US1085645A - Car construction. - Google Patents

Description

W. J. TOLLERTON.

- UAR CONSTRUCTION. APPLIGATION IILED SEPT. 12, 1913.

Patented Feb. 3, 1914.

2 SHEETS-SHEET 1 Fig. 3.

IN VE/V TOR WITNESSES:

A TTOHA/EY W. J. TOLLERTON.

CAR CONSTRUCTION. APPLICATION FILED SEPT. 12, 1913.

1,085,645. Patented Feb. 3,1914

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WILLIAM JAMES TOLLERTON, OF CHICAGO,-ILLINOIS.

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Specification of Letters Patent.

1 Patented Feb. 3,1914.

Original application filed January 20, 1918, Serial No. 742,986. Divided and this application filed September 12,1913. Serial No, 789,428.

To all who: it may concern Be it known that I, \VILLIAM J .uuzs Tor.- LsRrox, acitizen of the-,United States, residing at Chicago, in the county of Cook and State of Illinois, have invented new and useful Improvements in Car Construction, of which the' following is a full, clear, and exact description.

This application is a division of an application for Letters Patent of the United States for improvements in car construction filed by me January 20th, 1913, Serial No.

HQQSG (ID-159) and the invention c0nsti' tuting the subject-matter thereof relates to freight cars, and particularly to what is. 7 known as steel-upperframe housing cars having sides consisting of one or more thicknesses of sheathing on the inside of the studding or skelet on. As stated in said original application, heretofore freight-cars used for carrying grain developed leaks, particularly through the jointsbetween'the flooring and side sheathing, and a great deal of trouble, as well as expense has been experienced in getting a grain-tight joint at this junction. Several methods for preventing this leakage of grain have been adopted but these were. at best, only partially satisfactory, because of the fact that theluniber used for the flooring tends to joints between the" same. I

The objects of my invention are the same as those stated in myaforesaid original application, volving very slight changes in the structure of the car, to overcome this leakage between the sheathing and the side or end sills, and flooring and side or end sill, which can be relied upon to hold the fioor and the sheathing in their relative positions and prevent the opening of the joints between them, and, second, to make the means embodying the same applicable either to cars having underframes using well-known commercial metal forms for the side and end sills thereof, or nuclei-frames having especially rolled or cast forms for the same. These and other valuable results are obtained by the meanshereinafter fullydescrihed, and as particularly pointed out 111 the clanns. In the drawings: Figure 1 1s a transverse section of one side of the superstructure orbox of a car to which my invention is applied. Fig. 2- 1s an enlarged view in cross- J to-wit: hrst, to provide means, in-

section of a fragment of the' car including the side-sill and adjacent portions of the flooring and sheathing. Figs. 3, at, 5, (3, T, 8 and 9, respectively, are transverse sections on the same scale as Fig. 2, showing modifications of my invention;

My improvements may be embodied either in a freight car while in course of construction, or in rebuilt freight cars when a new superstructure is mounted upon an old un de'rfranie. a j

The following description is devoted to a variety of structural shapes by. means of which the objects of my invention mayhe accomplished. 1

My improvements affect the physical re-, lation of the marginal sills of the underframe of the car and the floor timbers and the sheathing of the side and end walls thergof, and it can be used in connection with metal underframes of almost any design having side-sills only, or side-sills and end-sills made from rolled, pressedor cast metal commercial forms, of any shape or section considered as suitable for use as such members by the designer or builder of said car. 1

Referring more particularly to Figs. 1 and 2 of, the drawings, A represents the Z-bar side-sills of the metal underframe of a car, and in so 'far as my invention is concerned said sills may .be applied to any style of a car in connection with which my improvements are desirable, whether a gondola, a box, steel housing car, or otherwise. B represents the flooring of the car, which, prefer ably, consists of wooden planks of suitable thickness, and C represents the wooden sidesheatliing, the lower strip of which has its lower edge provided with a longitudinal groove 0. Integral with and arising from the upper horizontal flange of the Z-bar are upturned longitudinal ribs or tenons d and e, a forming, practically, a. channel-beam. \Vhen the walls of a car are of a single thickness of matched lumber sheathing the outer side of the sheathing strips are usually placed in the same vertical plane as the outer surface of the vertical web of the Z-bar sill, so that the rib or tenon (1 thereof will enter the groove 0 in the lower edge of the lowermost strip of sheathing C. The flooring between the inner surface of the lower strips of sheathing. Near their ends the under surfaces of the flooring strips are provided with transverse grooves 6, corresponding in depth to the length of the inner rib e: of the sill, and these grooves are so located that'- .When the floor-strips are properly assembled rib e will enter the same and make a tight joint between the flooring and sill, and tie said flooring and sheathing together. When the sheathing and flooring of the car by the sill, a grain tight. joint will result regardless of the expansion and contraction of the Wood.

In Fig. 3 of the drawin s, I show a modification of my invention t at utilizes a plurality of tenons for eflecting a grain-tight joint at the juncture of the sheathing and flooring. This construction is very slmilar to that illustrated in Fig. 2 of the drawings, excepting that the upper flange of the Z-bar sill 10 has three longitudinal integral tenons 11, 12 and 13 projecting upwardly from its upper surface; tenons l1 and 13 roject upwardly from the longitudinal e ges of the upper flange and tenon 12 projects upwardly at a point between the same. The lower edge of the lower strip of sheathing L1 is seated between tenons 11 and 12, while the tenons 12 and 13, respectively, engage the chamferedv end edge and a transverse parallel groove in floor-timbers 15.

In Figs. 3, 4, 5, 6, 8 and 9, I show special forms of rolled, pressed, or cast-metal beams for use as side or end-sills to which my invention is applied. In each of these constructions a beam of commercial form is employed; Fig. 4 shows a T-beam 4, Fig. 5

shows a channel-beam 5, vFi 6 shows an I-beam 6, Fig. 7 shows a Ziar 7, Fig. 8 shows an angle-iron beam 8* and- Fig. 9 shows a deck-beam sill 9. Each of these metal beam sills, excepting Fig. 7, has two parallel longitudinal tenons, Mind 17, integral with and projecting upwardly from their upper flanges in substantially the same manner as the tenons project from the upper flanges of the sills shown in Figs. 1 and 2 of the drawings. Fig. 7 illustrates. a section of a sill 7 a made of a suitable rolled, pressed, or cast-metal beam in which the upper flange 18 thereof isprovided with but one longitudinally disposed tenon 19, which latter is made integral with the beam and projects upwardly therefrom in .a position set back a slight distance from the upper angle of the beam. In the event, a sil of this construction is used, when the sides of the ,car are being built, the tenon 19 is made to enter the groove in the lower edge of the lowermost strip of sheathing, in the same manner that the tenons of the other forms {of sills do. The flooring, however, simply rests upon and is bolted orotherwise secured to the upper flange 18.' In this modification, sill 7 is shown to consist of abroadly claiming but it is obvious, however, shape could be used just as of rolled commercial forms. It will be readily seen that as'my improved sill can be made of either cast or rolled metal, it 'can be used in connection with the end-sills just as well as with side-sills, by simply using a longitudinal groove in-the undersurfa'ce of the strip of flooring for the purpose of interlocking with the tenon projecting upwardly from the upper'flang'e of the endi sill, just as conveniently' and as eflectivel as the means employed to make a tight jointwith the side-sill. I wish, therefore, to be considered 'as broadly contemplating the use of the cast-metal, rolled metal, or pressedmetal. shapes, hereinbefore described, in the construction of the parts of my invention, in whatsoever part are used, and I alsodesire to be understood as broadly contemplating the use of one tenon or two in these shapes, and as the employment of sills with longitudinal integral tenons to engage the sheathing and the floor strips, as coming within the scope of my claims.

What I claim as new is l. A car comprising an underframe having marginal metal sills, each having an upper horizontal flange, floor strips, walls consisting of sheathing strips supported upon said flanges the lowermost edges of which are provided with longitudinal grooves, and upwardly projecting tenons made inte al with said sills and adapted to engage: sald grooves.

2. A car comprising an underframe hav-' ing marginal metal "sills, each having an upper horizontal flange, floor strips, walls consisting of sheathing strips supported upon saidv flanges the lowermost, edges of which are provided with longitudinal grooves, and upwardly projecting tenons made integral with said sills and positioned in planes set back from the upper angles of said sills and adapted to engage said grooves. v

3. A car comprising-an underframe hav ing marginal metal sills each having an upper horizontal flange and provided with two integral tenons projecting upward from said flange, floor strips the ends of which are supported ,by said flanges and each end is adapted to be engaged by one of said of the unclerframe they.

tenons, and walls consisting of sheathing strips the lowermost edges of which is pro vided with longitudinal grooves which is engaged by one of said-tenons.

car comprising an underframe havupper horizontal flange and provided with two tenons one of which arises from said mg marginal met-a1 sills each having an ing edges upon said flanges and have transverse -which are provid flange a short distance back from the upper angle of the sills, walls consisting of sheaththe lowermost strip of which are provided with longitudinal grooves which are engaged 'by said last-mentioned tenons,,- V and floor strips the ends of which rest upon said flange and are engaged by the other tehon.

5. A car comprising an underframe having marginal metal sills each of which has an upper horizontal flange and two longitudinal tenbns projecting upwardly from said flange one of which tenons arises from the inner longitudinal edge of the flange and the other at a'short distance back from the upper angle -,of the sill, walls consisting of sheathing strips, the lowermost edges of ed' with longitudinal grooves engaged by said last-mentioned tenons,:floor 'strips the ends of which rest grooves that are engaged by the tenonsprojecting upwardly from the ends of said flange. v r

6. A car comprising a superstructure and an underframe, said underfraine having marginal metal sills each provided with an upper-horizontal flange that has upwardly projecting longitudinal parallel tenons made integral therewith and said superstructure having parallel grooves in its under side that are engaged by said tenon. I

7. A car comprising a superstructure and an underfraine, said underframe having marginal metal sills each provided with an upper horizontal flange that has two upwardly projecting longitudinal parallel tenons made integral therewith, and said superstructure oomprising a floor and Walls'that have substantially parallel longitudinal grooves in their under sides that are engaged by said tenons. v

In witness whereof I have hereunto set my hand this 19th day of July, 1913.

WILLIAM JAMES TOLLERTON. Witnesses:

E. G. 'CnENowETH, E. A. WooDwoR'rH.

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