US1065111A - Underframe for railway-cars. - Google Patents

Description

A. CAMPBELL.

UNDERFRAME FOR RAILWAY CARS.

APPLICATION FILED IBBJQ, 1912.

W ATTORNEY.

11V ENTOR.

Patented June 17, 1913.

4 SHEEN-SHEET 1.

A. CAMPBELL.

UNDBRFRAME FOR RAILWAY CARS.

APPLICATION FILED PEBJS, 1912.

Patented June 17, 1913.

4 SHEETS-SHEET 3.

ATTORNEY.

{NVE TOR. I

A. CAMPBELL.

UNDEBFRAME FOR RAILWAY CARS. APPLIUATION FILED Emma, 1912.

1,065,11 1 1 Patented June 17, 1913.

4 SHEETSSHEBT 4.

ATTORNEY.

ARGYLE CAMPBELL, OF CHICAGO, ILLINOIS, ASSIGNOR TO ENTERPRISE RAILWAY EQUIPMENT COMPANY, OF CHICAGO, ILLINOIS.

UNDERFRAME FOR RAILWAY-CARS.

Specification of Letters Patent.

Patented June 1"; 193i 3.

i Application filed February 19, 1912. Serial No. 878,554.

To all whom. it may concern: L

Be it known that I, ARGYLE Omit-BELL, a citizen of the United States, residing at Chicago, in the county ofCook and State of Illinois, have invented a certain new and useful Improvement in,Underfr ames for Railway-Cars, of which the following is a full, clear, concise, and exact description, reference being bad to the accompanying drawings, forming a part of this specification.

My invention relates to underframes for railway cars.

In the underframes of railway cars, particularly under-frames in which I beams are used for the center sill in single center sill construction, and channel beams for the center sills in double center sill construction, and the draft members are of castmetal, the rivets, or other similar means employed to join the center sill or center sills with the draft member or draft members, are subjected in' the operation of the car. especially in bulling movement of the draft rigging, to considerable shearing moment.

The main object of myinventionis to con struct the draft sills or draft member in a novel way so.that this shearing moment upon the rivets may be obviated.

A further object is to Provide an underframe for cars in which the shocks ancl' strains transmitted. in service through the draft sills to the other parts of the underframe may be directly received in the line of draft, and without torsional strain.

I accomplishthese objects by QmPlQVlUQ a draft member or draft members suitably constructed, as hereinafter described, to abut against the ends 01. the center sills of the car.

Referring to the drawings Figure 1 is a plan View partially in horizontal section of a draft Ill-Oll'lbtl and the adjacent parts to the body bolster and center sills. Figs. 6 to 11 inclusive illustrate a modification,

Fig. 6 being a plan view partly in horizon- 1 tal section; Fig. 7 an elevation; Fig. 8.21,

vertical longitudinal section partly in elevation of line 88 of Fig. 6; F ig. 9 is a half cross section on line 9-4) of Fig. 7 Fig. 10 is a half cross section online 10-10 0f Fig. 7; Fig. 11 is a half View in elevation of the front end of the draft member showtag the striking plate. Figs. 12 to 17 inclusive illustrate another modification showing the attachment of my device to a. single center sill car, Fig. 12 being a plan view partly ,in horizontal section; Fig. 13 is a side elevation of the construction shown in F 1g. 12 partly in vertical longitudinal section 'on line 1313 of Fig. 12; Fig. 14 an inverted plan view of the central part of the bolster; Fig. 1:) a half cross section on line i5--l5 of Fig. 13; Fig. 1G a. half cross section on line 16l6 of Fig. 1:2; Fig. 17

a half cross section on line 17-l7 of Fig. 13. Figs. '18 to 22 inelusive illustrate aiiother modification showing a further method of employing the principle of my invention in connection with a single center sill car, Fig. 18 being a plan View partly in horizontal section; Fig. 19 a cross section partly in front elevation on line 1919 of Fig.- lb; Fig. 20 is a longitudinal section of half the body bolster on line 2O2O of Fig. 18: Fig. 21 is a half elevation of the body bolster showing one-half the center sill in cross section on line 2l21 of Fig.

18: Fig. 22 is a cross section on line 22 of Fig. 18.

in. one form of the application of the principles of my invention illustrated in Fir-s. l to 4 inclusive, 1, 1 represent suitable center sills, preferably channeled beams, in a double center silled car. The center sills extend longitudinally of the car, and terminate at either end near the forward edge 2 of the body bolster 3.

4- is a draft member having the two draft sills I), 5 in parallel arrangement, suitably spaced apart topermit the mounting of the draft. gear between them.

6 is the draw bar, 7 the yoke, 8 and 9 the front and rear followers respectively between'which, and within the yolte the compression resisting element of the draft gear, (not shown in the drawings),is arranged.

10 is the carrier plate, 11 the striking 33m plate, which is preferably an integral partof the draft member 4.

12 and 13 are front and rear stop shoulders respectively for the followers to abut against. The draft sills each abut at their rear end 14 against the forward end 15 of the center sill in line with it. The draft member 4 is rearwardly extended between the center sills to the rear edge 16 of the body bolster 3, forming the uprightflanges 1T. 17, which are suitably secured, preferably by rivets, to the center sills. In preferable construction in this form of application the body bolster center brace 18-- is integrally formed with the flanges 17, 17.-

The rear end of each of the draft sills is provided with the outwardly turned intogral flange 1.9, which with the end of the draft sill and the flange 17 forms a shoulder within the angle 20, of which the end of the center sill is held against the rear end of the draft sill. In preferable construction the tops of the draft sills are joined together by the preferably integral flange 21. 22 is the bolster plate of the center bearing. The flanges 17, 17 are in preferable construetion joined together at their top by the integral web 23.

Fig. 5 illustrates a modification of the structure at the rear end of the draft memher 4, in this illustration the draft member being provided with a preferably integral flange 24, which is continuous with the draft sills 5, 5, and extends underneath the body bolster with the bolster plate of the center bearing cast integral with the said flange, as illustrated at point 25 of Fig. 5.

Referring now to the form of my invention shown in Figs. 6, 7, 8, 9, 10 and 11, 26 represents the draft member provided with the draft sills 27, 27, which abut at their rear ends 28 against the forward ends 29 of the center sills 30. The rearwardly extended castings 31, 31, the web 32 of one of which is shown in cross section in Fig. 6, are integral with the draft member 26, and are disposed at the outer sides of the center sills, the center sills terminating at their forward ends in front of the body bolster, and the rearward extensions 31 of the draft member 26 terminating at the rear edge 33 of the body bolster 34. The chief difference between this form of application of the principles of my invention and that illustrated in Figs. 1 to 4 inclusive is to be found in the disposition of the rearward extensions of the draft member on the outer side of the center sills instead of between them. 35 is the bolster center brace, 36 the 47 are integrally joined by the transverse member 48, and are provided with rear- .wardly extending castings 49, one of which abuts at either side against the sides of the center sill in the plane of the body bolster,

and is suitably secured to said center sill by rivets passed through said castings and the said center sill. The draft member 47 is also provided at its rear end with the lower horizontally disposed flange 50, preferably integral with the said draft member, which is suitably riveted to the under surface of the body bolster. The center sill is provided with the slot- 51 for the reception of the king pin, (not shown in the drawings), which passes downward through the center hearing 52, which is preferably integral with the flange 50. The forward end of the center sill 43 abuts against the plate 48. In preferable construction the plate or member 48, the castings 49, the draft sills 47, the bottom flange 50, the bolster plate of the center bearing and the striking plate 53 are all cast in one piece, forming the draft member for the car. Figs. 18, 19, 20, 21 and 22 show the application of the principles of my invention to a single center sill ear in which the draft member and body bolster is cast in one piece. 54 is the single center sill, which terminates at its forward end at the front line 55 of the body bolster 56. The draft member 57 comprises the striking plate 58, a pair of draft sills 59, 59, and the bolster 56 integral therewith. The forward end of the single center sill rests within the transverse slot 60 in the body bolster, and its forward end abuts against the member 61 which join the draft sills 59, 59 together at their rear end. In this construction the body bolster is preferably riveted to either side of the center sill through flanges 62 provided at the junction of the bolster and center sill, and preferably the side bearings 63, 63 are integral with the body bolster.

It is believed that the operation and ap plication of the various forms of my device will be clear to those skilled in the art to which it pertains. I wish to call attention,

and is transmitted without subjecting the center sill or sills to torsional strains.

In the accompanying drawings I have shown four forms of my invention. First as applied to a double center sill ear with the rearward extension of the draft member disposed between the center sills, secondly ,as applied to a double center sill car with the rearward extensions of the draft member disposed outside of the center sills, thirdly as applied to a single center sill car, and fourthly as applied to a single center sill car with the body bolster cast integral with the draftmembers. Provision is made in all forms shown to retain the rear ends of the draftmembers against the forward end of the sill or sills. In addition to these ele ments, which are common to all the figures, minor improvements are also shown, and parts common to all forms are shown in slightly modified forms to adapt them to the different center sill constructions of railway cars. It will be apparent that other changes may be made without departing from the spirit of my invention.

I claim 2- 1. In combination with a body bolster, a pair of center sills extending forwardly thereof, a draft member having a rearward extension thereon, said extension fitting between and connected to said sills in line with said body bolster and the rear end of the said draft member abutting against the front ends of the center sills.

2. In combination with a body bolster, a pair of center sills extending forwardly thereof, a draft member having a rearward extension thereon, said. extension fitting between and connected to said sill in line with said body bolster, and a body bolster center brace integral with said rearward extension.

3. In combination with a body bolster a pair of center sills extending forwardly thereof, a one piece draft member comprising a pair of draft arms, a rearward extension thereon fitting between and connected to the center si'lls in line with the body bolster, and a body bolster center plate integral therewith.

4. In combination with a body bolster, a pair of center sills extending forwardly thereof, a draft member having a pair of draft arms and a rearward extension thereon fitting between and connected to said sills in line with the body bolster, the draft member being provided with shoulders adapted to engage the ends of the center sills in abutment with the ends of the draft arms. 5. In combination with the body bolster, a pair of center sills extending forwardly thereof, a draft member having a rearward extension thereon, said extension fitting between and connected to said sills in line with said. body bolster, said draft member being further provided with a flange extending underneath the body bolster, and having a bolster center plate integral therewith.

' ARGYLE CAMPBELL. \Vitnesses: ELEANOR L. NASH,

JOHN A. MARTINKEE.

Copies of this patent may be obtained for five cents each, by addressing the Commissioner of Patents,

' Washington, D. C.

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