US1274113A

US1274113A - Car construction.

Info

Publication number: US1274113A
Application number: US17329717A
Authority: US
Inventors: Aaron N Warfield
Original assignee: Individual
Current assignee: Individual
Priority date: 1917-06-07
Filing date: 1917-06-07
Publication date: 1918-07-30
Anticipated expiration: 1935-07-30

Description

A. N. wARFl'ELD. CAR CONSTRUCTION.

APPLICATION FILED JUNE 7. l9i.

Pand July '30, 1918,

3 SHEETS-SHEET l.

A. N. WARFIELD.

Y CA-R CONSTRUCTION. APPLICATION mzzlyue 1. |911.

Patented July 30,1918.

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flomuf A. N. WARFIELD.

CAB CONSTRUCTION.

APPLICATION FILED :uns 1. 19u.

Patented July 30,

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` UNITED STATES BATENTOFFICE.;

i GAB, CONSTRUCTION.

Specication of Letters Patent.A

Patented July 3o, 1:9718.

Application filed .Tune 7, 1917. Serial No. 173,297.

To all whom it may concern.'

Be it known that I, AARON N. VARFIELD, a citizen of the United States of America, residing at London, in the county of Middlesex and Province of Ontario, Dominion of Canada, have invented certain new and useful Improvements in Car Construction, of which the following is a specification, reference being had therein to the accompanying drawings.

This invention relates to car construction, and has special reference to certain improvements in connection with the construction disclosed by my Patent No. 1,230,349, granted June 19, 1917, and my application led Oct. 23, 1916, lSerial No. 127,059, and allowed Oct. 18, 1917.

The present invention partlcularly relates to the underframing of the metallic railway car, either for steam or electric railways, and especially the underframing at the ends of the car,such underframing including the central box girder, transverse `enjd bolsters, bulk'heads, and platform extensions.

The oicial reports of recently wrecked steel passenger coaches attribute the crushing and buckling of theends of the coaches due to a lack of proper bracing, reinforcements, and disposal of structural elements to resist end thrust orcornpression, 'and it was found that while the vstructural elements were disposed to insure rigidity under normal conditions, that these same elements were susceptible to buckling under minimum end thrust or compression. The same reports found --the car construction otherwise faultyand my invention now aims to rectify such faults by a'car construction capable of withstanding many'times, the end thrust or compression so far encountered in wrecked cars, without increasing the weight ofthe car. To accomplish this, it has not been necessary to increase the weight or cross sectional area of structural. standard shapes, as channels, I beams or angle bars, but to dispose such structural elements and articulate the same so that buckling or distortion from any lateral direction is practically impossible.

The present invention includes many novel features that will be apparent to those conversant with metal car construction, andreference will now be had tothe drawings, wherein Figure 1 is n. plan of the under framing of an end of a car, showing head and side walls in section; f

Fig. 2 is an ,enlarged plan of an `end bolster, partly broken away `and partly in section; c f

Fig. 8 is a cross sectional view taken on the line III-IIIv of Fig. 1, .showing the endrv bolster in elevation; Y j Fig. 11 is across sectional view taken on the line IV--IV of Fig. 3; f Y

Fig. 5 is a longitudinal sectional view taken on the line 'V-V of Fig. 1, showing the-central longitudinal'box girder in elevation, and g Y Fig. 6 is a cross sectional-view taken on the line VI-VI of Fig. 1, showing a `por, tion of the bulk head.

Reference will first be had vto the central longitudinal box girder constituting the backbone of the car, this girder, together' with the underframing ofthe car body, `Vbeing susceptible to all the impact under ab-I normal conditions.v The girder extends throughout the lengthofthe underframing and consists of I beams 1 connectedby top and bottom plates 2 and' 3 respectively. These top and bottom'plates are onlyk discontinued where much heavier reinforcing or gusset plates are used inlieu thereof, par-V ticularly 'bolsters and transverse lbeams or members ofthe underframing. Where bolsters are to straddle the box girder the bottom plate 3 abuts a bottom center plate and is riveted or otherwise connected to the I beams 1 of the girder. Y c f Each bolster comprises-transverse webs 6 disposed in parallelism with thelower edges thereof cut away,as at 7, so that thewebs may straddle the boxgirder and be held relative thereto. At the box girder, the outer sides of the webs 6 are connected to the IA beams by angle brackets 8, and the confronting walls of thewebsvare connected to the I. beams 1 by angle brackets 9,y as best shown in Fig. 2. VA#ingle bars 10 also connect the outer sides of the webs`6 tothe top plate 2.

The lower edges ofthe webs 6, `at Ithe .inner and outer sides thereof, are. provided with angle bars 11, extendingfrom the bottom centery plate 5, to the outer ends ofthe webs 6, and these angle bars are connected by a bottom cover plate 12 extending .under the plate 5 and protruding fromthe ends of `the webs 6, as best shownit Fig.r3. Thebottom cover plate 12 at the box girder, is reinsoA tofore mentioned.

forced by another bottom plate 13, the reinforcing plate 13 cover plate 12, angle bar's 11, connecting the lower edges of the webs G to the box gir-der so as to resist crushing of the girder due to loads on the ends of the girder. To prevent breaking of the bolster at that point where it straddles the box girder, the upper edges of the webs 6, at the confronting sides thereof, are provided with channel bars 14 throughout the length thereof and these channel bars, together with angle bars 15 at the outer sides of the webs 6, are connected to top or cover plate 17 havin a central reinforcing plate 18. The channel bars 14, angle bars 15,

plates

17 and 18 cooperate with the angle bars 10 in reinforcing that part of the bolster straddling the box girder, s0 that said bolster will not be weakened by being cut away, as at 7, to straddle the box girder. 4

Resting on the protruding ends of the bottom cover plate 12 and connected thereto are web plate side girders forming the subject matter of my Patent No. 1,230,349 here- As an instance of such construction, there is a bottom member 19 supporting a wall 2O having the lower'. edges thereof connected to the member 19 by

angle bars

21 and 22. The top cover plate 17 of the bolster abuts the wall 20 and is connected thereto by angle bars 23 and .24. An outside plate 25 stilfens the wall 20 at the end of the bolster, as clearly shown in Figs. 2 and 3. The outer and inner sides of the webs 6 of the bolster are also connected to the angle bar 22 by angle brackets 26.

The sideplate girders of t-he car are connected by

transverse channel members

27 and 28 on the central box girder and connected to the transverse member 28 is a bottom bulk head plate 29 provided with an opening 30 to receive the central box girder. The same rivets or fastening means holding the bottom bulk head plate 29 in engage ment with the transverse member 28 also holds the lower` edges of bulk head plates 31, havingthe vertical inner edges thereof reinforced by vertical angle bars 32 and the if'erticalou'ter edges thereof connected to the side web plate girders by

angle bars

33, 34 and 35, the angle bars 33 extending on to the bottom bulk head plate 29, and connected thereto, as best shown in Fig. 6.

Between the bolster and the transverse member 27 and between this member and the transverse member 28 are longitudinally alining channel members 36 connected to the bolster and the

members

27 and 28 by angle brackets 37. Riveted or otherwise connected to the upper flanges of the

members

27, 28, and 36 is a large impact plate 38, having the side edges thereof connected to the angle bars 24, and the inner transverse edge thereof connected to the angle bar 15 of the bolster, this bar having the lateral flange thereof protruding from undef' the cover plate 17, as best shown in Figs. 2 and 5. The impact plate 38 provides a lateral solid truss member between the bulk head, bolster and side web plate girders. Further stiffening the end of the underframing are angularly disposed braces 39 extending through the lower bulk head plate 29 and connecting the side web plate girders to the outer ends of the I beams 1 of the box girdcr. The protruding ends 0f the central box girder support

transverse platform members

39 and 40, the former being shaped to conform to the end contour of the car body or platform. The

transverse platform members

39 and 40 are connected by longitudinal channel members 41 and longitudinal channel members 42 connect the transverse platform memberV 39 to the bulk head.V

transverse angle bars 45 carried by the bulk;

head. The platform plate 44 is in reality a continuation of the impact plate 38 and the manner of articulating the platform structure relative to the end bolster is such as to distribute stresses and strains and resist the maximum impact to which steel railway cars have so far been subjected.

The above is an outline of the principal structural features of the car underframing, and mino-r angle brackets, braces and gusset plates have not been included. The preferred structural elements have been shown and described, and it is to be understood that the construction and arrangement of such elements are susceptible to such changes as fall within the scope of the appended claims.

llVhat I claim is 1. An underframing 'for cars, comprising a box girder, side web plate girders, a bolster straddling said box girder and connected to said side girders, transverse members on said box girderV connecting said side girders, and an impact plate connecting said side plate girders, said transverse members and said bolster.

2. An underframing for cars, comprising a box girder, side web plate girders, a bol-y ster straddling said box girder and connected to said side girders, transverse members on said box girder connecting said side girders, a bulk head carried by said box girder and one of said transverse members and connected to said side girders, and a horizontal disposed impact plate connecting said side girders, said transverse members and said bolster.

3. An underframing for cars, comprising a box girder, side web plate girders, a bolster on said box girder and connected to said side girders, transverse members on said box girder connected to said side girders, transverse platform members on said box girder, a horizontal impact plate connecting said side girders, said transverse members and said bolster, and horizontal platform plate connecting said transverse platform members and in a plane with said impact plate.

et. An underframing for cars, comprising a box girder, side web plate girders, a bolster on said box girder and connected to said side girders, transverse members on said box girder connecting said side girders, a bulk head carried by said box girder and one f said transverse members and connected to said side girders, transverse platform members on said box girder, a horizontal platform plate connecting said transverse platform members to said bulk head, and an impact plate connecting said side girders, said transverse members and said bolster.

In car construction, a box girder, abottom bulk head plate thereon, a transverse member on said box girder connected to said bottom bulk head' plate, side bulk head plates connected to said bottom bulk head plate and said transverse member, a platform plate at one side of said bulk head, and an impact plate at the other side of said bulk head. Y

6. In car construction, a box girder, a bottom bulk head plate thereon, a transverse member on said box girder connected to said bottom bulk head plate, side bulk head plates connected to said bottom bulk head plate and Vsaid transverse member, a platform plate at one' side of said bulkhead, transverse platform members on said box girders supporting said platform plate, a bolster, and animpact plate connecting said bulk head and said bolster.

7. In car construction, a central girder, side girders, and a bolster straddling said central girder and connected to said side girders and comprising webs having inner and outer sides connected to said central girder, top and bottom cover plates for said Webs, and reinforcingplates for said cover plates at said central girder.4

In testimony whereof I aix my signature in the presence of two Witnesses.

AARON N. WARIELD.

Witnesses:

ANNA M. Donk, KARL H. BUTLER.v

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

Wuhilgtomll.