US1741897A

US1741897A - Body bolster

Info

Publication number: US1741897A
Application number: US268726A
Authority: US
Inventors: William E Wine
Original assignee: Individual
Current assignee: Individual
Priority date: 1928-04-09
Filing date: 1928-04-09
Publication date: 1929-12-31
Anticipated expiration: 1946-12-31

Description

Dec. 31,1929, w. E. WINE 1,741,897

' BODY BoLsTER Filed April 9, 1928 2 Sheets-Sheet l W E. WINE BODY BOLSTEB Dec. 3l, 1929.

Filed April A9, 1928 2 SheetsFSheei'.- 2

Patented l Dec. 3,1, 1929 y WILLIAM E. WINE, F TOLEDO, OHIO BODY BOLSTEB .ippumipn` med April e,

My invention relates to body bolsters for railway cars, and has for one of its objects, the production of a body bolster of simple and rugged construction capable of effectivej ly withstanding buiiing shocks transmitted to it from the car center sill.

A principal feature of the invention resides in providing a. body bolster, adapted to be secured to opposite sides of the car center sill, with a substantially vertical web and with a flange projecting on opposite sides of the latter adjacent the lower edge thereof, the flange beingformed with auxiliary flanges spaced .from said web and alternately serving as .15 compression and tension members to resist buflingjshocks transmitted from the car center sl Another feature of the invention consists in constructing a railway car with a body bolster provided with a substantially vertical web and with inner flanges adapted to be respectively secured to opposite sides of the car center sill, said inner flanges having auxiliary flanges spaced from saidweb. Other and more specific features of the invention residing in advantageous constructions and .combinations of parts will hereinafter appear and be pointed out in the claims.

In the drawings illustrating a preferred embodiment of the invention:

Figure 1 is a fragmentarytransverse sectional view of a. drop bottom railway car provided with the improved form of bolster.

Figure 2 is a plan view of one of the bolster sections.

bolster section illustrated in Figure 2. n

Figure 4 is a bottom View of 'the same bolster section. D

Figure 5 is an elevational view of the inner end ofthe bolster section, the upwardly projecting end thereof being omitted. f

Figure 6 is a sectional View taken on linel 6 6, Figure 3.

7 7, Flgure 3. v Figure 8 is a sectional view taken on line 8 8, Figure 3.

'leferring to the drawings, 1 indicates the` 59 car side sills and 2 is the box-like center sill;

Figure 7 is a sectional view-taken on line-l 1928. Serial No. 268,72@

the latter being formed of a pair of spaced flanged members 3 having their webs 4 substantiallyV parallel. Each of the center sill members 3 is fashioned with lower and upper flanges 5 and 6 respectively, the flanges 6 be- 55 ing connected by a longitudinally extending plate or cover member 7.

A filler casting 8 may advantageously be employed for connecting the web portions 4 of the center sill members 3 at the bolster.

The body bolster 9, instead of being formed as an integral casting is preferably construct-l `ed of 2 cast sections 10. Each of the bolster sections is provided with a substantially veri tical web 11, having a' plurality of apertures 65 12 to reduce the web of the bolster. Adjacent the upper and lower edges of the bolster web 11 and projecting on opposite sides thereof, the bolster is fashioned with Hanges 13 and 14 respectively, the upper flange being 70 connected to the'web by an inclined portion i 15.- The lower fiange 14 is wider than the upper flange 13 and its lateral edgeslconverge from opposite sides of the center sill toward the respective outer ends of the bolster. The bolster sections are also provided with inner substantially vertical flanges 16 which likewise project on opposite sides of the bolster web 11 and which are provided with a plurality of apertures 17 to receive rivets 8b for securing them to opposite sideslof the car center sill 2. Projecting inwardly o`f the opposite sides of the center silll from each of the bolster sections, is an upstanding f plate-like integral extension 18. Plate-like Figure 3 is a front elevational view of the members 19 may advantageously be employed for rigidly connecting the bolster sections, the plates being respectively disposed in overlapping relation to o posite sidesfof the extensions and secure thereto by rivets 20. The upper portions of the bolster extensions are formed with

flanges

21 and 22 which respectively are in substantial alinement with the

flanges

13 and 15 of the main body portions of the bolster sections.

The lower portions of the .bolster sections are preferably secured together-,by a bottom Acover piate 23 which terminates'adjacent the side bearing wear plate 24. The plate in in addition to beingconnected to the-=1oiver 100 zontal ortion 28 affording a surface to 'which the si e bearing wear late 24 may be attached. `From this point the lower flange again inclines downwardly as at 29 toward the center sill, merging at .the latter place into` the inner vertical'flange 16.

the side be Any suitable` center bearing may be employed for pivotall mounting the body bolster on the truckolster, diagrammatically shown at30, the upper part 31 of the center bearing being conveniently secured to the bottom cover plate 23 and a portion of the center sill. In the present instance, the outer ends of the bolster areV fashioned with upwardly projecting portions 32, the top surfaces of which are inclined as at 33 to suprtin ly cooperate with the inwardly ange yportions 34 of the car side sheets 35. The side sheets are riveted as at 36 to upwardly` flanged portions of the inclined floor sheet 37, the latter being supported by the upper flange of the bolster. ar side stakes 38 are respectively rigidly secured to `the web 11 of the bolster by rivets 39 and project upwardly therefrom in-overlapping relation to the inner surfaces of the respective side sheets. 'Fromthe foregoing it will be seen that all parts of the car construction adjacentg the bolster are effectively secured thereto and that, due to the normal load carried by the car, the bottom lian e of the bolster 1s in compression, while t e top flange thereof is in tension.l

The bolster is provided with a pluraltiy of truss-like fianges 40, projecting onl op- -posite sides of the web 11 to eifectively resist 'and efficiently distribute throughout the bolster' the stresses normally imparted thereto by the car body and its contained lading. The truss-like iangesof the bolster sections 'extendfrom the outer' lower corners thereof upwardly and inwardly to the upper flange 13, thence downwardly and inwardly toward the respective horizontal portions 28 to which aring wear plates are attached, then again upwardly to the flange -13and from theredownwardly to the opposite upper corners' of the center sill, there merging into the corresponding `inner vertical g anges 16 of the bolster.

As is well known, buing forces are communicated to the car center sill and from there are transmitted to the body holsters and thence -into adjacent parts of the car construction.

.Because of the inertia ofthe car body and because the louter ends of the bolster are securely anchored to the car side sills, the buing forces communicated to the bolster induce bending stresses therein around axes extending outwardly from the center sill towards the sides of the car.

In all body bolster constructions, buiing shocks tend to bend the bolster on substantially vertical axes spaced outwardl of the' center sill on opposite sides thereo and in bolster constructions having portions projecting above the center sill, the bufng shocks also tend to bend the bolster about horizontal axes. L

To effectively resist these forces tending to l bend the bolster around vertical axes, the lower flange 14 of the bolster is fashioned .with substantially vertical auxiliary anges 41; and to resist the forces tending to bend the bolster aboutuhorizontal axes, the inner Hanges 16 are likewise provided with auxiliary flanges 42.

The auxiliary flanges 41 diminish in height from points adjacent opposite sides of the center sill towardsthe respective outer ends of the bolster where they may advantageously merge into the plane of the lower flange. Auxiliary flanges are unnecessary adjacent 'the side sills as at these points the bolster is practically in simple shear, the bending moments being a minimum. i The truss-like flanges 40, which intersect at the horizontal portion 28 of the bolster form means 44 serving to tie together the auxiliary flanges 41, while the truss flanges which merge into the inner vertical flanges 16 likewise tie together the auxiliary flanges 42.

' 1. A railway car body bolster having portions adapted to be secured to opposite sides of the car center sill,: each of said portions being integrally formed with a substantially vertical web and with a flange projecting on opposite sides of the latter adjacent the lower edgethereof, said flange being integally provided with auxiliary flanges spaced om said web and alternately serving as compression and tension members to resist buffinlg shocks transmitted from the car center s1 v2.` A railway car body bolster having portions adapted to be secured to opposite sides df the car center sill and provided with a substantially vertical. web and. with a lateral flange projecting on op osite sidesof the latter adjacent the lower e ge thereof, said flange being provided with correspondingly formed upstanding auxiliary flan es respectively spaced substantially equa dis-A tances from opposite sides of said web and alternately serving as compression and tensionmembers to resist butling shocks transmitted from the car center sill.

3. In a railway car body bolster having portions adapted to be secured to oppositeV sides of the car center sill, each of said portions being integrally ormed with a substantially vertical webI and with a bottom flange projecting on opposite sides of the latter, said flange being integrally provided with auxiliary flanges spaced from and substantially parallel to said web,'said auxiliary flanges alternately serving as compression and tension members to resist builing shocks transmitted from the car center sill.

4. A railway car body bolster having portions adapted to be secured to opposite sides of the car center sill and provided with a substantially vertical web and with a flange projecting on opposite sides of the latter adjacent the lower edge thereof, said liange being provided with upwardly projecting auxiliary `flanges spaced substantially equal distances from the said web and diminishing in height from points adjacent opposite sides of the said center sill towards the respective outer e'nds of the bolster, said auxiliary fianges alternately serving as compression and tension members to resist buiing shocks transmitted from the car center sill.

5. In a railway car body bolster having portions adapted to be secured to opposite sides of the center sill, each of said portions being integrally formed with a substantially vertical web and with a bottom flange projecting on opposite sides of the latter, said flange terminating in substantially vertical auxiliary flanges which merge intothe plane of the said flange inwardly of the outer ends of thebolster. said auxiliary flanges alternately serving said legs alternately servin as compression and tension members to reslst bufting shocks transmitted from the car center sill.

l7. A railway car body bolster having portions adapted-to be secured to opposite sides of the-car center sill, each of said sections being integrally formed with a substantially vertical web and with alower flange; the lateral edges of said flange converging inwardly -from the opposite sides of the car center sill toward therespectiveren'ds of the bolster, said liange being formed on opposite sides of said web with substantially vertical auxiliary flanges alternately serving as compression and tension members to resist buiiing shocks from the car center sill.

8. A railway car body bolster having portions adapted to be secured to opposite sides of the car center sill and provided with a substantially vertical web and with upper and lower flanges projecting on opposite sides of the latter, the lower iange being wider than the top ange and being' provided With auxiliary flanges spaced substantially equal 'distances from said web, vthe auxiliary langes alternately serving as compression and tension members to resist bur ing shocks transmitted from the car'center sill.

9. A railway car body bolster provided with a substantially vertical web, and with inner flanges adapted to be respectively secured to opposite sides of the car center sill, said inner flanges being provided with auxiliary flanges spaced from said web.

10. A railway car body bolster providedllianges terminating on opposite sides of the web in substantially vertical auxiliary flanges. y

11. A railway car body bolster having inner flanges adapted to be respectively secured to opposite sides of the car centersill and provided with a substantially vertical web and `with a bottom flange, said inner and bottom flanges projecting on opposite sides of the web and intersecting ad'acent the car center sill, said inner flange eing pro vided with auxiliary ianges spaced from said web.

12. A railway car body bolster having portions adapted to be secured to opposite sides of the car center'. sill and provided with a substantially vertical web and with upper and lower flanges projecting on opposite lsides of the latter, Said lower flange being provided with upstandin auxiliary flanges spaced from said web an alternately serving as compression and tension members to resist butling shocks 'transmitted from the car center sill, said bolster being further provided with a urality of truss-like ilanges', two of said anges intersectlng adjacent the lower ange and serving as means for connecting said auxiliary anges.

13. A railway car body bolster having inner flanges adapted to be respectively secured to opposite sides of the car center sill andprovided with a substantially'vertical web and upper and lower flanges projecting on opposite sides of the latter, sald. inner flanges being respectively provided with auxiliar flanges s aced from said web, said bolster being furt er provided with trusslike flanges serving to connect said auxiliary flanges with the said upper flange.

5 14. A railway car body bolster having inner flanges adapted to be respectively secured to opposite sides of .the car center sill and being provided with a substantially vertical web and with up er and lower flanges,

said inner and lower anges terminating on opposite sides of the said web in substantially vertical auxiliary flanges, the latter alternatel serving as com ression and tension mem ers to resist bu g shocks transmitted from the oar center sill.

15. A railwa car body bolster having inner flanges a apted to be respectivelyse cured to opposite sides of the car center sill and provided with a. substantially vertical A web and with upier and lower flanges, said inner and lower anges projecting on opposite sides ofw said web and being respectively formed with auxiliary flanges, the bolster being furtherprovided with a plurality of truss-like anges, the latter serving to conneet the respective auxiliary flanges of each f of said flanges.

16. A 'railway car body bolster section adapted to extend from the car center sill so to the car side sill, said bolster section being provided with a substantially vertical web and with a liange projectin on opposite sides of the latter adjacent t e lower edge thereof, said fiange being provided with auX- iliary flanges spaced from said web and alternately serving as compression and tension j members to resist buiiing shocks transmitted from the car center sill.

17. In a railway car having a center sill, 40 a body bolster formed of a plurality of sec- .tions respectively secured to opposite sides of the center sill, each ofsaid bolster sections being provided With a substantially ver. tical web and upper and lower flanges projecting on opposite sides .of the latter, said lower iange bein provided with correspondingly,` yforme upwardly projecting auxiliary flanges spaced from said web and alternatel serving as com ression and ten- 5o sion mem ers to resist b shocks transmitted from the car center si In testimony whereof Iliix my signature.

WILLIAM E. WINE.