US1115861A

US1115861A - Center-sill construction.

Info

Publication number: US1115861A
Application number: US66757311A
Authority: US
Inventors: Peter Parke
Original assignee: Pressed Steel Car Co
Current assignee: Pressed Steel Car Co
Priority date: 1911-12-26
Filing date: 1911-12-26
Publication date: 1914-11-03
Anticipated expiration: 1931-11-03

Description

P PARKE.. y CENTER SILL GSTRUGTION.

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P. PARKE.

CEN'IER SILL CONSTRUCTION.

APPLICATION FILED 1110.26, 1911.

Patented Nov. 3, 1914.

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PETER, PAR-KE, OF CHICAGO, ILLINOIS, ASSIGNOR TO PRESSED STEEL CAR COMPANY,

OF PITTSBURGH, PENNSYLVANIA,

.A CORPORATION OF NEW JERSEY.

CENTER-SULL CONSTRUCTION.

Specification of Letters Patent Patented Nov. 3, 1914.

Application filed December 26, 1911. Serial No. 667,573.

To all Millor/tit may concern Be it known that I, PETER Panne, a citizen oi? the United States, residing at No. 5706 Peoria street, Chicago, in the county of Cook and State of lllinois, have invented certain nov.Y and useful improvements in Center-Sill Constriution, ot which the following is a lull. clear, and exact description of the invention, such as will enable others skilled in the art to which italipertains to make and use the same, ret'erenclsbeing had to the accoinpan Iving drawings, "forming part ol1 this speciiication.

A great many old ivo-eden cars of light\ Weight and comparatively small capacity still remain in use on many of the railroads throughout the country; and these cars of necessity commingle with modern cars olf great weight and large capacity. Hence in the handling` and transportation ot freight trains composed of cars greatly varying in size and strength, the smaller capacity cars are subject to buling and pulling shocks and other strains of a severity tar beyond what such cars ivere ever designed to stand. Moreover, light capacitjvf cars are frequently overloaded far beyond their rated or originally intended capacity, and there is an increased temlency to overload the smaller capacity c: because of the increasing number oi large capacity cars.

llhe general result is that the old or light capacity cars are becoming less and less equal to the increased strains to vwhich they are subjected andmore and more of them collapse in service or are otherwise impaired and broken up in such a manner as to be beyond repair. My invention is intended to overcome this conditiren and to equip the old cars to meet the increased stresses te which they are non subjected, and at the same time to adapt many of them so as to be capable of carrying a considerably increased load.

My invention relates to a new and useful im} novement in underrames for railway cars, and particularly to an underframe made of metal which can be readily applied to Wooden cars for the `purpose of repairing and rebuilding the same, an object bei ing to construct an nnderfraine wherein the center sill is preferably in the form of a double member, the ends ofsaid center 4'sill being spliced and connected to members which form extensions' thereof and constitute the draft sills of the car, the outer ends of serving the functions ing plate.

Another object of my invention is to pro- `fide means whereby the center sills are trussed to increase their load carrying capacity, provision being made for the anchoring or securing of 'the ends of the truss rods m brackets which are secured t0 the draft sills, tl-ius relieving the Wooden end sill of the s vere strains due to the tensional strains in the cure anchorage for the ends of the truss rods than the wooden end sill Would aliord. \,:Other features of my invention reside in theconstruction, arrangement and combination f\tlie several parts, asn'ill hereinafter be described and aiteru': the claims, lit-'being' understood that changes inthe form, proportion, size and minor d etails may be made Within the scope of the claims, Without departing from the'spirit or sacrificing any ot' the advantages ot' my inrention,

ence characters refer to similar parts 'throughout the several views, Figur l is a plan view of part of an imder'frame con- Vstructed in accordance with my invention. Fig. Q is a side elevation of the center construction of part o 'tthe underiframe, the bolster being shown in section taken at `line of Fig. l, the end sill, side sills and intermediate sills being removed. Fig. 3 is a part longitudinal section on line 3-3 of underframe of the car.,`

Referring now in detail to the drawings, l, l indicates the center sills of the'underframe Which, for thel purpose o iy illustration, are shown as rolled channel beams, the

outer ends

2, 2 of the center sills extending beyond the bolster 3 and to said

outer ends

2, 2 draft sills l, il of or anT7 other preferred section an.. preferably deeper than the center sills are secured. The ends 5, 5 of these draft sills lap past and are secured to the

webs

6, 6 of the center sills. To the ngper flanges 7, of the draft sills and

upper flanges

8, 8 of the center sills, a tie plate 9 or" substantially octagonal or other suitable shape is secured., such tie plate extending along the. top olf/,the center and draft sills for some distance from the center line ot' the bolster. To `thelovver lianges l0, l0 or" the rd pointed out inl ln the drawings, in which similar' refern F ig. l, and Fig, -l is an end elevation of the' said draft sills being connected by members i of end sill and strik` truss rods, and providing a morevsedraft sills and lower [

lances

11, 11 of the center sills, a tie plate 12 or similar shape is secured, said tie plate resting upon and being also secured to the top member 13 of tliebody bolster.

At a point near to the outer ends of the draft sills and on the outer side thereof are secured bracket members llt, 111-, each having a vertical portion 15 adapted to contact tritli and be secured to the web 16, 1G of the draft sills l, -land a horizontal or flanged port-ion 17 adapted to rest upon and be secured to the

lower lianges

10, 10 of the draft sills t, Ll. This bracket member is further provided at its end with a portion 18 extending,` at substantially right angles to the portions last mentioned, and also with an aperture 19 through which the end 9.0 of the truss rod may be passed.

21, 21 indicate the center sill truss rods which pass over the truss rod supports 522 secured to'the web of the center sill and resting` upon the upper side of the tie plate 12, and extend fromsuch support alongside the draft sills -l, #il and through the `

apertures

19, 19 of the bracket members 14, 1st above referred to. The ends of the truss rods are secured and retained in

such apertures

19, 19 by any suitable means, sueltas a screw thread and nut as shown in the drawings. lt will be noted, as shown in Fig. 1 of the drawings, that the 'forward draft lugs 24, that is the draft lugs'that resist the. pulling strains transmitted to the draft gear (not shown) are secured to thedraft sills at substantially the same points as those at which the bracket members 111 are secured to the draft sills, thus insuring that the truss rods 21 will take their share of the strains transmitted through the center sills` by the draft gear.

25 indicates the end sill of the underframe which is notched at 26 to permit thelend portions ofthe' draft sills to pass therethrough, the notched out portion of the end sill resting upon the top flanges 7 7 of the draft sills. The end sill is secured to the draft sill by bolts Q7, which pass through the end sills in a substantially -vertical direction and thgough holes 28, in the lower flange 17 of the bracket member 141-, a` filler F29 being interposed when necessary. The end portions of the draft sills extending beyond the router vertical face of the end -sill have a vportion 30 of their top flanges 7 split, and 'bent over in a direction opposite to that of the main portion of the dange, rel` ativc to theweb of Athe draft sill, to form a shelf or support for the upper portion 31 of the strikin' vmember 32.

The strikiiig member 32 is adapted to fit in the space between the ends of the draft sills, an aiierture 33 being provided for the coupler .shank to pass through, and is further provided witli a portion 34,' which exl tends over and is supported by the flanges 30 of the draft sills. The portion 3-1 is shown as being of T section,but may be made of any other suitable form to meet the eX- istingconditions, and is secured to the flanges 30 of the draft sills, and also to the upper horizontal flange 35 of the bracket member 111. i0 indicates the dead wood of the wooden striking member which rests upon the top portion 31 of the metallic striking` member 32, and is secured thereto by bolts 36 which pass in a substantially Ver- 'tical direction through the dead Wood and strikingmember, and also support the carry iron 37.

38 indicates the wooden side `sills and 39 the intermediate sills of the underframe which are of the usual construction.

Having thus described my invention, what l claimvas new and desire to secure by Letters Patent is 1. ln a car underfranie, a channel shaped center sill and a draft sill, in combination with a draft lug, truss rod anchor member `and striking member, all secured to said draft sill.

2. ln a car underfranie, a channel shaped center sill and a draft sill of greater depth than said center sill, in combination with a draft lug, truss rod anchor member and striking member, all secured t0 Said draft sill.

3. ln a car underframe, a channel shaped center sill and a draft sill secured to said center sill outside the body bolster, in combination With a draft lug, truss rod anchor member and striking member, all secured to said draft sill.

4. In a car underframe, a channel shaped center sill and a draft sill secured to said center sill outside the body bolster, said draft sill being of greater depth than said center sill, in combination with a draft lug, truss rod anchor member and striking member, all secured tosaid draft sill.

In a car underframe, a channel vshaped center sill, in combination with a truss rod, a truss rod support secured to said center sill, a draft sill secured to said center sill, and a draft lug, truss rod anchor member and striking member all vsecured to said draft sill.

6. 1n a car underframe, a channel shaped center sill, in combination with a truss rod, a truss rod support secured to said center sill, a draft sill secured to said vcenter sill, said draft sill being of greater depth than the center sill, and a draft lug, truss rod anchor member and striking member all secured to said draft sill.

7. In a car underframe, ter sill extending beyond the bolster, an end sill, and draft sills extending from said end sill to the end portions of said center sul. a truss rod anchor member secured to a bolster, a vcensaid draft sill,H and a truss rod extending above the bolster, through the end sill and secured to said anchor member, a draft lug secured to said draft sill and a T-shaped striking member resting upon and .secured to the upper flanges of said draft sill.

8. 4ln a car underframe, a bolster, a center sill extending beyond the bolster, an end sill, and draft sills extending from said end sill to the end portions of said center sill, a T-shaped striking member resting upon and secured to the upper anges of said draft sill, a truss rod anchor member secured to said draft sill and to said striking member, and a truss rod secured in said anchor member.

9. In a car underframea bolster, a center sill extending beyond said bolster, a Adraft sill having a depth greater than the depth of said center sill, and whose lower portion extends below`the horizontal plane of the lower portion' of the center sill, and a tieA plate secured to the lower portions of the center sill and to the lower portion of the draft sill which extends below the horizontall1 plane of the lower portion of the center s1 g.

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

i. draft sill lapped past the end of and secured to the center sill, a top flange on said draft sill, said flange for a portion of its length beingl in substantially the same horizontal plane with the top flange of said center sill, and for the remainder of its'length being belowy the horizontal plane of said top flange, a bottom lange on sani draft sill, said flange being below the horizontal flange of the lower liange of the center sill.

l1. In a car underframe, a center sill, a draft sill lapped past the end of and secured to said center sill, said draft sill being of greaterdepth than said center sill, a top flange on said draft sill extending toward the centerline of the underframe for a portion of its length, and extending in an opposite direction from the center line of the ilnderframe for the remainder of its len Y l2. A draft sill of Z section for a portion of its length and of channel section for the remainder of its length.

13. A draft sill of Z section having a channel shaped end portion.

In testimony whereofl vaix my signature iny presence of two witnesses.

PETER PARKE.

Witnesses: I. J. TURNBULL,

R. C. GAILEY.