US1555942A - Bolster construction - Google Patents

Description

Patented Get. 6, 1925.

UITED STATES ROY E. CARTZD'AFNE-R, OF PASSAIC, NEW JERSEY.

BOLSTER CONSTRUCTION.

Application filed January 7, 1924.

To aZZ- y107mm t may concern.'

Be it known that I, Roi E. CARTZDAFNER, a citizen of the United States, and resident of Passaic, in the county of Passaic and State of New Jersey, have invented certain new and useful Improvements in Bolster Constructions, of which the following is a specification.

The invention relates to a body bolster construction constituting part of a car underfraine, particularly designed for use in logging and other cars where a rugged support is recuired for a bunk or similar transverse load supporting member.

The invention constitutes an improvement in known forms of bolster constructure where the body bolster proper vis centered on a` truck, supports a center sill, and the opposite sides of which engage bolster brackets which form cantilever extensions from opposite ends of the body bolster. In such known constructions the center sills which usually are, or` contain, wooden beams, are secured to A the outstanding brackets. rllhe position of these brackets relative to both the supporting bolster and to the supported bunk, are thus necessarily controlled by the width of the center sill. As these wooden center sills vary in width, it is not possible to provide'for a standard form of bolster to lit any of the usual characters of center sill.

Accordingly the primary object of the invention is to provide a simple form of fabricated bracket form of bolster structure which can be formed as a standardized unit, capable of receiving center sills of variable width and of various types, and which at the same time will provide a rugged construction for transmitting strains from the bunk or similar load carrying member directly to thevbolster and without necessity of utilizing the center sill as part of the strain transmitting means.

Broadly I attain this object by utilizing a form of fabricated bolster of the type which includes the body bolster proper and outstanding cantilever brackets, but which distinguishes from known similar structures in that there is no necessary connection between the brackets and the center sill. Differently expressed, the invention features a fabricated bolster which will provide a support for different types of center sills but which will be otherwise independent of the center sills.

Serial No. 684,725.

Another object of the invention is to provide, in a structure of the ltype outlined, a form of bolster bracket designed to give the maximum strength in those portions where distorting strains are most likely to develop and at the saine time to form a bracket which will be light in weight; which may be conveniently formed of a single casting and which will feature an economic disposition of the metal used to brace the casting against bending or breakage. y

An incidental object of the invention is to provide a bolster bracket reinforced as usual by integral webs, but in which these webs are disposed and arranged -to perform functions other than yreinforcing features, such as to provide elements of bearings, connectors for tie-rods, seats for side sills, and the like. l 1

Still another object of the invention' is to provide a bolster bracket which will provide a seat and spacing means for receiving the side sills and incidentally provide means for bracing the bracket against distortion vby strains originating in the side sills. l

Various other objects and advantages of the invention will be in part obvious from :Ln-inspection of the accompanying drawings and in part will be more fully set forth in the following particular ydescription of Figure l is a plan view looking down upon the central part and one end portion ofl a bolster constituting a preferred einbodiment of the invention. It is understood vone form of mechanism embodying my iny that the opposite end of the structure is a duplicate in reverse vorder of the end part illustrated; and

Figure 2 is a view inside elevation of the bracket parts shown in Figure 1. This ligure also shows in transverse section parts of an associated center sill and associated truck bolster. l

In the following description and in the claims, parts will be identified by specific naines for convenience of expression but they are intended to be as generic in their application to similar parts as the art will permit.

In the drawings there is shown a portion of a car body bolster l0 journalled as indicated at 11 in the truck bolster 12 and in other respects corresponding to theusual structure of these parts. The top surfacev 13 of the bolster has its outer ends recessed as shown at 1l to form bracket seats each with a flat top outlined at its inner end by an upstanding stop shoulder 15. The top of the bracket, between the shoulders, provides a space rdesigned to accommodate the center sill 16. It is understood that in the illustrated showing the center sill is of conventional construction. Obviously the top of the bolster may be iat or it may be designed to receive some particular form' of center sill.l In the form of the invention herein selected for illustration the center sill is of a three beam type and comprises a central wooden beam 17 and outer wooden beams 18 and 19. The center sill construction also includes outwardly facing metallic channel beams 20', 21 positioned between the center beam 17 and the outer beams 18 and 19 and spaced apart by the spacing plate 22 underlapping the beam 17. This metallic center sill reinforcing structure also includes a top plate 23 vconnecting the upper flanges of the channel beams and a bottom plate 24 similarly connecting the bottom flanges. l l

The central. portion of the upper face 13 of the bolster is slightly recessed to provide a seat 25 for receiving the metallic center sill reinforcement and outwardly of the seat 25 the upper surface of the bolster is formed flat to provide relatively narrow seats 26 and 27 respectively for the beams' 18 and 19.

Positioned at opposite ends of the bolster are brackets,- one of which 28 is illustrated. The pair of brackets coact to form cantileverI extensions' from opposite ends of the bolster. It a feature of this disclosure that each o-f the brackets' engages against its adjacent stop shoulder`15 and does not intentionally or purposely engage the center sill. For the purpose of bringing out this distinction the outer face 28 of the beam 18 is shown in the drawings to be spaced a material distance inwardly from the adjacent inner face 29 of the bracket to provide a wide gapl 30 therebetween.

The inner lower side ofthe bracket is firmly secured on its seat by bolts 31 and it is to be understood that this structure is otherwise designed to transmit strains through the metal parts of the bolster diH rectly to ythe truck bolster. The center sill is not necessarily a load supporting element.

The bracket includes a relatively wide rectangular' top plate 32 and is reinforced by a plurality of webs depending integrally from the undersideof the plate. One such web 33 extends longitudinally of the top plate and depends vertically from the longituc'linalcenter thereof. The inner portion of the web plate 33 is progressively enlarged at opposite sides to form abutments 34 and 35 which coact to providey a wide spreading engagement with the seat 14 at the outer end of the bolster and also to provide outturned flanges 36 for receiving the fastening bolts 31. The portion of the web plate 33 outwardly of the abutments 3a and 35 is formed of a depth greater than the depth of the inner end and the extreme lower end of this depending portion 37 is provided on opposite sides of the plate with laterally projecting and inverted T-shaped webs 88.

lThese webs are flat and continuous on their undersides and coact to form the upper element of an outside bearing. In this connectio-n it is understood that the outer under* side ends of the bolster are each made flat to form the upper element 39 of an inside bearing.

The web plate 33 is also provided on the side facing the center of the car with a pair of vertically extending and longitudinally spaced apart webs 40, which together with a bottom connecting web Ll2 coact to form an open top seat for receiving an end of a side sill 43. ln order to permit the convenient positioning of the side sills upon the seat, the portion of the top plate above the seat is cut-away to provide'an opening all. The web plate is also provided on opposite sides of the side sill seat with openings 15 and 116 for receiving the ends of the rods (not shown). The openings are outlined by ring bosses 47 extending integrally from the web plate 33.

The tops of the brackets form transversely spaced apart wide flat surfaces for receiving' a bunk 18' or other load supporting member. y

VVhere it is desired to support the bunk at its mid-length, the top of the center sills may be formed flat and leveled with the top of the brackets to provide a center support. v

In operation it will be understood that the bolster structure herein disclosed is fabricated by assembling the bolster' proper and securing the brackets in position as illustrated. The unit thus constructed is positioned on the truck bolster following conventional practice, after which the center sills are positioned and secured directly to the bolster in the space between the outstanding brackets. The center sill may be secured directly to the bolster proper by bolts inserted through the bolt holes 19 formed in the wide center portion of the bolster. The side sills which have had their ends fashioned to fit in the seats in the brackets are disposed in position and secured to the seat, if desired. The ends of the side sills abut against the web plate 33 and in this way the end sills act as spacing means for the bolsters at opposite ends of the car underframe. The load supporting member or bunk is positioned on thetop plates and fixed thereto to extend across the center sill. The bunk may be secured at opposite ends by bolts passed'through the bolt holes 50 formed in the top plates of the brackets and the parts ma7 otherwise be secured following conventional practice. The bunk may be secured tothe center sills, if desired, and in this way there is provided a support for the bunk continuous from end to end.

By means of a bolster construction of the type disclosed it is possible to design a cantilever form of bolster in which the brackets may be accurately located on the main bolster', and secured thereto in that preset position best suited to receive and transmit those shocks and strains which it is intended to receive and at the same time to accommodate between the brackets any of the usual size and form of center sills. This disclosure further features an economical disposition of the metal used to obtain strength with lightness in weight and the formation of an all-steel bolsterl structure which will coact with the wooden sills and other associated underframe structures to provide a rugged and easily manufactured car structure. y

lVhile I have shown and described, and have pointed out in the annexed claims, certain novel features of my invention, it will be understood that various omissions, substitutions and changes in the form and details of the device illustrated and in its operation may be made by those skilled in the art without departing from the spirit of the invention.

Having thus described my invention, I claim 1. In a car underframe, the combination of a car body bolster, a center sill supported v centrally thereon, brackets carried at opposite ends of the bolster, a bunk supported on the center sill and brackets, said brackets being in spaced relation to, and independent of, the center sill and said center sill substantially filling the space between the brackets and coacting with the brackets to provide a substantially continuous support for the bunk.

2. In a car underframe, the combination of a car body bolster, provided centrally thereof with a center sill supporting portion, and provided outwardly of said portion with a depressed portion forming a bracket seat, a bracket fitted to said seat and having its inner end projecting upwardly therefrom and extending above the center sill supporting portion and a bunk supported at one end on said bracket whereby strains on said end of the bu'nk are transmitted directly through the bracket to the body bolster.

8. In a car underframe, the combination of a car body bolster with its upper surface formed on each side of a medial plane with a sill beam supporting face and a bracket supporting seat, the inner end of said seat being defined by a stop shoulder for limiting the inward movement of the bracket on its associated seat and abracket on said seat.

4. In a car underframe, the combination with a car body bolster with its upper surface formed on each side of a medial plane with a sill beam supporting face and a bracket supporting seat, the inner endl of said seat being defined by. a stop shoulder for limiting the inward movement of the bracket on its associated seat, a center sill beam on said face, a bracket on said seat, the top of said beam and bracket being substantially in the same horizontal plane and adapted to have a bunk positioned thereon.

5. In a car underframe, the combination of a car body bolster providedy with an upper surface having a centrally positioned depression adapted to receive part of a center sill, having a flat portion adjacent the depression to form a support for another part of the center sill, and having a depressed outer portion constituting a seat adapted to receive a bolster bracket, and a bracket secured to said seat.

6. In a car underframe, a three beam center sill including ra metallic reinforcing structure with metal shapes positioned between the center beam and the two outer beams, a body bolster with its upper surface defined in part by a pair of .spaced apart flat seats supporting the two outer beams and defined between said seat with a slightly depressed portion for supporting the metallic reinforcing structure, brackets providing extensions from the outer ends of the bolster, and means for securing the brackets directly to the bolster and independentof the center sill.

7. In a car underframe, a three beam center sill including a metallic reinforcing structure with metal shapes positioned between the center beam and the two outer bea-ms, a body bolster with its upper surface defined in part by a pair of spaced apart flat seats supporting the two outer beams and defined between said seat with a slightly depressed portion for supporting the metallic reinforcing structure, brackets providing extensions from the outer ends of the bolster, and means for securing the brackets directly to the bolster and independent of the center sill, the top of the metallic reinforcing structure, the outer beams and the brackets being substantially in the same horizontal plane and adapted to provide a flat support for a bunk.

8. In a car underframe, the combination of a body bolster provided on the underside of its outer end with an element of an inside bearing and the upper .surface of which is provided at one end with a depressionv forming a seat having a stop shoulder defining its inner end, a bolster bracket having' its inner portion engaging said seat, and abutting said shoulder to prevent inward movement, means for securing the bracket to the bolster, and said bracket extending beyond the bolster and provided with a depending portion forming an element of an outside bearing in spaced relation to the inside bearing element provided by the bracket.

9. In a car underframe, a body bolster construction including a central member and outstanding brackets supported at opposite ends of the central member and constituting cantilever extensions projecting beyond the ends thereof, means for securing the brackets to the central member, said brackets being' spaced apart to provide a space therebetween for accommodating a center sill, a center sill supported directly on the central member, and having a width slightly less than the distance between the brackets and a bunk supported at its outer ends on the outer ends of the brackets.

10. In a car underframe, a body bolster having a wide horizontal central portion reducing outwardly in width to a relatively narrow end portion providing a bracket seat, a bracket including a relative-ly wide top pla-te and a depending web supported on the narrow end portion of the bolster and means for securing` the' bracket to the bolster.

11. In a car underframe, an all-steel bolster construction complete per se and independent of any sill structure, said bolster constructure being a fabricated unit and comp-rising a central member, a pair of brackets supported at opposite ends of the central member and providing cantilever extensions therefrom, fastening means securing the brackets to the central member, said brackets being spaced apart to provide a space for accommodating therein a center sill and the top of the center member facing said space constituting a seat for receiving the center .sill and said center member provided with bolt holes adapted to receive bolts for fastening the center sill directly to the central member.

12. In a car body bolster, the combination of a body bolster, a bracket secured to the outer end of the bolster and constituting a cantilever extension therefrom, said bracket including a top plate, a web depending centrally and longitudinally from the underside of the plate and transverselT e tending webs for bracing the plate laterally and a horizontally extending web connecting the transversely extending webs and coacting therewith to farm a seat for receiving a side sill.

13. In a car body bolster, the combination of a body bolster, a bracket secured to the outer end of the bolster and constituting a cantilever extension therefrom, said bracket including a top plate, a web depending centrally and longitudinally from the underside of the plate and transversely extending webs for bracing the plate laterally, the lower end of one of said transverse webs constituting the upper element of an outside bearing.

14. In a car body bolster, the combination of a body bolster, a bracket secured to the outer end of the bolster and constituting a cantilever extension therefrom, said bracket including a top plate, a web depending centrally and longitudinally from the underside of the plate and transversely extending webs for bracing the plate laterally and said longitudinal web provided with an opening for receiving a tie rod.

l5. In a car underframe, the combination of a body bolster, a bracket secured to one end of the bolster, said bracket including a top plate, said top plate recessed in spaced relation to its adjacent end to pro-vide an open top recess to receive a side sill, the unrecessed portion of the top plate being flat and providing a bunk support and means below the open top of the recess' and below the bunk support for supporting the side sill on the bracket.

16. In a car underframe, the combinationy outside bearing positioned directly below the seat.

17. In a car underfraine, a bolster bracket provided with a vertically disposed webplate having webs extending laterally from opposite sides thereof, certain of said webs forming a side-sill receiving seat on one side thereof and another of said webs formmg a bearing element said web-plate constituliing an abutment for the end of the side s1 18. In a car frame, a bolster bracket provided with a top plate, a. web plate increasing in depth from a point intermediate its ends towards one end, said end of increased depth depending therefrom, said plate provided with horizontal enlargements extending laterally from opposite sides thereof and forming a wide Spreading bottom adapted to be seated on a bolster.

19. In a car frame, a. bolster bracket provided with a top plate, a web plate depending therefrom, the inner end of said plate provided with lateral enlargements forming a wide spreading bottom of less length than the top plate and adapted to be seated on a bolster with the outer end of the bracket projecting beyond the bolster, said wide spreading bottom being provided with flanges for securing` the inner ends of the bracket to the outer end of the bolster.

20. In a car underframe, a bolster bracket provided with a top plate with one edge recessed to provide a center sill receiving opening, a Web plate depending integrally from the side of the recess and said web plate provided on opposite sides of the recess with tie-rod receiving openings.

21. In a car underframe, a bolster bracket provided with a long, rectangular top plate, a web plate depending integrally and longitudinally therefrom, the underside of said web plate being recessed to provide space to accommodate part of the truck bolster above the bottom of the bracket, and said web plate provided with a tie-rod receiving opening, and means integral with the web plate for reinforcing the recessed part of the same adjacent the opening.

22. An all metal bolster construction including a central member, a bracket constituting a cantilever extension from one endl thereof, the outer end of said bracket depending below the top of the central member to form an element of an outside bearing, means for locating the bracket on the central member with said element spaced outwardly from the same and means for securing the bracket in its located position.

23. A bolster construction including a body bolster provided with an element of an inside bearing, a bracket constituting a cantilever extension from the bolster, means for securing the bracket to the bolster, said bracket including a depending portion at its outer end in spaced relation to the inner bearing and constituting an element of an outer bearing.

24. A bolster bracket in the form of a single casting comprising a top plate, a longitudinally extending web plate depending therefrom and recessed on its underside to form an inner and an outer portion and reinforcing element-s extending integrally and laterally from both portions of the web plate, means for securing the bracket through one of said reinforcing elements on the inner portion to a bolster and one of the reinforcing elements on the outer portion and beneath the top plate constituting a means for receiving a longitudinal element of a car `underframe construction.

25. A bolster construction comprising a body bolster having a wide center portion constituting a center sill seat, and an end portion constituting a bracket seat and projecting beyond the bolster end, a bracket having a relatively narrow bottom portion resting on the narrow bracket seat and having a top plate substantially as wide as the center portion of the body bolster.

26. In a device of the class described, the combination of a bolster construction including a body bolster, a center sill carried thereby, a bracket secured to an end of the body bolster, the top of the bracket being level with the top of the center sill and said bracket having a depth at its inner end greater than the depth of the center sill.

27. In a device of the class described, the combination of a bolster construction including a body bolster, a center sill carried thereby, a bracket secured to an end of the body bolster, the top of the bracket being level with the top of the center sill and said bracket having a depth at its end adjacent the center sill greater than the depth of the4 center sill and a load supporting member resting on the bracket and center sill.

28. In a device of the class described, the combination of a bolster construction including a body bolster, va center sill carried thereby, a bracket secured to an end of the body bolster, the top of the bracket being level with the top of the center sill and the inner end of said bracket having a depth above the body bolster greater than the depth of the center sill, and a load supporting member resting on the bracket and center sill, and means for securing said member to the bracket independently of the center sill.

Signed at New York city in the county of New York and State of New York this 4th day of January, A. D. 1924.

ROY E. CARTZDAFNER.

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