US1368680A

US1368680A - Railway-car underframe

Info

Publication number: US1368680A
Application number: US355232A
Authority: US
Inventors: Allison John
Original assignee: PITTSBURGH STEEL FOUNDRY COMPA
Current assignee: PITTSBURGH STEEL FOUNDRY Co; PITTSBURGH STEEL FOUNDRY COMPA
Priority date: 1920-01-30
Filing date: 1920-01-30
Publication date: 1921-02-15
Anticipated expiration: 1938-02-15

Description

I. ALLISON.

RAILWAY CAR UNDERFRAME.

APPLICATION FILED JAN- 30. I920- 1,368,68@m Patented Feb. 15, 1921.

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WITH ESSES J. ALLISON.

RAILWAY CAR UNDERFRAME.

APPLlCATlON FILED JAN. 30. 1920.

Patented Feb. 15, 1921.

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FIGS- FISH:

FIEL'7- IN VENTO R WITNESSES 'plex type, havin UNITED STATES PATENT, .OFFICE.

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To all whoma't may concern:

Be it known that 1, JOHN ALLISON, a citizen of the United States, and aresident of Dravosburg, in the county of Allegheny and State of Pennsylvania, have invented a new and useful Improvement in Railway-Car Underframes, of which the following is a specification. i

This invention relates to railway car underframes, and more particularly to the draft rigging device and connection of the same to the body bolster and car sills. The object of the invention is to provide a construction in which the draft sills and the center sills between the body bolster are in the samehorizontal plane and connected together to provide a continuous column to resist draft and bufling stresses in practically a straight line and in which the stresses in both directions are transferred to the body bolster.

In the accompanying drawings Figure 1 is a plan view of the end portion of an und'erframeembodying the invention; Fig. 2 is a central vertical longitudinal section therethrough; Fig. 3 is a transverse section on the line 3-3, Fig.1; Fig. 4 is a lan view of the center connecting member, ig. 5 is a transverse section on the line 5-5, Fig. 4; and Figs. 6 and 7 are respectively longitudinal sectional and plan views showing a modification.

n the drawings 1 indicates the center sills consisting of two rolled channel beams placed parallel with their webs vertical and anges projecting outwardly, and connected by the top cover plate 2. This sill extends continuously between the two body bolsters. The bodybolster 4 illustrated is of the Simcontinuous top and bottomplates 5 an 6 united by vertical web portions .7 of flanged shape and ta ring from thecentersills toward their en s.

The draft beams 12 are shown as steel castings, having. vertical webs and top flanges 14 and bottom flanges 15, and provided with lugs 16 for the follower plates of the draft rigging, and their outer ends provided with seats 17 for supportin the end sill and buffer block, which are s own as of wooden construction. The particular underframe illustrated is for supporting a floor on longitudinal stringers, such as is used in box-and similar cars, and in which the sills and stringers are supported interwhich are connected res ectlvel I Specification of Letters Patent. Patented Feb, 15 1921 Application filed January 30, 1920. Serial No. 855,282.

mediate their ends b truss rods. This is only one form to w ich the invention is applicable.

he draft beams 12 lie in the same horizontal plane as the channel center sills 1, and both the draft beams and center sills abut against the bolster and are of the same vertical height as the bolster. The draft 81115 are connected to the bolster and to the center 8111s at the top b means of the cover plate 2 which is exten ed across the top of the bolster and is riveted through the top cover plate and top flan es of the web members of the bolster by rivets 18 and extends beyond the bolster and overlaps and is riveted to the top flanges 14 of the draft sills by means of rivets 19. At the bottom the draft beams are connected to the center sills and bolster by a special casting which may also form the center bearing plate. As shown in 1 to 5 the casting has a port1on form1ng the center plate 22 and has portions 23 projectin forwardly and rearwardly thereof, sai projecting portions being provided with horizontal flanges 24 which are connected by means of rivets 25 to the bottom flanges 15 of the draft sills and the bottom flanges of the center sills 1, and also with

vertical flanges

26 and 27 by rivets 28 to the webs of the raft si ls and the webs of the center sills.

This forms a very secure connection and provldes a rigid structure in which the draft sills are practically continuations of the cen 'ter sills and; lie in the same plane therewith, so'that all tuggin and bufling stresses are exerted in a straig t line from end to end of the car. Furthermore the inner ends of the vertical flanges 26 on this connecting member abut against the forward and rear edges of the bolster. As a consequence the bufling stresses in both directions are transferred to the body bolster and exert no ma-.

terial shearing stress upon the connecting rivets. The result is thatthis underframe structure is able to resist to a maximum the stresses which are exerted upon the draft members, and transfers'said stresses directly to the body bolster and largely relieves the connecting rivets. Consequently there is less danger of failure than with the ordinary car underframe structures.

Figs. 6 and 7 show a modification in which the bottom connecting plate 23 is provided with an opening 22. large enough to fit over the center bearing plate 22", thus allowing of the use of special or standard center bearin plates. I

I claim:

1. In a car underframe, the combination of a body bolster, center sills, draft sills, and an integral bottom connecting member having upwardly projecting longitudlnal flanges forwardly and rearwardly of the body bolster and abutting the same, said flanges being secured to the central sills and draft sills respectively.

2. In a car underframe, the combination of a body bolster, center sills, draft sills, and an integral bottom connecting member forming a center bearing plate and having upwardly projecting longitudinal flanges forwardly and rearwardly of the body bolster and abutting the same, said flanges being secured to the center sills and draft sills respectively.

3. In a car underframe, the combination of a body bolster, rolled flanged center sills,

- flanged draft sills, and an integral bottom connecting member provided forwardly and rearwardly of the body bolster with longitudinal horizontal and vertical flanges, the horizontal flanges being connected to the bottom flanges of the center sills and draft sills respectively and the vertical flanges abutting the body bolster and connected to the webs of the center sills and draft sills respectively.

4. In a car underframe, the combination of a body bolster, flanged center sills, flanged draft sills, and an integral bottom connecting member forming a center bearing plate and provided forwardly and rearwardly of the body bolster with longitudinal horizontal and vertical flanges, the horizontal flanges being connected to the bottom flanges of the center sills and draft sills respectively, and the vertical flanges abutting the body bolster and being connected to the webs of the center sills and draft sills respectively.

5. In a car underframe, the combination of a body bolster, flanged center sills, flanged draft sills, all lying in the same horizontal plane, a cover plate for the center sills extending across the body bolster and overlapping the ends of the draft sills and connected to each, and an integral bottom connecting member having upwardly projecting horizontal flanges forwardly and rear-- wardly of the body bolster and abutting the same, said flanges being secured to the center sills and draft sills respectively.

In testimony whereof, I have hereunto set my hand.

JOHN ALLISON. Witness:

V. E. GRIFFIN.