US1561488A - Railway car - Google Patents

Description

Nov. '17, 1925. 1,561,488v

H. W. SANFORD RAILWAY CAR Filed Devo. 5, 1923 1 I I l l I I I l l l I l .vl

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Nov. W, i925 H. W. SANFORD RAILWAY CAR I Filed Deo. 3, 1923 3 Sheets-Sheet 2 New.A 17 1,925-

H. W. SANFORD RAILWAY CAR Filed Dec. 5, 1923 3 Sheets-Sheet 5 mq* mn..

.Wm N.

Patented Nov.v 17, 1925.

UNITED STATES HUGH W. SANFORD, OIF KNOXVILLE, TENNESSEE.

RAILWAY CAB.

Application led December 3, 1923. Serial No. 678,311.

To aZZ whom zt may concern;

Be it known that I, HUGH W. SANFORD, a citizen of the United States, residing at Knoxville, in the county of Knox and State of Tennessee, have-invented a new and useful Improvement in Railway Cars, of which the following is a specification, reference being had to the accompanying drawing.

My improvement relates particularly to mine cars which are to be turned or tilted bodily for the discharge of the contents of the car.

One object of my invention is to produce a mine car which is adapted to be turned or tilted for the discharge of its contents, as above stated, and which has its floor or bottom low relative to the track, in order that for a given head room the car will hold a maximum load, and, for the sake of greater stability of the car on the track, carry the load close to the track rails.

A further `object of the invention is to produce a car which possesses flexibility allowing partial twisting or flexing of the car frame to permit one axle of the car to incl-ine out of the horizontal plane of the other axle, in order that all the wheels of the car may at all times bear'fully upon the track rails, notwithstanding irregularities in the height of the rails. tion it is to be remembered that the axles ofy many cars of this type are not swiveledbut resty in bearings which are fixed on the car bod and' in this connection it is further to lie remembered that in mining practice the track rails are usually not level nor well supported, a large part of the trackage` being temporary and constructed and maintainedv with the least labor. And it is also to be noted that whenever one wheel of such a car does not rest well on the track, that car is apt to leave the track and thus wreck itself and the train of which it forms a part. To these ends, the car, in its preferred form, includes strong lend sills and strong side sills, and two axles, and a floor or bottem, the side sills having their ends joined tothe end sills'and said four sills forming a frame of amplef'strength for resisting all strains, including `the Vwei ht of the load, end thrust, andlongitudina train pulls, and the axles beingcombined with lthe side sills above the bottom of said sills, and the major part of the oor being below the level of the axles and the Hoor or bottom being -so supported as to, give thecar frame formed In 'this connec? by the end sills and side sills such exibility as will permit the twisting of the frame to alloT the wheels to remain in engagement with the track rails, although there are irregularities in4 the track, as above. mentioned.

The major feature of the supporting of the bottom is the attachment of the ends of the bottom to the end sills, the side edges of the bottom being free or substantially free from the side sills. A secondary .feature of such supporting consists in -engagement between the bottom and the axles of the car whereby arts of the bottom are supported by the ax es.

In the accompanying drawings,

Fig. 1 is a side elevation of a mine car embodying my improvement, parts being broken away;

Fig. 2 is a planof the same car, parts being broken away;

Fig. 3 is a lan showing the end sills and side sills combined to form the frame of the car, with two axles applied to said frame;

Fig. 4 is an elevation of one end of said frame;

Fig. 5 is an upright longitudinal" section on the line, 5--5, of Fig. 3, the bottom plates having been applied;

Figs. 6 and 7 are detail views illustrating the manner of joining the end sills and the side sills;

Fig. 8 is an .upri ht transverse section along the line,8-8, o? Figs. l and 2, looking toward the right;

Fig. 9 is an upright transverse section on the lines 9 9, of Figs. 1 and 5, looking toward the. right;

Fig. 10 -is an upright section on the line, 10--10, of Figs. 1 the left;

Fig. 11 is a transverse section on the line, 11-11, of Fig. 5, looking toward the left;

Fi 12 -is a transverse upright section on the line, 12-12, of Fig. 5, looking toward the right;

Fig. 13.is an uprifght longitudinal section.

of a form different Fi 5;'

i 14 is a similar detail section of still anot er form.

Referring first to Figs. 1 to 12, inclusive, A, A represent end sills each having a bumper, A1, projecting outward .therefrom and said sills having a draw bar element, A2.l also projecting outward from the end sills rom the form shown by and '5, looking towardv `A", and gusset stifl'eners, A5, all preferably formed of one integral casting.

The aforesaid bumper, A1, is swelled outward as indicated'by the drawing, and immediately over the central portion of the bumper is lthe aforesaid draw bar element, A2, provided with a coupling pin opening, A", which is directly over a similar opening, A7, of the bumper, a space being left between the draw bar element, A2, and the bumper, A1, for the reception of a coupling link, the

coupling pin being designed to drop through the openings, A6 and A7.

The corner stiifeners, A4, which have been described as being part of the integral casting, are to be securely riveted to the longitudinal or side sills, B, the sills being slotted as shown at B1 to afford space for the gusset stieners, A5.'

The side sills, B, are to be so heavy as to malle them amply strong to resist downward strain 0r drooping and to resist endwise thrust and also train pull. At the same time, the frame consisting of the side sills and the end sills must possess sufficient flexibility to allow the axles to incline independently of each other, whereby the car wheels at the same side'of the car are allowed to assume different levels to conform to variations or irregularities in level of the track on which the car runs.

The two axles, C, are arranged transversely to the side sills and rest in bearings, C1, secured to the side sills b bolts, C2. ln the form shown in the drawings, said bearings extend through 'the side sills and comprise a plate bolted flatwise to the outer sides of the side sills. On each end of each axle is a track Wheel, C3. This arrangement brings the axles above the level of the lower edges of 'the side sills. A sleeve, C4, surrounds each axle at its middle and aids in supporting the bottom'structure, as will appear further on. The axles and the axle bearings and the axle sleeves together form axle structures.

Between the rear end sill and the rear axle, C, and the rear parts of the side sills, B, is a door plate, D. rlhe rear part of said plate is at the level ofi/the lower edges of 'the side sills. The forward part of said plate extends obliquely upward and across the rear axle, and then downward in front of that axle nearly to the level of the side sills.

rlhe rear edge of said plate. is 11p-turned to forman upright flange, D1, which rests against the inner face of the rear end sill and is secured thereto by rivets, D2. A middle floor plate, D, extends from the forward end of the plate, D, forward and across the forward axle, C. The rear part of theplate, D, extends along the level of the lower edges of the side sills. Then said plate extends obliquely upward and forward across the forward axle, C, and thence downward nearly to the level of the lower edges of the side sills. The rear end of the plate, D3, is upturned to form a flange, D1, which under-laps the forward edge of the plate, D. Straps, D5, are placed below the axle bearings. C1, and the axle sleeve, C4, in position to bear against said bearings and said sleeves while the plate, D, rests ou said bearings and said sleeves. The forward ends of said straps under-lap the rear face of the flange, D4, of the middle floor plate. D3. Rivets, D", extend through the rear ends of said stra s and the plate, D, and rivets, D1, extend tlirough the forward ends of said straps and the flange, D4, and the forward edge of the plate, D.

A front floor plate, D8, extends from below the forward edge of the middle bottom plate forward at the level of the lower ed es of the side sills and then upward and obiquely forward to approximately the level of the upper part of the end sill. The rear end of the plate, D8, has an upwarddirected flange, D9, which under-laps the front edge of the middle bottom plate, D3. Straps, D5, are applied to the meeting ends of the plates, D3 and D8, in the same manner as such straps are appied to the free ends of the bottom plates, and D3, as already described. The forward edge of the plate, DB, is turned downward to form an outwarddirected flange, D1", which bears against the rear face of the forward end sill and is secured thereto by bolts or rivets, D11

The three bottom plates are wide enough to extend fromv one side sill to the other; and the side edges of said plates have upwarddirected flanges, D12, which stand close to the inner faces of the side sills. But thel flanges, D12, are not secured to the side sills, and said plates are not otherwise secured to the side sills.

rlhus we have a bottom or bottom structure which has its ends attached to the end' sills and is free from 'the side sills and rests on the axle lstructure, the axles and the axle bearings being regarded as together forining axles structures. rl"he tendency of the bottom is to bear downward. Hence the middle parts of the bottom structure normally rest on the axle structures. The straps, D5, serve to resist tendency to upward movement of the bottom structure when the car is jolted or tilted'. ln lFig. 13, the straps are omitted and the rear edge of the next for ward plate is extended backward under the axle structure to prevent the floor structure vfrom rising.

ln Fig. lei, the straps and such rearward extension of the next forward plate are both omitted, whereby the middle parts of the floor structure are free to rise.

l In these several forms, the

serve to til@ From the foregoin it will be seen that in these several forms t e ends of the bottom structure are secured to the end sills and that the side edges of the bottom structure are free from the side sills.. Thus the frame formed by the side sills and the end sills is to the least extent restrained from flexing or twisting to allow all the four wheels of the car to bear fully upon the track rails, whereby danger of derailing the car is reduced to a minimum.

upward-directed side dangers, Dim, of the bottom plates prevent leakage of coal along the side sills.

While theAv-caimabove described may be used for sidewise dumping, it isespecially designed for discharging from the front end, as by use of a forward tilting tipple. To allow coal to pass over the axles,l the forward parts of the first and second bottom plates are made to rise obliquely; and to allow the coal to pass over the front end sill, the forward part of the forward bottom plate or section is made to rise approximately to the height of said end sill. lin another application for Letters Patent, executed by me of even date herewith,l the entire bottom structure is below the axles and approxi mately at the level of the lower edges of the side sills, and the side edges of gthe bottom structure are free from Vthe side s1lls.

Placing these bottom structures low permits taking a lar er load for a given track head room and brings the load closer tothe track, whereby greater stability is given to the cars.

From the foregoing description it will be seen that further variations of the structure may be made, the structure yet comprisinga car frame having ends and sides and the structure comprising further a bottom/f or door secured to the frame ends and free from the frame sides, whereby the frame sides are allowed the largest degree of free; dom for dexibility.

l claim as myinvention,

l. ln a car of the kind described, the combination of a frame, axles transverse to the length of the frame and located above the lower edges of ythe frame sides, a bottom plate structure supported by the frame ends and the axle structures and parts of. said bottom late structure being at approximately t e level of the lower edges of the frame sides and other parts rising to the level of the axles and the forward frame end, and said bottom structure being substantially` free from the frame sides, whereby the frame isgivenfreedcm for flexing or twisting, substantially as described.

2. ln a car of the kind described, the com- .bination of a frame, axles transverse to the ylength of the frame and located above the lower edges of the frame sides, a bottom plate structure having flanged edges and being supported by the frame ends and the a e structure and parts of said bottom plate structure being at approximately the level .of the lower edges of the frame' sides and other parts rising to the level of the axles and the forward frame end and said bottom structure being substantially free from the frame sides, whereby the frame is given freedom for Hexing or twisting, substantially as described.

3. ln a car of the kind described, the combination of a frame, axles transverse to the length of the frame and located above the lower edges of the frame sides, abottom plate structure having flanged end edges and eing supported by the frame ends and the axle structures and parts of said bottom plate structure being at approximately the level of the lower edges of the frame sides and other parts rising to the level of the axles and the forward frame end and said bottom structure being substantially free from the frame sides, whereby the frame is given freedom for flexing or twisting, substantially as described.

l. ln a car of the kind described, the combination of a frame, axles transverse to the length of the frame and located above the lower edges ofthe frame sides, a bottom.

' scribed.

5. In. a car of the kind described, the conn bination of a frame, axles transverse tothe length of the frameand located above the lower edges of the frame sides, a bottom plate structure comprising a plurality of plates and being supported by the frame ends and extending across and resting on the axle structures, and parts of said bottom plate structure being at a proximately the level of the lower edges of) the frame sides and other partsrising tothe level of the axles and the forward frame end and said bottom structure being substantially free from the frame sides, whereby the frame is given freedom for flexing or twisting, substantially as described.

6. ln a car of the kind. described, the combination of a frame, axles transverse to the length of `the frame and located above the lower edges of the frame sides, a bottom plate structurel comprising a plurality of plates meeting each other at the axles and supported by the frame ends and extending across and resting on the axle struclil() llt) tures, and parts of said bottom plate structure being at approximately the level of the lower edges of the frame sides and other parts rising to the level of the axles and the forward frame end and said bottom structure being substantially freefrom the frame sides, whereby the frame is given freedom for flexing or twisting, substantially as described.

7. In a car of the kind described, the combination of a frame, axles transverse to the length of the frame and located above the lower edges of the fra-me sides, a bottom plate secured by its rear edge to the rear frame end at approximately the levelof the lower edges of the frame sides and having its forward end at the height of and supported by the rear axle structure, and a second plate extending from and su ported by the rear `axle at approximately the level of the lower edges of the frame sides and extending to the height of and supported by the forward axle structure, and a forward bottom plate extending from Aand supported by the forward axle structure at approximately the height of the lower edges of the frame sides and having its forward end at approximately the height of the forward frame end and secured to said end, Aand the side edges of said plate being substantially free from fthe frame Sides, whereby the frame is given freedom for flexing or twisting, substantially asy described.

8. In a car of the kind described, the combination of a frame, axles transverse to the length ofthe frame and located above lthe lower edges of the frame sides, a bottom plate secured by its rear edge to the rear frame end at approximately the level of the lower edges of the frame sides and having its forward end at the height of and snpported by the rear axlestructure, and a second plate extending from andsupported by the rear axle', at approximately the level of the lower edges of the frame sides and extending to the yheight of and supported vby the forward axle structure, and a forward bottom plate extending from and Supported by the forward axle structure at approximately the height of the lower edges of the frame sides and having its forward end at approximately the height of the forward frame end and secured to said end, and the side edges of said plate being upturned and substantially free from the frame sides, whereby the frame is given freedom for flexing or twisting, substantially as described.

9. In a 'car of the kind described, the combination of a frame, axles transverse to the length of the frame, and a bottom structure .comprising three plates each having its rear end lower than the axles and the forward ends of the rear and middle plates rising to the height of the axles and the forward end of the forward plate rising to the height of the forward frame end and the meeting ends of said plates being joined to each other, and the rear end of the rear plate being joined to the rear frame and the forward end of the forward plate being joined to the forward frame end, and the side edges of said plate being substantially free from the frame sides, whereby the fra-me is given freedom for flexing or twisting, substantially as described.

10. In a car of the kind described, the combination of a frame, axles transverse to the length of the frame and supporting the frame sides, a bottom late structure supported bythe frame en( s, and extending below the level of the frame ends and rising to approximately the level of the axles and the level of the forward frame end and said bottom plate structure having its side edges substantially free from the frame sides, whereby the frame is given freedom for flexing or twisting,'substantial- 1y as described.

I-n testimony whereof I have signed my name, this 28th day of November, in the year one thousand nine hundred and twentythree.

HUGH W. SANFORD.

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