US1902019A - Car construction - Google Patents

Description

March 2l, 1933.

o. C. DURYEA CAR CONSTRUCTION Filed Oct. 29, 1927 3 Sheets-Sheet l lhweutor March 21, 1933. o. c. DURYEA CAR CONSTRUCTION Filed Oct. 29, 1927 5 Sheets-Shea?I 2 ww uw N @fav/1% 224, w. a, ,z a.

rulli! anni (Ittornegs March 21, 1933. o. c. DURYEA CAR CONSTRUCTION 1927 3 Sheets-Sheet 5 Filed oct'. 29

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Snucntor Gttorncg 5 Patented Mar. 21, 1933 UNITED sTATEs- IPATENT- orrlcle:l

OTHO C. DUB-YEL OF WATBBURY, CONNECTICUT, ASSIGNOR T0 O. C. DURYEA CORPORA- TION, F WILMINGTON, DELAWARE, A. CORPORATION OF DELAWARE `cifra conaannemen2 Application mec 'october 29,1921.' seran No. 229,761

This invention relates to railway cars and more particularly to a railway hoppercar. It is an object of this invention to provide a novel hopper car structure embodying a longitudinal center member which ismounted for movement relative'to the car structure.

Another object of this invention isto provide a car structure of the type embodying a draft and bung member extending substantially the length of the structure, the latter being provided with novelmeans for distributing draft and buiing forces exerted on,

said member.

Another object is to proyide a novel bolster structure particularlyv adapted for use `in hopper carsf embodying a longitudinally movable center member.Y A further object is to provide novel means l for yieldingly resisting movement ofthe center member relative to the car body.

A further object of the invention is to pro vide novel means for yieldingly resisting rela- I,tive movement of the center member and coupler whereby thecapacity of the striking plate may be materially increased.

Another object is to provide novel stop means for positively limiting the relative -movement of the center member.

A further object is to provide a car strucings are for purposes of illustration only and are not designed as a definition of the limits of' the invention, reference being had to the appended claims for this purpose.

In the drawings,-

v Fig. 1 is a longitudinal sectional view through a portion of a hopper car structure embodying the present invention;

Fig. 2 is a horizontal sectional view and Fig. 3 is a vertical Sectional view showing one typev of' yielding means which maybe employed in accordancel with the present in'- vention; i

Fig." 4 is atransverse sectional view, with parts broken away, through one of the hoppers; l.

Fig. 5 yis a detail sectional view illustrating one type of stop means which may be employed Fig.- 6 is an end view, partly in section and with parts broken away, of one type of bolster construction which may be employed` i in accordance with the present invention; Fig. 7 is a transverse sectional view taken on the line 7-7 of Fig. 2; and

Fig. 8 is a drawn out perspective'view of one type oftrain slack means which may be employed in accordance with the present invention.

Referring more particularly to` Figs. 1, 4 and 6, the structure constituting the present l invention comprises a car body of the hopper type which is mounted on suitable trucks (not shown), by means of center plates 10 whlch are preferably attached, as by means of rivets 11, to the lower face of a body bolster 12. In order to employ a largescale drawing, a portion only of the car structure has been shown in Fig. 1. It is to be understood, however, that the same construction is employed at bothl ends of the car. Suitable doors 13, 14 are provided for the hoppers but the particular construction of these doors constitutes no part of the present invention.

Extending between the bolsters, and in the form shown substantially the'length of the Icarstructure, and mounted for longitudinal movement relative thereto, is a center member constituting a draft and buiing beam. In the embodiment illustrated, the center member comprises a pair of channels 15 which are rigidly secured together at a plurality of points, by means of suitable tie plates 16 and other members to be described hereafter.

It is desirable that the center member occupy the same relative position with respect to the car structure as that heretofore occupied by the center sills of hopper cars now `in use. For this purpose it is desirable for the center member to pass through a suitable opening or openings in the body holsters and cross bearers. Yielding means are employed for resisting relative movement of the center member, and preferably, though not necessarily, said means are associated directly with the holsters, so that draft and bufling forces exerted on the center member are thrown on said bolsters. Means are therefore associated with the holsters for insuring that the forces exerted thereon, by relative movement of said center member; will be distributed lto the car structure without damage to the same.`

As shown more clearly in Figs. 1 and 6, thel novel bolster comprises a. diaphra 17 which is secured along its vupper ed e, 1n any suitable manner, to the lower sur ace of the hopper floor sheet 18 and to the lower flanged edge of said diaphragm is suitably riveted a cover plate 19. Diaphragm 17 is provided adjacent the lower central portion thereof with an opening 17a in which is positioned a center brace 20 that may be formed as a casting. The lower surface of brace 20 is fixedly attached, as by means of rivets, to the cover plate 19, and is provided adjacent the bottom thereof with two laterally disposed and vertically extending flange portions 20a which are secured, as by means of rivets, to

' the lower edges of a longitudinal hood sheet 21 tov be described more fully hereinafter. The upper end of the center brace 20 is secured, as by means o f rivets, to the longitudinal hood sheet 21 and the structure is preferably further strengthened by means of a reinbrace 20 is materially less in width than the width of the opening 17a in the diaphragm, and since said center brace is centrally disposed in the opening, suflicient space is provided between the outer vertical walls of said center brace and the hood-sheet 21 for the passage of channels 15 of the center member. The inner faces of the webs of said channel members are adapted for sliding engagement 'with the outer faces of the central, vertical, portion of the center brace20, whereby lateral movement of thecenter member is prevented. The lower flanges o f channels 15 are adapted to bear on transversely extending Webs or ridges formed on the laterally projecting portions of thecenter brace 20, while suitable guiding members 23 (Fig. (i) are fixedly attached to the inner surface of the hood sheet in a position to slidably engage the holsters.

said hood sheet' being rigidly secured to the floor sheet. Preferably, the outer. portions of the lower edges of the longitudinal hood sheet are flanged laterally as at 21a (Fig. 6) and are secured, as by means of rivets, to the upper surface`of the cover plate 19. In the -form shown, the hood sheet extends inward- 4ly, to a cross bearer 24 and is rigidly secured thereto, but it is to be understood that said `hood sheet may have any'desired length and may even extend from one bolster to the other. The hood sheet also serves as a torque arm to prevent twistingof the bolster.

In structures heretofore employed, the outer end of the longitudinal hood sheet has'terminated at the hopper floor sheet 18 since in said structures the center sill, which is riveted to said hood sheet prevents .draft and buflin forces fromde ecting the plate oreover, hood sheets heretofore employed have had a form in cross section that is substantially dish-shaped. In the present structure, however, the center member, `which also embodies some of the functions of a center sill, is adapted for movement relative to the holsters and excessive forces placed thereon, are distributed to the car structure by the novel hood sheet disclosed herein, or the equivalent thereof. Due to this function of the hood sheet,.the same is substantially U-shaped in cross section, the arms of the U being sufficiently lon to extend downwardly below the lower sur ace of the center member. These arms also constitute a Y portion of the side walls for the hoppers, as is indicated at 2lb in Fig. 4. Preferably,

suitable guides 25 are secured to the inner sur-.

face of the hood sheet at selected points to engage the upper flanges of channels 15 andto prevent buckling of the same both horizontally and vertically.

Novel means are provided for securing trainslack. Referring more particularly to Figs. 1, 7 and 8, saidmeans comprise a striking plate 26 rigidly secured to the` outer ends of channels 15. A striking plate guide 27 is secured to the end of the body structure to support andguide the striking plate and the channels 15. "Suitable openings 28 are provided in the strikingx plate 26 for receiving the usual coupler 'ey 29 which extends through the shank 30 of the coupler 80a. Intermediate the inner-end of the coupler shank and the inner face of the rear wall of the striking plate 26 is a cap 31 that is slidably mounted in a pocket 26a formed in said striking plate. Cap'31 is provided with tend into pockets 33 formed in a follower 34' for ak purpose to be described hereinafter.

Movement ofthe coupler shank 30 inwardly, relative to the striking plate, is transmitted through cap 31 and pins 32 to the follower 34.

The extent of Imovement of coupler shank 30 -is"pos,iti`v ely limited, however, by means of key 29 and walls of openings 28 in striking plate 26 and by engagement of cap 31 with the striking plate.

Novel means are provided for yieldingly resisting relative movement of the' center member with respect to the remainder of the car structure. Preferably, said yielding means are so constituted that the travel of the longitudinal center member relative to the remainder of the car structure is greatly in excess of the travel of standard draftgears now in use. Referring more particularly to Figs. 2 and 3, the yielding /means may coinprise a plurality of coil springs 35,which.

^ a follower 36 that is slidably mountedin saidhave engagement adjacent their outer ends with follower plate 34 and extend inwardly between the websof the channels 15 through a suitable opening in the center brac'e20 to openingin the center brace.' The outer end. of follower 36 is provided with a iange 36a which normally engages an inwardly projecting flange 205 formed on a portion 20c that projects inwardly toward the center of the car structure from the inner face of center brace 20 and which may be formed in-` tegrally with the latter ifY desired.

bers 35 maintain flanges 36a and 206 in engagement, and also maintain follower 36 in engagement with a suitable stop 37 that is rigidlysecured, as by means of rivets, to the webs of-channels 15. Resilient members 35 also maintain follower 34 in engagement with the inner end of striking plate guide27 and in engagement with a flanged beam 38 which extends'transversely of the inner end of the striking plate and beneath the same.l

The beam 38 is held against movement lon-l gitudinally of the car structure by means of tie rods or bars 39 sui' ably secured at their outer ends to said beam and at their innery cured, as by means of rivets, to the webs of channels 15. Member 40 constitutes a stop adapted to engage the adjacent face of the bolster to positively limit relative movement of the center member in one direction; it serves as a tie plate for the channels 15; and it constitutes a guide and supporting member for the resilient elements 35.

In order to facilitate assembly of the parts, the striking plate, which serves as a tie plate for the outer ends of the channels, is provided inthe bottom thereof with an opening 26o through which pins 32 andcap'31 may be inserted for assembly purposes. Followers 34 and 36, and stop 37, may also be provided with suitable openings 41 to permit the use of bolts for holding springs 35 compressed during the assembly operation.

Operation-If a baiting force be exerted on coupler head 30a, su'ch a force tends to move the coupler to the left, as viewed in Figs. 2 and 3, relative to the remainder of the car structure. Relative movement of the coupler in this direction is yieldingly resisted by means of cap 31, pins 32, follower 34 and resilient means 35. Key 29 goes solid on striking plate 26 and cap 31 is bottomed in pocket 26a, whereupon the force tends to produce, or produces, relative movement be- ,tween the center member and the remainder of theY car structure.- This relative movement .of the center member .is resisted 'by follower 34, resilient means 35 and follower 36, which is held against movement by itsengagement with the projecting portion 20c of center brace 20, and byl the resilient elements at the opposite end lof the car. vSince the travel of theyielding means is`relatively great, the buing force is gradually absorbed without damage to the car structure. In the Under normal conditions resilient mem-- event that the buino force'is unusuall great, i'

stop 40, and stop 3? car, will engage the adjacent faces of the holsters and positively limit relative movement of the center. member before the re- .silient means 35 goes solid. It will be noted that the relativeA movement of the center member .does not increase the train slack, i. e., relative movement between cars of the train, since this slack is .determined by the movement of the coupler relative to the center 7at the other en of the i member, which movement is positivelyV limited and may be of any desired extent.

Train slack, and `hence movement of the coupler, is preferably maintained very limited relative'to the movement of the center member with respect to the remainder of the car structure. A certain amount of train slack is necessary in order to prevent simultaneous action of 'cars of a train either.A in starting or stopping, but this slack is preferably of small extent and as'stated, in the present invention, may be variedl as desired.

If a draft force is exerted on coupler 30a,

fsuch a force will move the c oivlple-r,"and*lit-ence.-

thecenter member, to the rightas viewed in Figs. 2 and 3. Relative movement of thel center member causes `stop 37 to act through follow er 36 to compress the resilient members 35, the op osite end of said resilient members bein eld against movement by engagement of ollower 34 with the striking plate guide 27 and beam 38. The resilient elements at the other end of the car, act simultaneously to resist relative movement of the center member. If the draft force is excessive, stop 37 will engage the inner end of projecting portion 20c of the bolster and stop 40, at the other end of the car,'will engage the adjacent bolster to positively limit relative movement of the center member.

The center member constitutes a rigid beam, but due to its great length it has been found that the stops 40 and 37 should be posiytioned at different distances from the adjacent faces of the bolster if over-solid blows, resulting from buing forces, are to be distributed equally to the opposite end'portions of the car structure. Thus, stop 37 vis secured to channels 15 in a position such that normally it is closer to the adjacent face of,

the bolster than the stop 40. If relative movement is imparted to the center member by a buimg force which moves the latter to the left, as viewed in Fig. 2, stop 37.at the other end of the car, will engage the adjacent bolster before stop 40 engages its adjacent bolster. The elasticity, or compressibil'ity,

of the center member is such, and the relative positions of the stops 37 and 40 are so selected with respect to this compressibility, that the over-solid buing blows are equally distributedon the opposite end portions of the car structure.

There is thus provided a hopper car embodying a long travel center member, said travel being secured without an increase in the train slack. Preferably, the train slack is very limited but may be varied to meet various operating conditions. Means are provided whereby draft and-buffing forces exerted on the center member are distributed to the car structure without likelihood of permanently deformin or damaging any of the elements, such as te body bolsters. The latter embody novel means for permitting movement of the center member therethrough without loss of load supporting strength. The novel center brace transmits the load to the center plate and trucks, thereby relieving the center member at this point from transmitthat of three smaller springs of the same capacity. Moreover, the center brace. may be so formed, when three resilient members areemployed as to more evenl distribute the load on the center late. he center brace constitutes a guide or the resilient members and coacts with member 40 to maintain the resilient --m'embers with the centers of ,the v same substantially at the apices of a triangle,

the centers ofthe two =upper springs vbein vThe novel .-capt31 land pins 32 enable an unusually strong striking plate to be employed, thereby 'increasing the capacity of the same. The use of said cap and pins also permits -resilient'members 35 to be used to yieldingly resist relative movement of the coupler with respect to the center member.

Friction resulting from engagement of guides 25 with the upper flanges of the channels 15 coacts with resilient members,4 35 to yieldingly resist relative movement of the center member. Novel stop means are provided which include members that embod the functions of la tie late and a guide for t e resilient members. referably, the stop means are so mounted as to have a differential movement in order to compensate forthe elasticity of the center member.

While only one embodiment of the present invention has been described and illustrated, it is to be expressly understood that the invention is not limited to the lform shown in the drawings. l The yielding means for lresisting relative movement of the center member may be employed in other than hopper cars aswell as the means for securng train slack. Moreover, various types of yielding means, or energy dissipating means, may be employed for resisting relative movement of the center member. The travel of the center member, and hence of the yielding means, may be varied to .suit the operating conditions and the type of car in which the same is used. For example, in passenger cars it may be desirable to provide for greatervtravel of the centerl member than in hopper cars. The train slack may also be varied to meet the requirements lof particular trains or working conditions. If desired,'the couplers may be mounted for movement in both directions relative to the center member. For example, the means disclosed in my co-pending-application Serial No. 7 9,449, filed January 5, 1926, may be employed for this purpose, or means of the character disclosed in my co-pending application Serial No. 23,111, filed A ril 14, 1925, may' be provided. Various Vc anges may be made inthe details of the body structure and in the shape of the rolled members 15. Reference will therefore be had to the appended claims for a definition of the limits of the invention.

What is claimed is l. In a car structure, body bolsters, a longitudinal center member extending substantially the length of said structure and mounted for movement relative to said bolsters, yielding means for resisting movement and means centrally secured to said bolsters and body structure and extending inwardly from the bolster for transmitting draft and buiiing forces exerted by the yielding means on the bolster to the car struct-ure. said force transmitting means each terminating and being secured to said body structure at points intermediatethe bolsters.

2. In a hopper car structure, body holsters, a draft member extending between said bolsters and mounted for movement relative to thebolsters, means for yieldingly resisting relative movement of the draft member, and a longitudinal hood sheet extending from one 0f said holsters to said body structure and adapted to coact with the holsters to resist the thrust'produced by relative movement of said draft member, said hood sheet also constituting a torque arm for the bolster.

3. In av hopper car structure embodying cross bearer structure. intermediate its ends, a body bolster, a draft member ext-ending substantially the length of the structure and mounted for movement relative to said bolster, means for yieldingly resisting movement of the draft member relative to the bolster, and rigid means extending inwardly from the bolster and terminating at said cross bearer, said rigid means being secured to the body structure adjacent said cross bearer structure for resisting the thrust pro- Aduced by relative' movement of the draft member, and being secured to the bolster substantially intermediate the outer extremities of the same.

4. In a hopper car structure, a body bolster, a center member extending substantially the length of said structure and mounted for movement relative to said bolster, means for yieldingly resisting movement of the center member relative to the bolster, coupler means secured to the center member, and a longitudinal hood sheet rigidly secured to the bolster and extending inwardly through the adjacent hopper bottom for resisting the thrust produced by relative movement of the center member.

5. In a hopper car structure, a body bolof the center member relative to the bolsters,.

G. In a car structure, body holsters, a con- A tinuous draft member mountedfor movement relative to said holsters, means for yieldingl resisting relative movement of the dra t member, and means secured to one of said holsters at points above and below the draft member and extending inwardly therefrom, said last named means terminating at a point intermediate said holsters and 'having fixed engagement with the body structure for v30 transmitting draft and butimg forces,`ex erted on said draft member, to said structure.

7. In a car structure having a plurality of hoppers, a body bolster, a draft member extending through said hoppers and mounted S5 for movement relative to said bolster, means for vieldmgly reslstmg relatlve movement of the-draft member, and means extending throughone or more of said hoppers and rigidly connected adjacent the outer end thereof to said `bolster for strengthening the latter. whereby the bolster may effectively resist the thrust produced by relative movement of the draft member. l

8. In a car structure embodying a hopper, transverse members including a body bolsten and a cross bearer, a continuous draft member mounted for movement'relative to said body bolster and cross bearer, means for yieldingly resisting movement of the draft member relative to said bolsted, and a longitudinal hood sheet extending through Asaid hopper and secured to said bolster and cross bearer.

9. In a car structure having a hopper, transverse members including a body bolster,

a draft member extending substantially the length of said structure and mounted for movement relative to said bolster, a cover plate for said bolster and a longitudinal hood sheet extending through saidhopper and lixedly secured to said bolster and cover plate.

10. In a railway car structure, a body bolster including acenter brace, a4 draft member extending substantially the length of said structure and" mounted for movement relative to said bolster, means for yieldingly resisting movement of the draft member relative to the gbolster, and longitudinal strengthening means for the bolster including a member fixedly secured to said center brace.

11. In a car structure of the longitudinally movable center member type including yielding means for resisting relative movement of the center member, a striking plate secured to the center member, a follower for the yielding means, coupler means including a coupler shank operatively connected to 'the striking plate, and a plurality of pins opera- 1:3

GLS

tively connected to said follower and coupler shank for transmitting movement of the latter, relative to the striking plate, to said follower.

12. In a car structure, abody bolster, a

draft member` extending substantially the- -to resist movement of the coupler relative to the draft member.

13. In a car structure, a body bolster, a draft member extending substantially the length of said structure and mounted for movement relative to said bolster,` yielding means for resisting movement of the draft member relative to the bolster, said yielding means including three coil springs having their centers disposed in two planes, and

means including a coupler movablyconnected to said draft member, the movement of said coupler relative to the draft member being resisted by said yielding means.

14. In a car structure, a center member eX- tending substantially the length of said structure and adapted for movementrelative thereto, yieldin means for resisting relative movement .of t e center member, and stop means having differential movement for positively limiting relative movement of the center member whereby over-solid blows are distributed equally to the opposite end portions of said structure.

15. In a car structure having bolsters, a draft member extending substantially the length of said structure and mounted for movement relative to said bolsters, means for yieldingly resisting relative movement of the draft member and bolsters, and stop means adapted to engage said bolsters to positively limit movement of the draft member in either direction, said stop means having differential movement whereby over-solid bufling` blows are equally distributed to said bolsters,

16. In a car structure of the longitudinally movable center member type embodying yielding means for resisting relative movement of the' center member in either direction, a 'stop member carried by' the center member and adapted to engage the bolster to positivel limit relative movement of the center mem er7 said stop member constituting a tie plate for the center member, and a guide for said yielding means.

17. In railway draft rigging, sills mounted for frictional movement with respect to the underframe, cushioning means between said sills, a coupler with a stem disposed between said sills, means for connecting the stem to the sills, a block disposed between the stem and the cushioning means for transmit- .ting forces therebetween to stress said cushioning means to provide for cushioning the movement of the coupler relative to the sills, and means on the underframe, for stressing said cushioning means upon movement of the sills with respect to the underframe.

18. In railway draft rigging, sills movably mounted with lrespect to an underframe, springs mounted between said sills for cushioning relative movement between said sills and underframe, a front follower engaging said springs, stop means on the underframe normally engaged by said follower, acasting connected to said sills, a coupler with its stem housed in said casting, key means intersecting said stem` for transmitting forces between it and said sills, and follower means disposed between the y'rear of Vsaid stem and the front follower and passing through an aperture in the rear of said casting for transmitting bufling forces to said front follower.

19. In railway draft rigging, sills mounted beneath a vehicle underframe for longitudinal movement with respect thereto, means mounted between said sills for cushioning movement thereof with respect to the underframe, a combined striking,'sill tie and cheek plate casting mounted between and connecting the ends of said sills, a coupler stem received in said casting, a block with an extension passing through said casting into lengagement with the cushioning means, the front of said block being normally enga ed by said coupler stem for receiving bu g forces therefrom to transmit them to the ycushioning means upon movement of the coupler with'respect to said sills, and means intersecting the stem, combined casting and draft sills for vtransmitting forces from the stem to the sills.

20. In railway draft rigging, sills movably mounted with respect to an associated underframe, resilient means mounted between said sills, follower means for said ref silient means, stop means for said follower means mounted between said sills, stop means on the underframe cooperating with said follower means upon movement of the `sills with respect to the under-frame, a coupler, the stem of which extends between said sills, a key extending through said stem and sills, said sills being formed with elongated slots receiving said ke and permitting limited movement thereo longitudinally of the sills, and a block disposed adjacent the rear of said coupler stem for transmitting force to the resilient means upon inward movement of the coupler.

21. In railway draft rigging, sills slidably mounted on an associated railway vehicle underframe for longitudinal movement with respect thereto, means disposed between said sills for cushioning movement thereof with respect to said underframe, a front follower for said cushioning means, a casting connecting the ends of said sills, a coupler with a stem received in said casting, a movable block normally engaged by said stem, means connecting said stem and casting for transmitting forces therebetween,` and means engaged by saif. block, extending rearwardly therefrom and passing through an aperture in said casting for transmitting buliing forces to said follower for cushioning rearward movement of the coupler with respect'l to said sills.

,In testimony whereof I have signed this specification.

OTHO C. DURYEA.

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