US1256159A

US1256159A - Car construction.

Info

Publication number: US1256159A
Application number: US12959916A
Authority: US
Inventors: Allen E Ostrander
Original assignee: American Car and Foundry Co
Current assignee: ACF Industries Inc
Priority date: 1916-11-04
Filing date: 1916-11-04
Publication date: 1918-02-12
Anticipated expiration: 1935-02-12

Description

A. E. OSTRANDER.

CAR CONSTRUCTION.

APPLICATION 'HLED Nov. 4. 1916.

Patented Feb. 12, 1918.

A. E. USTRANDER.

CAR CONSTRUCTION.

APPucATmN FILED NOV-4.19.16. I

Patnted Feb.1 2, 1918.'

(SHEETS -SHEEF 2;

LII JLL Wm 2 m A AYlorizqy A. E'. OSYRAND ER CAR "CONSTRUCTION. APPLICATION FILED NOV. 4. !916.

Patented Feb. 12, 1918. 4 SHEETS-SHEEI a.

frzvntaiv' Alla/2E. Outlaw N. M

A. E. OSTRANDER.

CAR CONSTRUCTION, APPLICATION FILED NOV.4.1916.

Patented Feb. 12, 1918.

7720622501 dilrn Z fist/under 'view of one of the side sills or UNITED STATES PATENT OFFICE.

ALLEN E. OSTRANDER. 0F BIDGEWOOD, NEW JERSEY, ASSIGNOR T0 AMERICAN CAR AND FOUNDRY CQIV'IPANY, OF ST. LOUIS, MISSOURI, A CORPORATION OF NEW JERSEY.

GAR CONSTRUCTION.

Application filed November 4, 1916.

To all whom it may concern:

Be it known that I, Annex E. OS'IH.\}'D15R, residing at. Ridgewood, Bergen county, State of New Jersey, and being a citizen of the United States, have invented certain. new and useful Improvements in Car Construclion, of which the following is a full, clear, and exact description such as will enable others skilled in the art to which it appertains to ma he and to use the same, reference being had to the zurconi ninying drawings, which illustrate the preferred form of the invention, tlunigli it is to be understood that the invention is not limited to the exactde tails of cons'rructii-m shown and described. as it is obvious that various modifications there of within the scope of the claims will occur to persons skilled .in the art.

In said drawings:

Figure 1 is a partial plan view of the nnde-rfranie including the invention;

Figs. 2 and 2 represent, respectively, a c ntral vertical longitudinal sectional View hid a side. elevatioual view, in continuation of the disclosure of Fig. 2;

Fig. 3 is a transverse sectional view, the section being taken on line of Fig. 1 looking toward the bolster;

Fig. 4. is a transverse sectional view, the section being taken on line 4 '1 of Fig. 2-;

Fig. 5 is a. fragmentary view showing in elevation some of the parts in immediate proximity to the cross bearer of Fig. 4, which latter is shown in vertical section, the section being taken on line of Fig. 4;

Fig. 6 is an elevational view of a floor beam showing, in transverse section, one each of the center and side sills;

Fig. 7 is a. detached fragmentary sectional side rails;

taken on line l'-7 of Fig. 1;

Fig. 8 is an enlarged plan View of the liolster-center-filler-casting hereinafter re ferred to with fragments of the center and side sills and bolster attached thereto; and V Fig. 9 is a central longitudinal sectional view, the section being taken on line 9-9 of Fig. 8.

The object of the invention is to produce a railway car underfraine 0f the trusscd type, utilizing old railway rails for center and side sills and with holsters, draft sills and end sills of the conventional type.

The underframc is of a trussed typev com, prising, intermediate the bolsters, a plural Specification of Letters Patent.

Patented Feb. 12, 1918.

Serial No. 129,599.

.ity of railway rails, a plurality of truss rods and anchors therefor, with suitable struts c-ooperating therewith, together With. side sills in a plane higher than that of the center sills and preferably supported by cross bearers carried by the center truss formation intermediate the bolsters, thereby obviating the necessity for using truss rods, except within the zone of the center sill construe lion.

Referring to the parts, 1 indicates railway iails which may be, and preferably are. rails which have been so worn in service as to be condemned for use where originally contemplated. These old rails have been rerolled and placed in other service, but are commonly sold by the railroad companies for scrap, and, at scrap value, are more economical to use as herein shown and described than are rolled commercial shapes, such as channels. Zs. etc. Intermediate the bolsters and end sills the underframe may be said to be of conventional form comprising Z-shaped draft sills 2, endsills 3, diagonal braces 4 and draft sill cover plate 5, to gether with'suitable. striking castings 6 and connection brackets 7 and 8.

The bolster 9 is preferably of the built-up typo comprising diaphragms 10 of pressed metal extending from the zone of connection with the draft sills outwardly beyond the side sills 11. The diapliragnis '10 are providcd, with a circumscrihing flange 12 with which are conuectml the top and bottonr cover plates 13 and let, and also serve as a means for connecting to. the bolster the jacking plate 15.

The bolstercenter-fillcr-casting is of peculiar formation and will be hereinafter specifically described, though it will be noted that. said bolster-center-filler-casting 16 extends rearwardly, that is, toward the middle of the car, and is provided with brackets 17, in which are anchored the ends of the trussed rods 18, the

rails

1, 1, and the draft sills 2 being also connected With said fillercasting.

Intermediate the bolsters cross bearers 20 are provided.- vvliich cross bearers are practically combination queen posts and cross bearers and serve as means for contributing to the support of the center sills and the side .ills as follows:

The truss rods 18 support the struts 21 upon which in turn rest said ross bearers 20 to the bracket 17, before which comprise the filler-castings 22 which rest intermediate the struts 21 and the sills 1. Cooperating with-the filler-castmgs 22 are diaphragms 23 which extend outwardly from the sills 1 below and beyond the side sills 11. The cross bearers include one of said diaphragms 23 at each. side of the center sills and said diaphragms are connected by a top tie plate or cover plate 2 1 riveted to outstanding flanges 25 0 said diaphragms and are also connected by the compression member 26 which it will be noted is of angle form, having its vertical leg 27 riveted directly to the web of the diaphragm 23, the horizontal outstanding leg 28 of said angle 26 extending between the struts 21 and the 'filler'casting before referred to, and the rivets 29 extending through said flange 2,8, and through a flange 30 ofthe strut 21. The filler 22 1s provided with an outstanding flange 22 which rests in under, and 1s secured by direct rivet connection with, the

bottom flanges of the rails 1, as best shown in Figs. 4: and 5.

In addition to the connections described, the cross bearer is also connected with a vertical web 33 of the strut 21 by rivets 3 1, thereby providing a strut cooperating with the center sills having wing portions extending transversely of the car under the side .sills, so as to support portions of sand side sills intermediate the bolsters.

Intermediate the cross bearers, floor beams 35, of somewhat lighter construction, are employed, said floor beams includmg a compression member 36 comprising a commercially rolled angle member, a top plate 37 end fillers 38, which are riveted directly to the

members

36 and 37, and intermediate fillers 39 which are riveted to said

members

36 and 37, and are also connected With'the webs 40 of the rails 1 before referred to.

The side sills 11 may continue from end sill to end sill, though for convenience they are intermitted in proximity to the bolsters,

as shown, where saidrails are spliced.

Referring now to the bolster-centenfillercasting 16, it will be noted. that the usual ring pin socket 'is provided and vertical walls 51 extend upwardly at each side of the middle portion of said casting to serve as a means of connection for an inner portion of the draft sills 2,. which draft sills are 0on .nected by means of the rivets 52 with said vertical walls 51. Thecasting extends rearwardly of the bolster proper and in addition casting comprises a shelf 53 upon which rest the end portions of therails -1 and, extend ing parallelwith the Web portions 40 of said rails, said casting is PIOVlClBCl with integral ribs 54 which parallel and lie preferably in contact with said webs 40 so as to. perm-it a direct rivet connection between the rails 1 and said ribs 54;, as shown, and to stiffen the .to the best advantage to resist such frame,

referred to, said rearwardly extending bracket portion of said casting, a centre ly disposed vertically extending rib 5'5 is provided which rests between the rails I in the assembled structure. It will be noted that the ribs 54 are in approximate alinement with the line of great est bufling stresses and to utilize the rails 1 buffing stresses, said rails, comprising portions of the center sills, are positioned, as shown, in a plane relatively lower than the plane of the rails 11, comprising the side sills, it be ing understood that the neutral axis of the rails 1 is preferably alined with that portion of the draft sills which receives the maxi mum bufling stresses.

It will be noted that the outer end por; tions of the bottom flanges 40 of the rails 1, are'cut away, as shown in Fig. 1, where the draft sill 2 laps said rails. The object of this is to permit the rivet connection between the rails 1 and said draft sills 2, as shown in Fig. 1, and interposed between the draft sills and. the webs of the rails l are the members 54:, before referred to, but said members 54 do not extend inwardly as far as the draft sills, filler blocks 51? are provided which are interposed between the Webs of sills 1 and the inner extensions of the draft sills.

Bolted or otherwise secured to the side sills 11, are nailing strips upon which rest the outer ends of the floor 61, the said floor being supported intermediate the side sills by other nailing strips 62, as shown. The side sheathing 63 laps the nailing strip 60 and is secured directly thereto.

Bufiing and pulling stresses, are transmitted through a bufiing column comprising the draft sills, bolster-center-filler-casting and rails, and to assist said rails in support ing their proper proportion of the lading, truss rods extend from bolster to bolster, struts being interposed between said truss rods and the rails. The draft sills may vary but are preferably about twelve inches in depth, while the'rails are indicated as of conventional A. R. A, standard one hundred pounds per yard and of lesser depth. Vl l1atIclai1nis:

1. .In combination in a railway car undercenter sills of truss formation in cluding spaced railway rails, struts and truss rods; draft sills connected with said rails and a bolster-center-fillcr casting upon which rest end portions of said rails.

2. In combination in a railway car under- .frame, center sills of truss formation includ frame, Z-shaped draft sills, railway rails lapping said draft sills and comprising parts of center sills, a bolster part adapted to serve as an anchor for a truss rod and on which rest said rails and with which the rails and draft sills are directly connected.

4. In combination in'a railway car underfraine, bolsters, a-bmling column comprising draft sills of plate formation and rolled railway rails lapping and being connected with said draft sills intermediate said bolbeing sfecured directly to said chairs and ers only. V

In combination in a rallwayear underframe, draft sills, a bolster part lapped by said draft sills and railway rails with verti--- cally disposed webs and bottom flanges com prising parts of centeii sills lapping and being secured to said draft sills and bolster part, said rails being of less depth than said draft sills and being positioned vertically thereof at the draft sill portions that are adapted to receive maximum buffing stresses.

6. In combination in a railway car underframe, end sills and spaced bolsters, Z-shaped draft sills extending past said end sills and bolsters, railway rails comprising parts of center sills and an inwardly extending bolster part on which rest said rails and with which the rails and draft sills are directly connected. 4

7. In combination in a railway car underframe, end sills, bolsters and draft sills ex-- tending between and beyond said bolsters,

rails and truss rods lapping and being connected, respectively, with the lower portions of said draft sills and with extensions ofsaid bolsters below said rails.

- 8. In combination in a railway car underframe, end sills, bolsters and draft sills. the latter extending inwardly beyond said bolsters and a trussed center sill comprising spaced compression members and tension members lapping the inner extensions of said draft sills and being connected, respect tively, to said draft sills and to extensions of said bolsters ,below said compression rod therebelow, of sill compression mom-- bcrs resting on said chair, truss rods connected with said anchor below said compre sion member, and draft sills directly secured in said compression members and said chair.

11. In combinatirm in. a railway underfrnme, end sills, spaced body bolstels, each bolster being provided with an in wardly extending chair, draft sills extending from said end sills past said bolsters and trussed center sills terminating intermediate sa1d'-.bolters and comprising compression Hf" members resting on said chairs and being connected with said draft sills and truss rods connected to said chairs.

12. In combination in a underframe, end sills, body bolsters provided with chairs for center sill compression and tension members therebetween, draft sills extending from said end sills through and beyond said bolsters and being secured Etc said chairs, a center sill comprising spaced compression members secured upon said chairs and lapping said draft sills and trussar'ods secured at their ends directly to said chairs below the said compression members.

13. 'In combination in a railway car underframe, spaced center sills of truss formationincluding spaced compression 1nembers, struts and truss rods, draft sills connected with said compression members, and a bolster center filler casting upon which rest end portions of said compression menbers.

'14. Incombination in a railway car underframe, spaced body bolsters, center sills of truss formation including spaced rolled sections, struts and truss rods of less length than the distance between said bol sters. spaced SlClC sills in a plane higher than said center sills, draft sills lapping and being connected with said rolled sections and alined therewith, and an extension projecting from each bolster upon which rest end portions of said rolled sections.

15. In combination in a railway oar undcrframc, Z-shaped draft sills, center sill compression members lapping said draft sills, a bolster part adapted to serve as a seat for said compression members and as an anchor for a truss rod and draft sills connected with said -compression members and said seat.

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

ALLEN E. OSTRANDEIL Viitnesses:

L. V. Joros,

J. B. D. TnoMPsoN.

railway car