US2040257A - Skeleton structure for railway cars - Google Patents

Skeleton structure for railway cars Download PDF

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Publication number
US2040257A
US2040257A US660283A US66028333A US2040257A US 2040257 A US2040257 A US 2040257A US 660283 A US660283 A US 660283A US 66028333 A US66028333 A US 66028333A US 2040257 A US2040257 A US 2040257A
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United States
Prior art keywords
roof
car
side wall
work
frame
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Expired - Lifetime
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US660283A
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English (en)
Inventor
Heyner Fritz
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Individual
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Individual
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61D—BODY DETAILS OR KINDS OF RAILWAY VEHICLES
    • B61D17/00—Construction details of vehicle bodies
    • B61D17/02—Construction details of vehicle bodies reducing air resistance by modifying contour ; Constructional features for fast vehicles sustaining sudden variations of atmospheric pressure, e.g. when crossing in tunnels
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61C—LOCOMOTIVES; MOTOR RAILCARS
    • B61C11/00—Locomotives or motor railcars characterised by the type of means applying the tractive effort; Arrangement or disposition of running gear other than normal driving wheel
    • B61C11/06—Locomotives or motor railcars characterised by the type of means applying the tractive effort; Arrangement or disposition of running gear other than normal driving wheel tractive effort applied or supplied by aerodynamic force or fluid reaction, e.g. air-screws and jet or rocket propulsion
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T30/00—Transportation of goods or passengers via railways, e.g. energy recovery or reducing air resistance

Definitions

  • This invention relates to skeleton structures for railway cars intended for very high speeds. Recent constructions of such cars are characterized by their stream-line shape and great reduction of the dead weight while maintaining the wheel pressure necessary for safe running. This has been attained by low weight, in combination with greatest possible length of the spatial, self-supporting frame-work forming the car body.
  • the lateral walls of car bodies of this type consist of plane triangular lattice work, frame work and the like, the posts and diagonals of which intersect the window surface which extends along the entire car length without any interruption. The interruption of the window surface by bars of the car structure is exceedingly disturbing and a hindrance to the sight.
  • the present invention relates to railway car skeleton structures, the characteristic feature of which is constituted by a girder in space which, on the one hand, renders possible the bridging of long spans, in fact, the longest spans imaginable in railway car construction, and which, on the other hand, obviates in a very large measure the intersection of the window surface by rods form ing structural members of the side walls of the car.
  • Figs. 1, 2, and 3 are perspective views of railway car structures designed according to this invention.
  • Figs. 4, 5, 6, 9 and 10 are similar views showing further modifications, one end of each car being omitted.
  • Figs. 7 and 8 are perspective views of portions of cars all as fully described hereinafter, and
  • Fig. 11 is a fragmentary view illustrating the connection of the middle door frame to the roof structure.
  • this represents the structure of a normal corridor passenger car which consists of the two low side-wall carriers 2
  • and 22 which may be frame work, as well as panel work, are not able to transmit the great bending moments arising with very long cars, and in view thereof the roof 28 is made use of in a particular manner for the relief of said side wall carriers.
  • these carriers are equipped at their ends with arms that 1933, Serial No. 660,283 March 9, 1932 are not subjected to bending moments and may be formed, for instance, by rods 29 and 3!, F18. 1.
  • the roof 28 is placed between the thus formed four new junction or assemblage points 3!, 32, 33 and 34 in a, flexible or articulated manner.
  • the 5 relieving effect of the thus inserted roof consists therein that it prevents any change of position of said junction or assemblage points with respect to one another, in consequence whereof the possibility of the arising of deformations of the side 10 wall carriers is reduced, whereby also the moments are reduced, as is also the strain.
  • the roof per se is so designed as to be compressive-proof and collapsing-proof; it may consist of individual frame-work carriers or panel-work carriers or may be a pan or tray roof with longitudinal and transverse reinforcing ribs.
  • transverse frontal walls 26 and 21 may be formed by frame carriers, as shown in Fig. 1. It is, of course, at once possible to design them as 2 panel walls without diminishing their useful effect for the entire supporting structure.
  • a vestibule which may have door openings and doors 35 and 36, and also wardrobe compartments and closing or partition walls, having, for example, a folded lining, as well as bufi'er holders 38 with buffers 39, drawhooks l0, WC compartments and the like.
  • a false bottom provided below the car floor may be used for relieving the side-wall carriers, or the roof, as well as this false bottom may be employed for the purpose stated.
  • Fig. 2 in which was denotes the roof and ll the false bottom which is inserted between the junction 01' assemblage points ll, l5, l6 and 41 formed by the rods 42 and 43.
  • FIG. 5 Such a modification is shown in Fig. 5.
  • the side-wall carrier 51 is connected with the roof 28 by rods 58 which constitute the window posts, the connection being flexible or approximately so.
  • the side-wall carrier which is upwardly extended at both sides of the door opening is connected flexibly or approximately flexibly with the roof 28 by the bars 58 and 60.
  • (Fig. 8) and to connect up the same flexibly or approximately flexibly with the roof structure at a few points such as 62, 63 and 64. Connecting up this closed frame structure 6
  • the bars may, at the same time be membersof window frames arranged in the longitudinal axis of the car body, or they may constitute parts of the transverse wall structure 65, for instance in the case of carriages with compartments, as in Fig. 8.
  • the effect of the bars 58 consists therein that the roof is utilized also for the transmission of a part of the bending moment, this part being the smaller, the flatter the roof is. Said bars reduce considerably the collapsing length, so that the use of a flat roof which is most suited for the transmission of forces acting in horizontal direction (such as, for instance, wind forces and centrifugal forces), is rendered possible without any disadvantage for the entire structure.
  • Fig. 6 is shown a constructional form designed especially for railway cars for highest speeds.
  • the car floor 66 is arranged as near to the rails as possible, and the side wall carrier 61 is extended at 68 upwardly over the running gear 69.
  • the roof is flexibly connected with the side wall carrier 61 at II and I2.
  • Such a flexible connection of the roof I0 with the side wall carrier 6! renders a movable connection between the roof portion I8 and the adjacent roof portion I3 necessary, but such a connection can be made only with difiiculty because of the hardly avoidable leakiness. If the roof I8 is not too stiff, it may extend at I4 (Fig. '7), without an interruption, to the upwardly prolonged side-wall structure I5.
  • Fig. 9 is shown how a false bottom I6 located in close proximity to the rails can be utilized for the reinforcement of the low side wall carrier in practically the same manner as above described.
  • the rest of the trans verse forces are transmitted to the roof structure I5 at the middle door 18, for instance by means of a. framework I9 arranged between the false bottom I6 and the floor 88.
  • the false bottom is a drawn structure part which, therefore, can be designed in a simple manner without any regard to collapsing security.
  • the space arising between the floor 88 and the false bottom It may, of course, be utilized, for instance as engine space, fuel space, baggage space, or the like, if desired, with the employment of exchangeable boxes etc.
  • the false bottom I6 must be suspended from suspension rods or suspension walls 8
  • Fig. 10 is shown a. constructional form designed according to the same constructive principles and intended for carriages with compartments, in which every compartment is to be accessible through a door.
  • the side wall framework carrier 82 is limited to the height between the false bottom 83 and the floor 84.
  • the fiat or vaulted roof structure 89 which is collapsing proof is inserted between the joints 85, 86, 8! and 88 that extend upwardly from the side wall carrier 82, the roof structure relieving said carrier in the described manner.
  • the collapsing length of the roof structure 89 is effectively reduced by the arrangement of the rods 98 which constitute at the same time window posts and door posts.
  • the body structure of which consists of bar-work or frame-work, longitudinally extending side wall trusses of slight height having the upper chords thereof positioned entirely below the continuously extending window openings, upwardly and downwardly extending non-flexible members rigidly secured to the ends of the side wall trusses, a compressionand collapse-resisting roof structure connected to the upper ends of said members to provide a stresscarrying element of the body structure, and a tension-resisting false bottom connected to the lower ends of said members.
  • the body structure of which consists of bar-work or frame-work, longitudinally extending side wall trusses of slight height positioned entirely below the floor and between the floor and a false bottom of the car, upwardly extending non-flexible members rigidly secured to the ends of the side wall trusses, and a compressionand collapse-resisting roof structure connected to the upper ends of said members to provide a stress-carrying element of the body structure.
  • the body structure of which consists of bar-work or frame-work, longitudinally extending side wall trusses of slight height having the upper chords thereof positioned entirely below the continuously extending window openings, upwardly extending non-flexible members rigidly secured tothe ends of said side wall trusses, and a compressionand collapse-resisting roof structure inflexibly connected to the upper ends of said members to provide a stress-carrying element of the body structure.
  • side wall trusses are provided with upward extensions at each side of a middle door opening, said extensions being connected with the roof structure by means capable of transmitting forces only in the longitudinal direction of the car body, and an inflexible beam below said door opening constituting a substitute for the portion of said side wall trusses below the door opening.
  • side truss members include a stiff frame surrounding a middle door opening, said frame being connected with the roof structure by means capable of transmitting forces only in the longitudinal direction of the car body.
  • side truss members include a stiff frame surrounding a middle door opening, said frame being connected with the roof structure by flexible connecting means.

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Physics & Mathematics (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Fluid Mechanics (AREA)
  • Transportation (AREA)
  • Body Structure For Vehicles (AREA)
  • Current-Collector Devices For Electrically Propelled Vehicles (AREA)
US660283A 1932-03-09 1933-03-10 Skeleton structure for railway cars Expired - Lifetime US2040257A (en)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE2040257X 1932-03-09
DE2075939X 1933-01-17

Publications (1)

Publication Number Publication Date
US2040257A true US2040257A (en) 1936-05-12

Family

ID=31995351

Family Applications (2)

Application Number Title Priority Date Filing Date
US660283A Expired - Lifetime US2040257A (en) 1932-03-09 1933-03-10 Skeleton structure for railway cars
US707377A Expired - Lifetime US2075939A (en) 1932-03-09 1934-01-19 Skeleton structure for railway cars

Family Applications After (1)

Application Number Title Priority Date Filing Date
US707377A Expired - Lifetime US2075939A (en) 1932-03-09 1934-01-19 Skeleton structure for railway cars

Country Status (4)

Country Link
US (2) US2040257A (fr)
DE (1) DE608280C (fr)
FR (3) FR707679A (fr)
GB (1) GB355614A (fr)

Cited By (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE759475C (de) * 1936-07-25 1953-03-16 Linke Hofmann Werke A G Eisenbahnfahrzeug, dessen Wagenkasten zwischen den Drehgestellen herabgezogen und doppelstoeckig ausgebildet ist
US5749302A (en) * 1994-09-30 1998-05-12 Abb Henschel Ag Rail-borne motor coach
WO2008034745A1 (fr) * 2006-09-18 2008-03-27 Bombardier Transportation Gmbh Module de tête pour un véhicule ferroviaire

Families Citing this family (19)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR784995A (fr) * 1934-04-05 1935-07-30 Budd Edward G Mfg Co Nouveaux perfectionnements aux voitures de chemins de fer
DE756251C (de) * 1934-04-13 1953-09-21 Budd Edward G Mfg Co Fahrzeug, insbesondere Schienenfahrzeug
DE767574C (de) * 1937-02-20 1952-12-08 Daimler Benz Ag Stromlinienfoermig gestalteter Wagenkasten fuer Sportkraftwagen
US2577836A (en) * 1942-04-04 1951-12-11 Corwin D Willson Mobile dwelling
DE976585C (de) * 1943-08-14 1963-12-05 Ambi Budd Presswerk G M B H Wand, insbesondere fuer Kraft- oder sonstige Land-, Luft- und Wasserfahrzeuge
US2530762A (en) * 1943-12-29 1950-11-21 Gen Motors Corp Locomotive cab construction
US2551207A (en) * 1946-05-31 1951-05-01 Ensor Arthur John Trailer caravan and other cabin structure
US2575454A (en) * 1947-03-29 1951-11-20 American Car & Foundry Co Railway car framing structure
US2768726A (en) * 1951-07-09 1956-10-30 Nat Rejectors Gmbh Coin separators and switches therefor
US2737128A (en) * 1951-09-14 1956-03-06 Sanford Invest Co Car for transport of miners
DE956564C (de) * 1954-02-01 1957-01-17 Daimler Benz Ag Personenkraftwagen mit einem den Fahrgastraum haubenfoermig umschliessenden Mittelteil des Fahrzeugaufbaues
US2872881A (en) * 1954-06-09 1959-02-10 Acf Ind Inc Entrance for railway passenger cars
DE1081489B (de) * 1955-12-01 1960-05-12 Linke Hofmann Busch Selbsttragender Wagenkasten fuer Fahrzeuge, insbesondere Schienenfahrzeuge
DE1113233B (de) * 1957-03-28 1961-08-31 Goerlitz Waggonbau Veb Selbsttragender Wagenkoerper, vorzugsweise fuer Schienenfahrzeuge
DE1123694B (de) * 1957-03-30 1962-02-15 Beteiligungs & Patentverw Gmbh Ausbildung des Kastenbodens eines Eisenbahngueterwagens mit Seitenpuffern
DE1206939B (de) * 1964-06-15 1965-12-16 Goerlitz Waggonbau Veb Wagenkasten fuer doppelstoeckige Eisenbahn-Reisezugwagen
IT1118723B (it) * 1979-05-24 1986-03-03 Fiat Ricerche Cassa per carrozze ferroviarie
DE2936708C2 (de) * 1979-09-11 1986-04-30 M.A.N. Maschinenfabrik Augsburg-Nürnberg AG, 8000 München Omnibusgerippe für einen Linienbus
DE9306853U1 (de) * 1993-05-06 1993-07-08 Schenk, Hans, 2300 Kiel Wagenkasten mit Fachwerkseitenwand für einteilige und für Gelenkfahrzeuge

Cited By (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE759475C (de) * 1936-07-25 1953-03-16 Linke Hofmann Werke A G Eisenbahnfahrzeug, dessen Wagenkasten zwischen den Drehgestellen herabgezogen und doppelstoeckig ausgebildet ist
US5749302A (en) * 1994-09-30 1998-05-12 Abb Henschel Ag Rail-borne motor coach
WO2008034745A1 (fr) * 2006-09-18 2008-03-27 Bombardier Transportation Gmbh Module de tête pour un véhicule ferroviaire

Also Published As

Publication number Publication date
US2075939A (en) 1937-04-06
FR44444E (fr) 1934-01-19
GB355614A (fr) 1931-08-27
FR44560E (fr) 1935-03-04
FR707679A (fr) 1931-07-10
DE608280C (de) 1935-01-22

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