTORNEY n. E, PRAMK. F. H. GIBBs.

GAB. UNDEBFBAME. APPLICATION FILED HV. 15. 1910.

Patented N0v.26, 1912.

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mvENTo s WITNESSES ATTORNEY j UNITED was ROBERT E. FRAME, F CHICAGO, ILLINOIS, AND FREDERICK H. AGIBIBS, 0F NEW YOE i N.`Y., ASSIGNOBS T0 AMERICAN .CAB & FOUNDRY COMPANY, OF ST. LOUIS, MIS

SOUBI, AICORPOBATION 0F NEW JERSEY. A

CAR-UNDEBFBAME.

Specification of Letters Patent.

Application led November 15, 1910. VSerial No. 592,575.

Be it known that we, ROBERT E. 'FnAMijl and FREDERICK H. GIBBS, residin at Chicago, Illinois, and New York clty, New York, respectively, and being citizens of the United States, have invented. certain new l and useful Improvements in Car-Underframes, of which the following is a full, clear, and exact description, such as will enable others skilled in the'art to which it appert-ains to make and to use the same, ref- *A erence beinghad to the accom anying drawings, which illustrate the preferred form of the invention, though it is to be understood. that the invention is not limited to the exact details of construction shown and described, as 1t is obvlous that various modifications .thereof will occur to persons skilled in the v tially on the plane of lines l-.1, Figs. 2 and 6. Fig. 2 is a vertical longitudinal sectional view taken on the plane of line 9f2, Fig. 1, parts being illustrated in elevation. Fig. 3 is an elevational detail view of one end of the center sill member, illustrating the man'- ner of reducing the cross sectional area thereof. Fig. 4 is a transverse vertical sectional view taken substantially on the plane A of line 1--4.,l Fig. 1. Fig. 5 is an elevational view of one of the bolster diaphragms. Fig. 6 is a fragmentary elevationahsview of the end sill and its connection with the draft sills. Fig. 7 is a detail perspective view of one of the angle connection castings hereinafter described. Fig. 8 is a vertical longitudinal sectional view taken on the plane of.

line 8-8 of Fig. l. Figs. 9 and 10 illustrate a modification; Fig. 9 .being a transverse vertical sectional view taken on the plane of line 9 9 of Fig. l0, and Fig. 10 beinga vertical longitudinal sectional view taken substantially on the plane of linefflO-lO of Fig. 9; parts being illustrated in elevation. Fig. 11 is a fragmentary view of the middle portion of a bolster diaphragm formed of in describing the bolster diaphragms in- Fig. 11, as well as from fiat sheets of metal.

Fig. 12 representsvafragmental section of,

the modified construction on the line 12-12 of Fig. 10s

an underframe structure for railway cars, in

`""which is u tilized a single center sill member Vand in which the bolster portions are each .composed principally of a pair o'f flanged diaphragms, either-*rolled or pressed, the

anges of which extend continuously from side sill to side sill and are received in suitably formed recesses of the center sill.

A further object is to provide draft sill members so connected with the bols-ters and the center sill as to successfully withstand the severe shocks to which they may be subjected in use, and to transmit bufiing stresses dlrectly to the center sill as near as ,may be without unnecessary strain on the bolsters.

Since the structure is duplicated at each end of the car, it is necessary to illustrate and describe in detail only one end thereof.

Referring tothe drawings; the numeral 1 i indicates the center silly member; 2, the side 8O connecting member; 3, the end sill; 4, the bolster; 5, the draft sills and 6 the cross bearers. The center sill 1 is formed of a commercially rolled I section and is placed in the structure withits web standing vertically.' At the opposite ends the web is sheared out or recessed substantially from langetollange as at 7, and'extendingin,- wardly from the recess'is a shearing 8, indicated by dotted lines in Fig. 3. The shearing 8 is substantially V-shaped and opens into the recess 7. The portion of the web and flange, below the sheared portions, is bent upwardly and closes the V as is clearly illustrated in Fig. 3 in full lines. The depth 95 of the center sill is thus reduced at the ends and the recess 7 is correspondingly reduced in height. The end portion of the lower flange is bent to a parallel with the correspending portion of upper. flange. A pair of reinforcing

plates

8, 8, is secured to the opposite sides of the web to strengthen the epd 3f the seam produced by the closing of t e Thebolster 4 is composed of a pair of 105 flanged diaphragms as 9 9. These diaphragms are placed back to back, as illustrated in the drawings, though it is obvious The object of this invention is to provide 60 that any suitable disposition of the bolster diaphragms known in the art is permissible, and the diaphragms may be spaced apart ifY desired, and extend from side sill to side sill, or from side to side of the car, and they are received in the recess 7 of the center sill.

At their central portions the diaphragms are of slightly less depth than the reduced lend portions of the central sill and suitange' of the centersill. At their opposite ends the upper flanges are slightly depressed as at 12v-12, to receive an inwardly projecting flange ofthe Z section side connect- .ing member 2, or -side sill. The lower p ianges are inclined upwardly from the opposite sides of the-lower flange of the centerv sill, so that the oppositelends of the dia- Iphragms are reduced in depth to provide The upthe usual side bearing clearance. per and lower flanges are connected by end flanges 13-13. c

A top cover plate 14 bridges the top flange of the center sill and is fixed, by rivetsa to said flange and to the upper flanges of the bolster diaphragms. Some of the rivets which fix said cover plate to the top Harige of the center sill are extended through the depressed portions 10 of the 'flanges of the bolster diaphragms. .s A bottom cover plate 15 extends beneath the fiange of the center-sill and is fixed, by rivets, to said {iange and to the lower Hanges of the bolster diaphragms. Some of the rivets which x the bottom cover plate to' the bottom flange of the center sill are extended through the indented portionsfll of the flanges' of said diaphragms.

A anged center bearing plate, as 16, is

fixed to the under side of the bottom coverI plate 15.

Angle lconnecting castings 17-17 (see Fig. 7) are fitted, one upon each side of the end portionof the lweb of the center sill,

* back of the bolster diaphragms and are fixed to said diaphragms and to the center sill for rigidly connecting said members. Each of the castings 17 is formed with a vertical front wall 18, a vertical sidewall 19'and top and bottom walls 20-20. The front walls 18 are fixed by rivets to the adjacent vertical web portion of the bolster diaphragms; the side walls 19 rest against the opposite sides of the end portion of the web of the center sill, and are xed thereto and to each other by rivets extending through said side walls and through the intervening portion of the center sill. The top and bottom walls 20 are fitted to the yshape of the top and bottom flanges, respectively, ofthe center sill and to the portions 10 and 11 of the flanges of the rear bolster diaphragm, which lap ,the center sill flanges and are fixed vto said members by rivets, some of which extend through thecover plates I4 and 15, respectively, and others through said plates and through the interposed portions l of the flanges of the rear bolster diaphragm. A portion 21 of each of the walls 20 is projected so as to engage and be riveted directly to adjacent over-hanging portions of the

cover plates

14 and 15. The4 rivets which connect the lower portions 21 to the lower coverA plate 15 are extended through the flange` of the center vbearing plate 16.

The webs of the bolster diaphragms are spaced from the end of the 'center sill web and portions of the side Walls of the castings 17 are offset, as at 22 `and said oset portions are disposed so as-to substantially complete the center sill web to the web of the rear bolster diaphragm. The portions 22 of each of the castings 17 are offset approximately one-half .the thickness of the center sill web, and `are securely riveted together. The rearvertical edges of the odset portions are arranged to rest solidly against the end of the center sill web', so as to effectually transmit the greater part of the shocks to which the end of the underframe may be subjected directlyto the end .of said center sill web. Suitable angle brackets as 178,173, are formed in each of the castings 17 for reinforcing the 4connection between the front and sidewalls thereof.

The center bearing plate 16 is formed with the usual king-pin aperture as 23 and con,- centrically above said aperture the webs of aperture 23 for the passage of the king-pin. 1120 The front and side walls of the castings 17 are indented as at 26, where they engage' the portions 24 of the bolster diaphragm s and said. indented portions are extended upleast to the top of opening 25, so as not to obstruct said opening, and may extend .the `full depth of the casting, in which case right and left castings will not be required.

the bolster diaphragms are pressed semi- Y Wardly above the top of the portions 24 at 11221 The opposite ends of thel bolster dia- 13C tend't-hrough the vertical web of saidv cony through the 5 areV secured' to necting members and through' the end flanges 13 of the diaphragms. Further connection is made by a combined jacking casting and angle bracket 13, which'is disposed with one of its flanges ly'ng flat against the under horizontal face' of the lower flange of the side' connecting member'and extends below the bolster ends andL is riveted thereto,

and with its vertical portion lying flat against and being rivetedA to, vthe outer face of the flanges 13.

The usual side bearings as '15 are fixed to the`under face of the bottom cover plate 15 at points spacedv from' the median line of the structure. y

. The draftl sills-5Av are preferably pressed membersof equal height with' the reduced portions ofthe center sill'. Their .flanges are oppositely disposed in the structure of Figs. 1, 2, 4,'- 6, and their inner or rear ends are fitted between the 'p upper and lower flanges of the forward bolster diaphragm. The rear vertical flanges 27 of the draft sills are disposed to lie flat 'against the forward face of said diaphragm. `Angle brackets 28 28 are fixed, by one of thei-rllanges, to thel flat opposing faces' of the webs of said draft sills at the rear ends thereof, and the other flanges of said angles are arranged to lie flat against the forward face of the forward' bolster diaphragm. The last mentioned flanges .ofthe angles 28' andl the flanges 27 of the draft sills, are secured to the webs of the bolster diaphragms by the rivets which secure the front walls of the castings 17 to the rear-face of the bolster diaphragins, which rivets 'are extended Webs of said diaphragms and through said flanges.

The upper and lower flanges of the draft sills, where said flanges lap the flanges of' the forward bolster diaphragm, are secured to said diaphragm flanges by rivets, which extend through said flanges and through the

cover plates

14 and 15 of the bolster. The upper and lower flanges of the. draft sills are fixed, by rivets, directly' to the

cover plates

14 and 15, respectively, at points in front of the forward edges of the flanges ofY the bolster diaphragm, the

cover plates

14 and 15 being broadened'at their central portions'so'as to overhang thev'flanges of the forward diaphragm and receive said rivets for further strengthening the structure against possible distortion. .Some of the rivets 'which fix'the `lower flanges o f the draft sills to the lowerflange of the forward bolster diaphragm are extended through the flange of the center bearingl plate 16. The portions of the" center sill flanges' which project in front of the bolster diaphragms the adjacent overhanging tion,

the upper flange of said connecting

memplates

14 and 15 by rivets as at 29.

The end sill 3is formed of a rolled T secarranged with its web portion disposed horizontally and with its flange portion arranged vertically along the vforward edge of the web portion. The forward ends of the draft sills extend beneath the end sill 3, and are projected beyond the forward face thereof.

The top flanges of the draft sills are slightly de ressed as at 30 to receive the web portion o the end sill, and a connecting cover plate 31 is riveted to the upper faces of said web and draft sill flanges. The upper flanges4 of the draft sills are further depressed at `the portions of said cover beneath the lower edge of said sill. The lower flanges of the draft sills arearaised slightly at i a drawbar supporting plate" 34 is fixed tothe under faces of said raised portions.' The forward ends of the top and bottom flanges of the draft. sills are connected by end .flanges 35.

A relatively heavy striking plate 36 extends from one of the draft sills to the other, and is fixed to the forward faces of the flanges 35. The lower edge of the plate 36 is spaced above the upper face of the supporting plate 34, and the upper ortion thereof is bent horizontally backwar y and riveted to the adjacentv depressed portions of the top flanges of the vdraft sills as at 37.' The rear edge is bent again to a vertical position vand is riveted to the forward face of the flange portion of the end sill as at 38. A suitable reinforcing filler 39 is fixed between the inner faces of the draft sills, beneath the horizontal port`on of the plate 36, and is riveted to the webs 4of the draft sills and to the horizontal portion of the plate 36, and to the front vertical portion ofthe said plate for reinforcing the connection between the ends of the draft sills and for strengthening their connection with the striking plate. d

Beneath the lower edge of the striking plate the webs of the draft sills are pressedtoward each other, so as to form restricting lugs 40, which serve to reduce the width of the drawba-r opening' without the necessity' of attaching separate members for the purose. v p The opposite'ends' of the end sill 3 extend beyond Vthe vertical web of the side connecting members 2. and are disposed with the web portion thereof lying above bers. A. gusset plate 41 is interposed' and is riveted to each of said members. A' pushpocket 42is fixed to theoverhanging portion of the end sill and to the web and lower flange of the side connecting member,

rear face of flange portion., ofthe T end sill, as at 32,' so as to extend their'forward ends as at 33 and Y as at 43, and serves to further strengthen the connection between said members.

Any desired number of cross bearers 6 may, obviously be employed throughout the length of the structule, but, for convenience, 4only one has'been illustrated. `Each of the cross bearers is of channel cross-section and i is continuous from side to side of the structure. Apertures as 44 are formed in the web of the center sill fr" the free passage of the cross bearers. Angle brackets .45-45 are fixed by through rivets to the opposite sides of the web of the center sill, adjacent the openings 44, and each of said brackets 1s disposed vertically and has its outstanding flange fixed to the vertical flat face of the adjacent cross bearer. The lower end of each ofthe brackets is bent to a horizontal, as at 45, so that the outstanding fianlge thereof underlapsthe lower flange of t cross bearer, and the lapping flanges are secured by rivets. This arrangement provides a simple but wide and thoroughly substantial support for the central portion of the cross bearer.

Since the center employed in car construction is usually placed below the horizontal median line f the underframe structure, there '1s a consequent tendency to force theend sill downward, or inversely, to force the bolster upward. This tendenc has resulted in a frequency of rupture o the underframe at .the bolster, or at a point immediately in front ofthe bolster,

due to ineffectual connection between the draft sills and the center sill or sills. In Figs. 9 and 10 we have illustrated a structure designed to materially and e'ectually overcome this difficulty.

It will be seen from Fig. 10 that the top flange of the center sill is extended to a point beyond that reviously 'described and to the rear face of) the end sill. The bottom flange is extended to a point determined by the form of draft rigging in connection with which itis to be employed, and, as illustrated, may serve as a reinforcement for therear'follower stop 5 of the draft rigging.

The draft sills 5'L shaped in cross section throughout the eater art of their length and the upper anges t ereof are turned toward each other and are riveted to the upper surface of the extended portion of the top flange of the center sill, as at 5".- The bottom flange prujects -outwardl and is disposed withv its underface para lel with the underface of the extended portion of the lower ange of the center sill. p

A bottom cover-plate 5 is rivetedto the underface of the ,bottom flange of thecenter sill, and extends so as to underlap, and be riveted` to, the bottom flanges of the draft sills, as at 5. The plate 5 extends from the are substantially Z- line of the draft rigging' fforward edge of the bottom cover-plate of` the bolster forward sufficiently to be em- Y ployed for supporting the rear end of the draft rigging, but not so far as -to prevent thorough inspection of the draft rigging.

The forward and rear' end portion of the draft sills 5 are formed to a substantial equivalentvof the corresponding arts of the draft sills 5 previously descri Owing to theangularity of the castings 17, vshown in detail in Fig. 7, and the position of the center sill, bolster-and draft sills with relation thereto, it is' evident that buliing stresses transmitted to the draft sills will be' received by the transversely outstanding end walls 18 of said castings and transmltted to the `center sill web and flanges direct, with the bolster'fdiaphragm servmg, incidentally, in this connection as a filler rather than as a means for; receiving the buliing stresses. The top Aand bottom flanges of said casting being riveted directly to the top and bottom bolster cover plates, and the draft sills likewise bein riveted to the said plates, it is evident that uffing stresses are transmitted through the draft sills, top and bottom bolster plates, the castings 17 and to the center sill, and so long as these rivet connections are intact the bolster will not receive these stresses.

Having fully described the invention, what we desire to claim is Y 1.. Inacar underframe, a longitudinal sill a bolster comprising a presse member o variant cross section extending continuously from one side of said sill beyond the other side, and arts of said sill extending above and parts elow said bolster, the web ofthe sill terminating short of said bolster.

2. In a carunderframe, a. longitudinal sill, a bolstercomprising a pressed member of variant cross section and of -generaljchannel shape in cross'section, extending oontinuously from one side of said sill to the other and parts of said sill extending above and partspbelow said member, the Web otI the sill terminating short of said bolster. .Y

,3. In a car underframe, a longitudinal sill, aV bolstercomprising a lpressed channel member of variant cross section, extending continuousl vfrom one sidel of-said sill be? yond the ot er side and between the flanges of said sill, the web of the sill terminating short of said bolster.

4. In a car underframe, a longitudinal sill, a bolster comprising a plurality of pressed channel members of variant cross section exv tending continuously fr'om one side of said i sill beyond the otherside and parts of said sill extending above and parts below said members, the web `of the sill terminating short of said bolster. e 4

5. In a carunderframe, intersecting members, onel lof said -inembers comprising a pressed shape,

with oppositely disposed' tie-11.3?

. pressions formed in 4the cross section andfhayingcppositelydisposed' til - for receiving a upper surfaces of said members extendingto upper and lower faces of said pressed member to receive parts of the other member. l

6. In a car underframe, intersecting members, one of s aid members comprising a bolster consisting of a ressed member of variant cross section wit .top andbottom flanges and with a depression formed ineachof said flanges for receivingparts of? l; ber. f 5i-L' 7. Ina carunderframe, intersecting-members, one o fsaldf` members being Yof variant depressions forme'd'i-theleln for. receiving parts ofthe 'other-.member..'.y l 1 l 8. 1n a car underframelcontin l1ous intersecting members, upper ,and Alower.:flanges formed upon eachof` said. members, the

flanges of one ofl said memberslbeing de' pressed to receive the flangesof the? other. 9. In a car underframe, ya.` .combination comprising a anged center silliwith aecenter pin aperture therein and a bolster extendlng between the flanges of said center sill, and a socket for said pin formed in said bolster.

10. In a car underframe, a combination comprising a center sill with a web', top and bottom flanges extending beyond said web and. a bolster in juxtaposition to said web between the flanges of said sill.

11. In a carunderframe, a flangedfcenter sill, a bolster member extending continuously from one side of said sill to the other and between the flanges thereof; parts of the it center sill lapping the bolster andV one of said lapping portions being formed -With a king-pinaperture, the web ofthe sill termi-v nating short of said bolster.

12. In a car nnderframe, a bolster comprisin g a pair of marginally flanged pressed members extending continuously from sidev to side of the car, the webs ofthe respective members contacting and the fianges being disposed to project away from each other, a.

center sill extending 'above and .below said flanges and castings at Aeach iside of said cen-y ter sills connected with said-bolster, the web of the sill terminating shortof said bolster. 13. In a c ar underframe, intersecting members, one comprising a pressed shape of variant cross section and the other a commercial shape; a depression formed in said first member, and a part of said other member extending into said depression, upper surfaces of said membersextending to substantially a uniform plane.

14. In a car underframe, intersecting members, one of said members comprising a pressed shape of variant cross section and having a depression formed in saidmember part of the other member,

substantially a uniform plane. 15. In a car underframe a pair of bolster members comprising pressedishapes ofyariant cross section providing a plurality of marginal depressions in the middle portion thereof for receiving parts ofother members and a center sill having a web A'terminating short of. said bolsterl members and having Hanges resting in said depressions.

16. In a car underframe, intersecting flanged members, one comprising a pressed shape, and the other comprising a commercial shape, the4 first of said members 4h avmgv upper and lower marginal depressions therein for receiving respectivelythe upper and lower anges of the second member.

17. In la car underframe, intersecting members, parts of one of said members be# ing depressed and parts of the other being cut away `to receive the depressed portions of the first. i

`prising pressed members of variant cross section extending continuously from one side offthe underframe to the other, parts of said members being'pressed to form a king-pin socket, and a center v.sill lapping said bolster witha y'pin aperture therein registering with said socket.

terV sill, the web of the center sill being spaced longitudinally-away from the bolster and the flanges of said sill lapping the bolster andl means interposed between said sill and bolster and within the cross-sectional area of said sill for connecting the webs of said sill to the bolster.

20. In a car nnderframe, a bolster, a flanged center sill, the web of said sill terminating at a point spaced from said bolster and angular castings lnterposed between said -web and bolster and lapping said bolster within the cross-sectional area of said sill for completing said web to the bolster.

21. In a car underframe, the combination comprising a single center sill with webs terminating between holsters, with top and bottom flanges extending beyond the holsters, bolster diaphragms between said flanges, draft sills connected with the center sillsy and a top bolster cover plate connecting a center sill flange and said draft sills.

22.. In a car underframe, a longitudinal sill, a transverse bolster member extending continuously from side to side of the car :and having vertically alined depressions bolster member for receiving parts of the sill, and a top cover plate secured directly to said sill and bolster member.

23. In a car underframe, a longitudinal sill comprising an I section and a bolster comprising a pressed member, with irregular Harige portions extending continuously 'from side to side of the underframebetween the top and bottom anges of the center sill,

-18. In a car underframe, a bolster com# anges of saidV formedin the top and bottom faces of said In a car underframe, a bolster, a cen- Sill, the

' 50 pressed tween the flanges thereof and `top and bottom bolster cover plates riveted -directly to said sill and `to 'said pressed member.

24. In a car underframe, a single center web of which terminates between bolsters, a bolster comprising a pressed member of variant cross section extending continuously 'between the ilanges of said sill, and draft sills directly engaging the flanges of said' center sill.

25. In a car underframe, a center, sill comprising Aa rolled flanged section, b'olste'rs comprising pairs of members extcndmg continuously transversely of said sill beond the 'web of the sill at each end, and raft sills connected to flan es of 'said center sill. 26. Ina car under rame, a single center sill comprising Aan I section, a bolster com-v prising a member of variant cross section extending continuously transversely of and beyond the web of Vsaid sill, and flanged draf t.,sills connected to the upper flange o f said"ceiiter sill.

. 27. In 'a car underrame, a'- single center sill comprising an I section extending in part from end sill to end sill, bolster diaphragms comprising ressed members extending continuously rom side to side, top and bottom cover plates for said bolsters and draft sills connected 4with the flanges of said center sill, and with said .cover plates.

28. In a car underframe, the combination comprising acenter sill, a bolster comprising ing from side to side of the underframe beyond the web and between the flanges of said sill and a pair of oppositely disposed castings {ixed to the web and flanges of said bolster member and to said sill.

29. In a carunderframe, a center sill, a bolster comprisin a pressed member of variant cross sectlon extending through a part of -said sill and between the flanges thereof, the center sill andv said pressed "45 member rising to substantiallyP a uniform pair of oppositely disposed castings plane, a

fixed one to each side of the web of said center sill and each fixed to said pressed member and a cover plate connecting said sill,

member and said castings.

30. In a car underframe, a center sill, a

f bolster comprising a pressed member exand bea pair -01E oppositely disposed castings tixed one to each side of the web of said center sill and abutting the end surface of saidweb and each casting fixed to said pressedV member.

31. In a car underframe, a center sill comprising a single rolled member, a bolster comprising a pair of -pressed members which extend from one side of the underframe to the other and betweenthe flanges of said sill, draft sills fixed to said members and a tending through part of said sill Y pair of castings fixed to some'of -said mem- -casting fixed tol thede members of variant cross section extendant cross section ter sill for transmitting shocks fromv said draft sills to,A the center sill.

32. In acarunderframe, a flanged center sill, a bolster comprising a, flanged pressed member extending from one side 'of said in the flanges of said pressed member for .receiving the flanges of the center sill, and a ressed, portions of .bers in ninemsn with.'the-'Web Of-s'id 'cen-- underframe'to theother, depressions formed the flanges of the resse member andto the flanges and web o said center sill.

33. In car underframe, afjlan d fcenter Asill, a bolster comprisingfafp'r member extending transversely'of vsuiidfcenter sill and having continuous top and lbottom flanges parts of which are substantially in the respective planesof the top and bottom flanges'of the adjacent portions'of the ceni ter sill and depressions formed in the' flanges of said pressed member for receiving the flanges of the center sill.

34. In a car underframe, a flanged center sill,` a bolster comprising a-pressed member extending from side tq side of said underframe, with continuotfs top and bottom -flanges of the adjacent portions of .the center sill lapping said pressed member and bolster, cover plates connected to the respective top and bottom flanges of the pressed member, and to the top and bottom flanges of the center sill, the web of tbe sill terminating short of said bolster.

35. In a car underframe, a center sill, 4a flanged cross bearer extending continuously from* one side of said sill to the other between the flanges thereof and a bracket fixed to the sill and to the web portion of the cross bearer and being bent to overlap the bottom flange of said cross bearer, the

web of the sill terminating short of said 36. In a car underframe, a bolster vcoinprising a pair of flanged members of variextending continuously from side to side of the underframe and being recessed to form a king-pin socket between said members, and a center sill. with continuous bottom flange und'erlapping said bolster and being provided -with pin open- 'ing registering with said socket, the web of the sill terminating short of said bolster.

37. In a car underframe, a bolster comprising a pair of pressed members of variant cross section extendingv continuously from side to side of the car, bottom flanges formed upon said members and a king-pin socket formed in the webs of said members relatively between said flanges, and a center sill with continuous bottom flange underlapping said bolster and being rovided with pin opening re stering with said socket, the web of the sill terminating short of said bolster.

38. In a car underframe, a flanged center of said center sill and a king-pin socket formed in said lapping portions.

40. In a car underframe, the combination comprising a single center sill, a continuous flanged member extending transversely of.

and through said sill, and provided with flanges spaced apart, the distance between said flanges being less within the zoneof said sillvthan at other points in the lengt-l1 of said transversely flanged member.'

4l. In a singlecenter sill underframe for railway cars, the combination comprising a center sill wit-h notched end portions, bol` ster diaphragms within said notchesand below and in the plane of the top of said center sill, atop cover plate extending over said center sill and connected, directly thereto andwith said diaphragms and castings connected to said` sill, diaphragms and cover plate.

42. In a single center sill underframe, a

combination comprising a center sill extending in `part beyond the holsters, bolster dia-- phragms projectingthrough said sill, bolsill.

" 43. In a single center sill car underframe,v

ster cover platel extending overV and connected to said vsill and said diaphragms, separately formed draft sills abutting said diaphragms and connected with said cover plate and bufl'ing castings in alinement with said draft sills, connected with said center the combination comprising a, center sill, bolster diaphragms between the top and bottom flanges of said sill, said diaphragms with a bottom flange, a bolster combeing of substantially the depth of said sill in parts thereof outside of the sill, draft sills connected with said bolster diaphragms, and bufling castings in alinement with said draft sills between the bolster and cover plates connecting said center sill and bolster diaphragms, draft sills and castings. In a car underframe, a single center sill with top flange and vertical web, a bolster and Z-shaped draft sills with their'upper flanges lapping and being riveted directly to the top flange 'of said center sill.

45. In a car underframe, a single center sill with top flange and vertical web, a bolster and Z-shaped draft sills lia-ving inwardly disposed upper flanges and outwardly disposedv lower flanges, with their upper flanges lapping and being riveted directly to the top flanges of said center sill, and bottom tie members for said draft sills.

46. In a car underframe, a single center sill with top flange and vertical web, a bolster and Z-shaped draft sills lapping said center sill flanges and a bolster plate connecting said bolster, center sill and Z-shaped draft sill.

47. In a car'underframe, a single center sill formed of a rolled sect-ion with continuous top flange, a flanged bolster, Z-shaped draft sills connected with the top flange of said center sill, means for connecting the bottom flanges of said draft sills and a bolster plate connected directly to the center sill, bolster flanges and top flanges of the draft sills.

In Witness whereof we have hereunto set our hands in the presence of two witnesses.

Witnesses HILLEL TIFF,

F. O. REEMER.