US2048330A - Car underframe - Google Patents

Description

July 21, 1936.

J. D. FENsTERMAcHERE-r AL 2,048,330

CAR UNDERFRAME 5 sheets-snaai @EIDE July 21, 1936- J. D. FENSTERMACHER ET AL CAR UNDERFRAME 5 Sheets-Sheet 2 Filed July 50, 19E

OO OO ww f b OO OO @1 0 OC- JNV @Ewig BY THEIRATTORNEYS July 21, 1936.

J. D. FENSTERMACHER ET AL.

CAR UNDERFRAME FiledJuly 30, 1932, 5 Sheets-Sheet 4 VJuly 2l, 1936 J. D. FENSTERMACHER ET AL 2,048,330

CAR UNDERFRAME Filed July 30, 1932 5 Sheets-Sheet 5 J2 7 za INVENT'oRs BY THEIRATTORNEYS 'Patented July 2l, 1936 Y 7 UNITED STATES 2,048,339 can UNDEBFBAME l John D. Fenstermacher, Piedmont, and Bowater B. Sumner, Burlingame, Calif.

Application my 3o, 1932, sei-i211 No. 326,332

14 claims. (ci. 10s-414) This invention aims to provide an improved type of underframe for use .on railway cars and the like. The improved frame includes a pair of integral one-piece end castings which are secured to spaced rolled metal sections forming a center sill. The end frames include draft sill and body bolster portions which -are rigidly braced to one another by integral diagonal struts. The parts are4 preferably so designed'vand arranged that the axes 'of the center sill andthe draft sill portions of the end frames substanv tially or appro ately coincide with the center line along which aft and buiiing strains are exerted. lThis relationship is deemed important as l5 it enables the utilization of the maximum strength ofall bres of the members which collectively constitute the underframe unit. 'Ihe improved underframe is of simple construction which is advantageous because -it provides an assembly which can readily be fabricated in most railwayl repair shops without the necessity of investing in expensive and otherwise useful equipment. The improved design also aims to provide a construction in which a minimum number of rivets are required, and such rivets as are used are so lo'- cated that they can be machine ven. This is considered advantageous because oi' the uncertainty of hand driven rivets in apparatus of this character which is subjected to repeated shocks fao and reversing stresses.

The foregoing and various other more detailed features of the invention will be fullyapparent from the following speciiication when readin connection with the accompanying drawings. -V

v In the drawings- Fig. 1 is a plan view of a railwaycar underframe illustrating a preferred embodiment of the invention;

Fig. 2 isl an elevation with parts shown in sec- 4 tion, as indicated by the staggered line 2-2 of mg v l Fig. 3 is a vertical longitudinal sectionthrough one of the end frames showingaportionof the center sill secured thereto, the view being taken 4onlinel-Al of Fig.'1; A

Fig. 4 is an enlarged plan view of one end of the underframe, parts being broken away in the vinterest of clearnesinv v Fig. 5 is a transverse section on lines-5 of I0 `Fig. 1, parts beyond the plane of section being L omitted in the interest of clearness; Y Fig. 6 is a fragmentary section on line 6-6 of Fis. 1: j

'I is a transverse sectionl o n staggered line ||1-1ofFig.1;.

Fig. 8 is an end view of the underiranre; g

Fig. 9 is a detail plan oi' one of the end castings of the underframe having integral draft sill and body bolster portions;

Fig. 10 is a longitudinal section on line illill I of Fig. 9;

Fig. 11 is a detail section on line II-il of Fig. 9;

Fig. 12 is 'an enlarged end v iew of the striker portion of the end casting with parts broken 10 away;

Fig. 13 is a detail longitudinal section through the striker portion of the casting, the-section being iakerlizcn the plane indicated by line l3`l3 of Fig. -14 is an enlarged end elevation viewed from the right hand side of Figs. 9 and l0.

Referring in detail to the drawings, the frame consists of three main component parts comprising the end casting units A and B which are 20 spaced apart by the center sill unit C.

'I'he end castings A and B are substantial duplicates` of one another and they are united to laterally spaced' rolled steel sections which are alsov substantially duplicates, these sections in 25 the case illustrated being in the form of I-beamg.

- Extending laterally from the I-beams forming the center sill, there are a plurality of needle beams D. Secured to the outer end of these needle f beams there are side sills. E. These sills are 3o united to end sills F-F, the latter being supported centrally of their length by the end castings A and B.

`liirid castings A and B are formed with integral draft sill andfbody bolster portions and also with 35 stub draft sill extensions formed with abutments which make an end to end engagement with the webs and fiangesof the I-beams or other rolled metal sections constituting the center sill. The shape and proportion of the parts as will here` 40 a matter more fully appear is such that the center line of 'draft substantially or approximately coincides with the neutralaxes of the draftsill por-- tions of the end castings and the center sill.

The end frames A and B are substantial dupli- 46 cates, thus a description of one will suiilce for both. As best shown vin the enlarged sectional views of Figs.' 9 and 10, each end casting includes a draft sill portion comprising longitudinally ex-` tending webs lil-i0, top flanges I2-I2Aand bot- 5'0 tom iianges Il-IL Extending transversely of the draft sill portion, there isV a body bolster indicated generally at I6. 'I'his body bolster includes a transversely extending web I8 having integral top and bottom flanges 2l and 22. Near I5 4 the center, the bolster web I8 merges into a king pin bearing 24 which is, formed integral with the enlarged center plate 26, this plate merging into the lower bolster flanges I4. The bearing 26 is reinforced by inclined ribs 28.

Diagonal struts, indicated generally at 30, are provided which distribute the stresses transmitted to the draft sills by both draft and bufiing forces so as to relieve the center plate and king-pin bearing 24 of all shocks and to better distribute the loads.

'I'he struts 30 include top flanges 32 which merge into the top flanges I2 and I6 of the draft sill and bolster portions, respectively. These struts also include diagonal web portions 34, which merge into the webs IIJ and I8 of the draft sills and bolster.

The draft sill portion of each end casting is provided with inwardly extending projections 36 and 38 which are adapted to serve as forward and rear stops for follower blocks of any suitable type of draft gear such as customarily employed in railway rollingstock. The webs I0 of draft sills are provided with suitable openings 40 forthe accommodation of or to permit movement of the usual draft -gear parts. Cored flanged openings 42 and 44 are also provided to lighten the structure.

At the outer end of each end frame, there is provided an integral striker, indicated generally at 46 and which protrudes beyond the end 'of the frame as shown. 'Ihis striker has a coupler opening 48 cored therein. The striker is provided with thickened portions, indicated at 50 in Fig. 12 and also includes a transversely extending web portion 52 which is integral with an upper ange 54. This flange is connected by a plurality of reinforcing ribs 56, which merge into an outer web portion 58 forming a part of the front wall or face of the striker. `r

Each end casting is provided at its irinerextremity with a pair of stub sills 60. These form in effect extensions of the draft sills and they are adapted to be riveted or otherwise secured to the rolled metal I-beams 62 which constitute the center sill C. The top and bottom anges of the beams 62 are adapted to overlap top and bottom anges 64 formed on the stub sills. These flanges 64 are oset vertically a' sufcient disr-N tance from the upper and lower surfaces of the end casting so as to form abutmen.l shoulders 66 for the anges of the I-beams 62. The webs of the I-beams 62 are adapted to abut vertical shoulders 68 which in eiect are thickened portions of the draft sill webs Ill-III. This abutting relationship of the. anges and webs of the beams 62 as illustrated in Figs. 3 and '7, provides an arrangement which relieves the rivets 10, securing the I-beams to the stub sills, of shearing stresses. This is of particular importance in case of buiiing forces. the parts effectively distributes such bulng forces throughout the fibre structure of the flange and web portions of the end castings. These in turn transmit and distribute the forces through the diagonal braces `3|). Thus, the tendency to concentrate loads is overcome and the overall strength efficiency of the structure is increased over that of structures heretofore generally used.

'Preferably the line of draft, indicated by the horizontal center line X-Y of Fig. 3, substantial- 1y or approximately coincides with the neutral axis of the draft sill portions of the end frames A and B as well as with the neutral axis of the C, needle beams D and side sills E form a truss-v The abutting relationship of center sill C. The center sill C, as above described, comprises two longitudinally extending I-bearns 62-62 which are spaced transversely. These two component parts may be considered as a single sill member whose neutral axis lies at 5 the intersection indicated at O in Fig. 5 where the vertical center line M-N between the two I- beams crosses the horizontal center line P-Q located midway between the top and bottom flanges of the I-beam 62.

'I'he point O in Fig. 5 may be considered as the end projection of the center line X-Y in Fig. 3 representing the center line of draft. In an underframe as thus constructed, the metal is disposed at such locations with respect to thelines l5 along which the forces act that an excellent strength efficiency is secured. This is particularly true-in the case of bufilng stresses. In such stresses, the center sill can be regarded as a column in which the load is applied at one end 20 through one of the end frame castings and reacts against the other end frame casting. Such forces are eiectively resisted because the draft sills and center sill of our underframe are so arranged that there is considerable metal locat- 26 ed at points quite remote from the neutral axis. thus the parts effectively resist the stresses to which they are subjected in practice;

'I'he whole underframe is additionally stiffened and rigidified by reason of the fact that the30 needle beams D pierce the webs of the I-beams 62-62 at the points near the neutral axis of the webs of such beams, and also because the webs are reinforced at these points by connectingl brackets 12 which serve to secure the needle. beams to the webs of the I-beams. Moreover, the needle beams, at theirouter ends, are secured to the side sills E-E which are also secured to the body bolster portions I6 of the end frames. These side sills E being connected to the end sills F, which are also secured to the draft .sill portions I2 of the end castings, serve to tie While we have above referred to the needle 50 beams as piercing the webs ofthe I-beams 62-62 at the points near the neutral axis f said webs, it is contemplated that in some cases each needle beam may comprise a plurality of sections which would be secured to the webs of the I-beams 62-62 by' suitable brackets so as to avoid piercing or cutting away such webs. f

While we have described quite specifically the details of the embodiment of the invention herein illustrated it is not to be construed that we are so limited thereto since various modifications may be made by those skilled in the artwithout dcparture from the invention as defined in the a pended claims.

What we claim is:

l. An underframe for cars comprising spaced end castings each having integral longitudinal draft sills and a transverse body bolster and complementary pairs of integrally cast diagonal struts uniting said sills and bolster and rolled 70 metal center members terminating at and uniting said end castings.

O 2. A'n underframe for cars comprising end castings each having integral longitudinal draft sills and a center plate carrying a king pin bearbolster and rolled metal center members unitingA said end castings. each lend casting having an integral reinforced striker at the outer extremity f said draft sills.

4. An underframe for cars comprising end castings each consisting solely of central integral longitudinal draft sills and a ytransverse body bolster united thereto by complementary pairs of diagonal struts, rolled metal -center members having flanges and webs. said end castings having stub sills provided with seats and abutments for engagement with the flanges and webs, respectively, of said center members.

5. An underframe for cars including 1an end casting comprising draft sills having a vertical web and top iiangetsl a transverse body bolster having a vertical web and .top flanges and complementary pairs of. diagonal struts having top ang and webs which merge .into the flanges andwebs of said draft sills and said bolster.

6. An underframe for railway cars including a one piece end frame formed with integral draft sills and body bolster. said draft sills being so shaped and positioned that their common longitudinai'neutral axis and the line of draft lie substantially in the same horizontal plane.

7. An underframe for railway cars including a pair of one piece cast end frames each comprised solely of central draft sills and a body bolster united thereto by vcomplementary diagonal struts and a center sill comprising a pair of rolled metal section whoseends are secured to stub sills extending inwardly from the draft sills.-

8. An underframe for railway cars including a pair of one piece cast end frames each formed solely of draft sills and a body-bolster connected by complementary diagonal struts. and a center sill comprising a pair of transversely spaced I- 9. An underframeV for railway cars including a pair of one piece cast end frames each comprised solely of central draft sills and a body bolster connected by complementary diagonal struts and a center sill comprising a pair of rolled metal sections whose ends are secured to stub sills extending inwardly from the draft sills. transverse needle beams secured to the rolled center sill sections. and rolled metal flanged side sills jointly supported by'said needle beams and said body boisters.

l0. A'car underframe including a pair of one piece end castings comprised solely of an integral draft sill and bolster- .portions braced by com- 5 plementary pairs of diagonal struts, a center sill including laterally spaced rolled metal sections secured in an abutting relationship to said end castings. needle beams piercing said rolled sections and connected thereto, side sills secured to needle beams, and end sills connected to said-side sills and said end castings.

ll. An underframe for railway cars including a pair of substantially cross-shaped one piece cast end frames, each formed with draft silland l5 single body bolster portions, a center sill comprising a pair of rolled metal sections, whose ends are secured to said draft sills. needle beams piercing said rolled sections and bracketed thereto. rolled metal side sills secured to said -needle beams and end sills secured to the -slde sills and to said end frames, the metal in the draft sill and the said center sill being so disposed that their respective longitudinal neutral axes coincide.

12. A car underframe comprising one-piece end castings each having longitudinally extending draft sill portions and body bolster portions. and a center sill secured to said castings and comprising laterally spaced rolled metal flanged sections. the metal in said draft sill portions and said center sill being so disposed that the respective longitudinal neutral axis of each substantially coincides with the center line of draft.

13. A car` underframe comprising, one-piece end castings each having longitudinally extending draft sill portions and body bolster portions, and a center sill secured to said castings and comprising laterally spaced rolled metal sections. the metal in said draft sill portions and said center sill being disposed substantially symmetrically about the longitudinal center line of draft.

-14. A car underframe comprising one-piece end castings each having longitudinally extending draft sill portions and body bolster portions and a center iasili secured to said castings and comprising laterally spaced rolled metal I-beams whose webs are laterally spaced the same distance from a center line substantially bisecting the end castings in plan and whose top and bottom flanges are substantially equi-distant in ele- 'vation from the line of draft which substantially coincides with said center line and with the longitudinal neutral axis of said draft sill portions. 56

. JOHN-D. :WENSTERMACHERl BOWATER B. SUMNER.

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