US1078312A

US1078312A - Cast end frame.

Info

Publication number: US1078312A
Application number: US73233012A
Authority: US
Inventors: George W Scott
Original assignee: American Car and Foundry Co
Current assignee: ACF Industries Inc
Priority date: 1912-11-19
Filing date: 1912-11-19
Publication date: 1913-11-11
Anticipated expiration: 1930-11-11

Description

G. W. SCOTT.

CAST END FRAME.

APPLICATION FILED 110 7.19, 1912.

Patented Nov. 11, 1913.

R m m .T I H u r. w 6

STATES OFFICE.

GEORGEWUSGOTT, OFCH'IGAGO, ILLINOIS, ASSIGNOR TO AMERICAN CAR AND FOUNDRY COMPANY, 015 ST. LOTTISQMISSOURI, A CORPORATION OF NEW J IE'RSEY CAST END FRAME.

To all whom/2'15 mag concern:

Be it known thatI GEORGEN'. Sco'r'r, re siding at Chicagmlllinois, and being a citizen of the United States, have invented certain new and usefulImprovements in Cast End Frames, of which the following is a full, clear, and exact description, such as will enable others skilled in theart to which it appertains to make and to use the same, reference being had tothe-accompanying 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, asit is obvious that various modifications thereof will occur-to persons skilled in the art.

7 Insaid drawings: Figure 1 is a perspective view of one end of a car frame disclosing a physical embodiment of my invention.

Fig. 2 is a plan view of a fragment of the ,same,-.parts of the top broken away to show the attachment of the -nnder-frame to the Specification of Letters Patent.

nal sectional view-taken centrally through the underframeendand taken ona plane indicated by the line3-3 of Fig. 2. Fig. l

4c is a transverse section through one of the draft sills, the section being taken on line l4 ofFig. 1.

a My invention relates to a an underfralne for 1 a railroad car, and. part cularly relates to an improvement in the ends thereof. including l the bolsters.

It is an object of my invention to; provide a device whereby end shocks are transmitted the same time use these members as draft 'S1llS,lDGl,1lIlg and bolster members.

through solid members of relatively heavy masses to the trucksvand center sill, and at.

.A. further .objectof my invention is to provide -a device in which-lading stresses,

are transmitted directly to the trucks bolster. t g

A still further object of my invention is her of parts assembled to obtain a maximum efliclency with -a minimum amount of rlveting or fastening, parts.

through solid members forming part of the;

tion from above the under-frame, and when "so positioned is substantially in line with the web of the bolster, thereby utilizing the transverse bracing effect of the vertical ele- "inents of the bolster.

to provide an underframe of the least numj I attain the foregoing objects "broadly by constructing the bolster ofone casting, and

PatentedNov. 1 1,1913.

Application filed'November 19, 1912. Serial No. 732,330.

shown to be a singleI-beam.

As the construction of the underframe at opposite ends thereof is similar, the descriptlon of one Wlll suflice, and for this purpose there is shown in Fig. 1, positioned between the side sll-ls A and abutting an end-of the center sill B, an integral memherd, preferably of cast metal,substantially in theform of an I-beam, and which will hereinafter be referred to as a bolster. This member has a top flange 5, preferably flush with the top flange of thecenter sill l3 and top edge of the side sills A, and isfastened to the side sills by means of rivets 6, which passthrough vertical flanges 7, connecting the top flange 5 and lower flange 8. This -lower flange 8 is wider than the flange 5, and, as shown in Fig. 2, is of greatest width at its middle portion, narrowing toward each end and formed integral with the said vertical flanges 7. The vertically extending web 9 has its central portion inset, as shown more particularly inFi-g. 2, to form a housing 10 for the draft gear elements hereinafter referred to, and to form an inset transversely disposed bearing wall 11, abutting the center sill B and fastened thereto by the vertically extending angle-brackets 12 which angle-bracltets are riveted to the web of the center sill and to the rear face of the bearing wall 11.

"Centrally of the bolster 4- and within the housing 10 the upper and lower flanges of the bolster each have an aimed king pin hole 13, this arrangement being such that the "king pin lt may be lHSGIl'GCllDlJO posl- Goncentrically with the lower, pin hole 13,

the lower flange 8 of the bolster has a thickened circular portion 15, shown in section lines in Fig. 3, which portion constitutes a center bearing integral with the bolster, and also affords a strong shoulder 16 adapted to support the end of the center sill B. By this construction it is noted that the corner sill directly abuts the bolster and is supported by the center bearing plate, which forms an integral part of the bolster, so that stresses on the center sill are transmitted directly to the truck through a relatively heavy member, which in turn is also adapted to transmit the lading stresses usually imposed on this member.

Referring to Fig. 2, it is noted that the web 9 of the bolster on opposite sides of the housing is set forward a short distance to form a bearing 17 for the end member hereinafter described, and also affords a means for forming a relatively broad bearing member for transmitting end stresses from the end sills: to the center sills.

The walls 10 of the bolster housing 10, which extend longitudinally of the underframe, are disposed in alinement with the vertical webs 16 of the draft sills, hereinafter particularly described. Said walls 10 are cast integral with the top and bottom flanges of the bolster, thereby providing a strongly reinforced abutment for the inner end of such draft sills, better adapted to resist buffing stresses than would be a single transverse wall or vertical bolster web abutted by said draft sills against its face. The rear wall 11 of the housing is reinforced by the angle brackets 12, which are in turn riveted t0 the web of tie single center sill, and said brackets 12 extend outwardly far enough to come into alinement with said walls 10 so that bufling stresses are trans mitted practically through longitudinally extending members of the underframe.

To provide the strongest possible section of metal for the purpose and, to facilitate the application of draft gears which are generally placed in position between draft sills from below, the draft sills are formed with top flanges, vertical webs which depend from the middle of such top flanges and with outstanding horizontal bottom flanges, thus leaving a clear space between the bottom portions of the webs of the draft sills for the application of such draft rigging.

Disposed between the side sills A, and in advance of the bolster is a single hollow member 18, preferably of cast metal, which member comprises in effect a top plate 19, substantially a trapezoid in plan, the broad base of which is outlined by a depending plate 20, overlapping the ends of the side sills, as shown at 21, and performing all-of the functions common to an end sill. The narrow base of the plate 19, together with a depending flange 22 abuts the top flange 5 of the bolster 41, and transversely spaced end ribs 29 depending from opposite sides of' the flange 22 and integral with the draft sills and diagonal braces hereinafter described, contact with the bearings 17, and are fastened thereto by rivets 23.

Depending from opposite sides of tee plate 19 are diagonal braces 24%, which serve to transmit stresses on the end sill 20 to the part of the bolster adjacent its center bearing and adjacent the center sill. The member 18 is fastened to the side sills by means of the rivet connections 25, which pass through the side sills adjacent their outer ends and through the integral braces 2t. Formed integral with the end sill 20, top plate 19, and, as shown in Fig. 2, with the adjacent rear plates 29, is a pair of transversely spaced longitudinally extending relatively J-bar-shaped members with two opnositely disposed top flanges, a vertical web and a single outstanding bottom flange, constituting draft sills 26, the lower out-turned flanges 27 of which rest upon the front portion of the center bearing portion 15 of the bolster 4. The sills 26 are disposed in a line with the inset portion of the web 9, so that at the bolster the inner portions of the sills 26, the inset portion of the flanges 9 and the top and bottom flanges of the bolster co-act to form a rear housing for the draft gear elements disposed between the sills 26, and

in longitudinal alinement with the center" sill B.

While the member 18 has been described as a top plate having depending flanges or plates constituting end, draft sills and diagonal braces, it is to be understood that this member can be considered as a hollow casting cored for the purpose of making it as light as possible, but braced in all directions by angles adapted to absorb stresses incidental to a device of this character.

As shown in Fig. 1, the end sill 20 may have a conventional form of push-polepoclret 28, preferably disposed in such a position that stresses may be transmitted directly to the ends of the side sills A and to the diagonal brace 24:.

hat I claim is 1. The combination of a bolster, in the form of an I-beam, a single member constituting integrally combined draft sills con nected to the web of said bolster and extending in alinement with a portion of the bolster web, and forming with the flanges and web of said bolster a rear housing for draft gear elements.

2. The combination of a bolster, in the general form of an I-beam, including a vertical web having a portion offset from the plane thereof to form a housing for a draft gear member, a center sill abutting said housing, and a king pin extending through the flanges of said bolster and within said housing in advance of said center sill.

3. An integral car bolster comprising an I-beam having an offset Web portion, with top and bottom flanges, the lower flange being wider than the upper flange, a side bearing bracket disposed in the angle between the web and lower flange, and draft sills in connected contact with said offset web portion.

4. In a car underframe, side sills and a center sill, two members disposed between said side sills and in advance of said center sill, one of said members being a combined end sill and draft sill, and the other, a bolster fastened to and disposed between said draft sills and center sill, portions of the web of the bolster being disposed in alinement with the draft sills.

5. In an underframe, a bolster formed with a web portion provided with an angular offset vertical portion and draft sills connected with said bolster, the draft sills extending in alinement with a portion of the bolster web. 7

6. In an nnderframe, side sills having vertical webs, a bolster having an offset web portion extending parallel with said side sills, and draft sills in alinement with said offset web portions of the bolster.

7. In an underframe, rolled channel side sills, a cast bolster with top and bottom flanges extending between the flanges of said side sills, said bolster having an offset web portion extending at an angle to the median line of the bolster, and an integral casting comprising draft sills, diagonal braces, and an end sill lapping and in alinement with said side sills and connected to said ofi'set web portion of the bolster.

8. In an underframe, a bolster provided with a web having offset verticalportions extending at an angle to its median line, a single casting comprising draft sills, and an end sill abutting and being secured to said ofiset portion of the bolster web.

In witness whereof I have hereunto set my hand in the presence of two witnesses.

GEORGE W. SCOTT.

Witnesses PHOEBE HARRIS, MAG R. FI'rE.

Copies of this patent may be obtained for five cents each, by addressing the "Commissioner of Patents, Washington, D. G.