US2075939A

US2075939A - Skeleton structure for railway cars

Info

Publication number: US2075939A
Application number: US707377A
Authority: US
Inventors: Heyner Fritz
Original assignee: FRANZ KRUCKENBERG AND CURT STE
Current assignee: FRANZ KRUCKENBERG AND CURT STE; FRANZ KRUCKENBERG AND CURT STEDEFELD
Priority date: 1932-03-09
Filing date: 1934-01-19
Publication date: 1937-04-06
Anticipated expiration: 1954-04-06
Also published as: US2040257A; GB355614A; FR44560E; DE608280C; FR44444E; FR707679A

Description

April 6, 1937. F, HEYNER SKELETON STRUCTURE FOR RAILWAY CARS Filed Jan. 19, 1934 5 Sheets-Sheet l April 1937- I F. HEYNER SKELETON STRUCTURE FOR RAILWAY CARS Filed. Jan. 19, 1934 5 Sheets-Sheet 2 April 1937. F. HEYNER SKELETON STRUCTURE FOR RAILWAY CARS Filed Jan. 19, 1934 5 Sheets-Sheet 5 F. HEYNER SKELETON STRUCTURE FOR RAILWAY CARS April 6, 1931 Filed Jan. 19, 1934 5 Sheets-Sheet 4 Fig. 12 5a April FQHEYNER SKELETON STRUCTURE FOR RAILWAY CARS 5 Sheets-Sheet 5 Filed Jan. 19, 1934 I ll- 'I Ill .Illl III Patented Apr. 6, 1937 SKELETON STRUCT CAR Fritz Heyner, Hanover, Franz Kruckenberg an Hanover, Germany Application January 19,

UlstE FOR RAILWAY Germany, assignor to (l Curt Stcdefeld, both of 1934, Serial No. 101,311

In Germany January 17, 19 3 18 Claims.

The invention relates to skeleton structures for railway cars, and more particularly for railway cars intended for very high speeds, and describes a novel three-dimensional latticework for such cars. Similar skeleton structures are described and claimed in my prior application Ser. No. 660,283, filed March 10, 1933, on which Patent No. 2,040,257 was granted May 12, 1936. The three-dimensional lattlcework of the cars described in said application comprises low main girders disposed in the side walls below the bottom edge of the window surface which extends without interruption over the whole length of the car. The ends of these low main girders are provided with rigid fiexure resistant or flexure-proof superstructures between which is fixed a moment resisting or buckling-proof roof or a false bottom below or both simultaneously. The inside and the outside linings enclose the main 20 girders. Stiff cross walls disposed at the" ends of this skeleton structure complete this latticework in space. These types of skeleton-are particularly advantageous for railway vehicles which can be built without regard being paid to any maximum moving dimensions, special restrictions etc.

When however in the design of modern vehicles, particularly. of those intended for high speeds, stream-line shapes, low-weight construc- 30 tions, low position of center of gravity, etc. are to be taken into consideration, while there are fulfilled all conditions imposed by existing railway installations, administrative prescriptions, dispositions of the platforms, habits of the pas- 35 sengers, etc., it is advantageous not to dispose the low main girders within the side walls. In order to reduce the air resistance, the false bottom of the vehicle is arranged close to the railheads and the cross section restricted to the indispensable amount. When however the floor of the car is left at the level of the platform top, the doors will be placed in recesses in the side wall of the car, these recesses extending from the car floor deeply into the roof. In this way the 45 main girder would be completely out asunder in the side wall. When the girders are located in the planes of the side walls, other design requirements render it impossible to offset the main 50 girder downwards.

It is an object of the present invention to obviate these several difficulties by the low main girders being disposed between the car floor and the false bottom of the'vehicle and at the same 55 time out of the plane of the side walls. The ends of the girders carry rigid superstructures which are so connected to the girders as to resist bending, and bars capable of resisting bending and buckling extend between the superstructures. These bars may be structural members of the roof or connected with one another by web members or roof sheets so as to form the upper horizontal bracing of the skeleton of the car. This carrying skeleton is completed by shells or shelllike bodies which below are fastened to the low main girders and on top to the said flexureand buckling-proof roof bars so as to form the car body proper. The said shells consist of a framing comprising stiff cross frames and longitudinal sections and are lined with sheet metal or another suitable lining material, the cross framings securing the roof bars against buckling, which bars are inserted between the end superstructures connected in a flexure-proof way. On account of the low weight aimed at,the side shells are made of the thinnest sheets and sections available which in the case of sensible deformations of the main girders are liable to buckle and f crease.

It is a further object of the present invention 25 to obviate this inconvenience by the length of the lateral shells being limited and the number of the said shells arranged in series being determined in accordance with the degree of deformation likely to arise. In some instances this subdivision of the shells in a lengthwise direction will not yet be suflicient so that deformations should be possible within the shell unit concerned without resulting in creasing or buckling.1 To this end the lining sheets are fastened at one edge only, preferably on through sections, the other edges of the lining being left movable, while the movable joints are sealed in a suitable manner against the penetration of rain, dirt, etc.

The invention is illustrated diagrammatically and by way of-example on the accompanying drawings on which Figs. 1-3 show the principle of the invention in perspective views,

Figs. 4 and 5 show lateral shells,

Fig. 6 shows in an enlarged sca struction of a short lateral shell,

Fig. 7 shows details of fastening the lining oi said shells,v

Figs. 8, 10, 12, 13, 14 show structures, v

Figs. 9 and 11 lateral shells, suited for skeleton structures as shown in Figs. 8 and 10,

Fig. 15 shows the skeleton of the head of a high speed car,

Ie the condifferent skeleton girders which are disposed below the floor and to the ends of which are connected rigidly the

superstructures

22, 23, 24 and 25. These superstructures, in this instance, are

frames

23, 21, 23 and 29, stiffened against bending and which may, for example, enclose vestibules. Between the top ends of the

superstructures

22, 23, 24 and 25 is inserted the roof strip 30, the floor 3i acting as the lower horizontal bracing while the said roof strip is'the upper horizontal bracing. By lateral shells, which may extend over the whole length of the car (Fig. 1) or comprise a plurality.

of short ones behind one another (Fig. 3) this car skeleton is completed to the car body proper. According to the purpose aimed at, these shells 1 and 3 show lateral shells suited for passenger cars, in which 32 is the passenger room with a continuous window surface '33, while 34 and 33 are for example auxiliary rooms, such as cloak room, lavatory, etc. 36 and 31 may be vestibules or the like. Figs. 4 and 5 show the inside and the outside of lateral shells,for 1, example, for container cars.

' with the cross frame 43 and between which suitable containers 33 may be introduced into-the carjfrom the side. The-roof strip 3ll'is secured against buckling by the stiff cross frames 43 being disposed in the sideshells which frames are connected to the corresponding verticals 4i of the main girders (Fig. 2), the same as to the roof strip 33 in afmoment resisting way. i

In order to be as light'as possible thelateral shells (Figs. 1,3, 4 and 5); are madeof the thin-- nest sheets and sections'available. Structural members vofthis class .tend to bulging, buckling, and creasing in the-case of deformations exceed ing a definite limit. Asthe lateral shells are.

fastened to the carrying skeleton. they necessarily partake of the deformations thereof.

Whenever the magnitude of these deformations is below the limit referred to, the lateral shells can extend over the whole length of the car.

body-(Fig. 1). Otherwise shorter shells must be disposed side by side, their individual length being that of one or several compartments. Fig. 3

shows such a plurality of shorter shells, the joint The shells consist of a skeleton not stiffened andwhich comprises of which is designated by 42.

frames 40 and bottom and'top

boom sections

45 and 46 respectively. The lining sheets 43 areconnected to the frames '43 and the

boom sections

45 and 46. In some instances the sheet clothing must, on account of the deformations of the car skeleton, be given so much that in spite of these deformations the outside surfaces of the said clothing remain smooth. Fig.

sections whichborder the window surface 53.

The sections 43 and ill, by which the lateral shells are connected to the skeleton, must partake of the contractions and dilations: of the members of the skeleton to which theyare fastened, whereas the sections 3i and 32 are not subject to such The side surface of these shells is' formed by the posts 33 only which are associated stance and 66 are the side, walls.

I bracing, the said 7 case it is readily freedom of motion,

and 43 are the lateral contractions and dilations since the changes of length are compensated by the particular construction of the cross frames 41 and 43. The lining sheets 34 are at the sections BI and 32 rigidly fastened to the framing of the lateral shells without being subject to deformations while the other edges 53 of the sheet are left movable.

Fig. '7 shows a perspective view of a section of such a movable arrangement of the lining sheet as taken at a joint formed by the lining plates and the cross beam 43, Fig. 6, which joint is sealed against the penetration of atmospheric matter. 56 and 31 are the web plates of the cross frame 48 (Fig. 6) which are connected with each other by the sections 53 and '53. The latter are so shaped that the web plates 33 and I! are allowed to springingly move towards or from each other. So the sections 3i and 32 (Fig. 6) are left without sensible stress or deformation. To these sections are fastened the lining sheets 33, which can have different shapes and appearances. Figs.

of sheet metal and internally connected with rubber sections 62. These two membersare together clamped between the said sections 53 and a strip 63 intended'for reinforcing the section. On account of its ribbed shape and sunlclent softness therubber 32 ensures tightness and satisfactory mobility. j The sheet strip 33 is fastened from the inside by means of bolts 34.

5 Figs. 8and 10 show car skeletons'constructed on the same inventive idea, Fig. 8 representing a design suited for compartment cars. In this inagain the low girders dis- 31 and out of the plane of At their ends they carry the

superstructur'es

33,33, 13 and II connected therewith in a' moment resisting wayand engaging between them the horizontal bars 12 and 13. By

posed below the floor the frames" and suitable struts 15, which are' at the same time members of an upperhorizontal bars are secured against horizontal buckling. To this, skeleton. are, for example, applied a plurality of shells, each of the length of one 'compartmentfwhich with their lateral solid-web frames at the same time form thepartitions of the compartments. For better clearness only one of these shells (Fig. 9) is shown as being separated'from the skeleton. The other shells are represented inthe drawings by their sidewalls '14 only. The

superstructures

33, 33, I3 and H preferably enclose the auxiliary rooms. Fig. 10 shows a car skeleton of thesolid-web type. The superstructures 13,19, 30 and 3| disposed at the ends are-closed frames, between which the roof strip of the main girders 16 and I1 32 is inserted. The solid-web construction of the main girder affords particular advantages for the construction of the side shells. -'In this possible to choose the length of the .shells to be connected-tothe said girder,

without regard toa bayhdivision of'the main girder, which fact can be of great advantage, for example, in the case of cars having compartments of different lengths according to the particular classes. Fig. 11 shows a shell which is suited for highcapacity cars and attached to the thin girder "and the roof strip 32 by means of its moment-resisting cross frame 35. In the drawings the other lateral shells. are diagrammatically represented by their cross frames laterally connected to the skeleton while the longitudinal sections and lining sheets are omitted.

For certain types of cars it is advantageous to v dispose the girders as close to the side walls amuse g as possible. Riga-12 and13 show constructions of this-type, in which, 04 and 05 are the main girders. 'I'he superstructures 06, ll, and 80 against which'bearsthebuckling-proof roof strip 90,-are inclined towards the center line while beingduly supported in order that full freedom is left for the design of the lateral shells. In Fig. 13 the main girders SI and 92 are in an inclined position so that the clearance gage restricted in-this place is better utilized, The inclined superstructures 93, 04, 05 and 00, which are stiifened against flexure, are at 01 and I0 connectedwith each other, and a buckling-proof compressionalbar 99 is inserted at these points. The closing of the passenger room as effected by means of shells is diagrammatically'represented by the supporting frames I00. For better clearness the longitudinal bearers, the horizontal bracing and the sheetlining are omitted in the drawings.

Fig. 14 shows a further embodiment of the inventive idea. The low main girder IN is disposed below the floor and the superstructures I02, I00, I0| and-I05 thereto connected in a flexure-proof way embrace between them the wings or projections I01, I00, I09 and H0 of the roof portion I06. The rigid supporting frames III diagrammatically represent the construction of the clothing arrangement.

Fig. 15 shows how the skeleton of a high-speed vehicle is built up in accordance with the present invention and it represents the front end' of a modern stream-line high-speed car. The stream-line is diagrammatically shown by the dotted contour II2, while H3 is the running and driving gear and Ill the engine room. The

main girders H6 and III disposed below the floor I I5 of the passenger room are deflected to extend upwards abovethe running gear and downwards again below the engine room: In suitable places are connected the flexure resisting superstructures H8 and 9, with which is connected the buckling-resistant roof strip I20. To the end of the cantilever portion of the main girders Iii and Ill respectively projecting beyond the running gear H3, there are connected superstructures I2I and I22 which are likewise stiffened against deforming moments. Between these superstructures and those designated by H0 and H9 is disposed a roof portion I23 subject to tensile stress and which has the same relieving effect on the cantilever portion as the roof portion I20 on the central part of the said main girders. The outside contour of the passenger room is again diagrammatically shown by the stiff frames I24. For better cleamess the outside lining is omitted in the drawings.

In some instances it is desirable to bring the superstructures connected to the main girders, out of the plane of the said main girders, for example, in order to allow fora more convenient disposition of the auxiliary rooms. Fig. 16 shows such an arrangement. By I25 and I20 are again designated the main girders which are disposed below the floor I21 and in close proximity to the wheels I28 of the running gear. On both sides of the narrow passage I29, which may lead to another car, there are arranged the auxiliary rooms I30 and I3I which may be used as cloak' room, lavatory, service compartment, kitchen etc. The superstructures I32 and I32 being disposed in the plane of the main'girders I25 and I20 would result in rather narrow auxiliary rooms or at least interfere with an advantageous disposi- 75 tion thereof. This inconvenience is obviated when the superstructures I32 and III are brought out of the plane of the main girders, for example, by being shifted towards the center line of the car. Every single memberof the said superstructures must then be constructed as a flexure-resistant frame bar.. When symmetry is admissible, closed frames I" could be used to advantage. The rigid frames. I05 diagrammaticaly represent the lateral sheels attached to the skeleton, and

the chain-dotted lines I30 and Ill show stiffening members between'the two buckling-resistant roof members I which are connected to the superstructures I02 and I32.

I claim:

1. In a railway car having a floor and side walls, main girders below said floor and out .of the planes of said side walls, superstructures at the ends of and rigidly connected to said girders to resist flexing thereof, a compression resisting roof member connected between said superstructures, and a plurality of spaced connecting means between said roof member and said girders to reinforce said roof member against deflection, said connecting means being located between said superstructures and bowed outwardly from the planes of said girders to provide a clear space above the floor level of greater width than the spacing of said girders.

2. In a railway car havlng a floor and side walls, main girders below the floor and out of the planes of the side walls, superstructures erected at the ends of said girders, means connecting said girders and superstructures to resist flexing, a com-V pression resisting bar between said superstructures and forming a member of the roof, means located between said superstructures and connecting the respective girders to said bar, said connecting'means being bowed outwardly to pro-' vide a clear space above the floor level of greater width than the spacing of the said girders, and shells enclosing the useful space of the car and connected to said girders and said bar- 3. In a railway car having a floor and side walls,

main girders below the floor and out of the planes of the side walls, superstructures erected at the ends of said girders, means connecting said girders and superstructures to resist flexing,a plurality of compression resisting bars between said superstructure and forming members of the roof,

means located between said superstructures and connecting the respectivegirders to said bars, said connecting means being bowed outwardly to provide a clear space above the floor level of greater width than the spacing of the said girders, and shells enclosing the useful space of the car and connected to said girders and said bars.

4. In a railway car having a floor and side walls, main girders below the floor and out of the planes of the side walls, superstructures erected at the ends of said girders, means connecting said girders and superstructures to resist flexing,-

said superstructures each including a pair of longitudinally spaced members, a compression resisting roof including lateral extensions positioned between and connected to the respective pairs of spaced members of said superstructures, an outer sheath defining the outer surface of the car, and a plurality of members cooperating with said girders and roof to support said sheath, said members being bowed outwardly from the planes of said girders.

5. In a railway car having a floor and side walls, main girders below said floor out of the planes of the side walls and inclined towards the longitudinal central plane of the car, superstructures at the ends of the girders, means connecta ing said girders and superstructures to resist flexing, a compression resistant roof means including a bar connected between said superstructures, and shells connected to said girders and bar.

6. The invention as claimed in claim 5, wherein said roof means includes a plurality of bars connected'between said superstructures. and means connecting said bars for mutually reinforcing the same.

'I. In a railway car having a floor and side walls, main girders disposed below the floor and out of the planes of the side walls within planes inclined towards the longitudinal central plane of the car, superstructures disposed at their ends within the same planes, means to connect the said girders and superstructures in a flexureresistant way, a pressure-resistant 'bar inserted between the contacting ends of the said structures and adapted to be a member of the roof,

and shells connected to the said girders and the said bar.

8. In a railway car having a door and side walls, main girders below the floor and out of the planes of the side walls,-superstructures disposed at the ends and out of the planes of the said girders, means to connect the said girders and superstructures in a flexure-resistant way,

0 a single pressure-resistant bar between the superstructures at substantially the longitudinal central plane of the car and adapted to bee, member of the roof, and shells connected to the said girders and to the said bar.

3 9. In a railway car having a floor and side walls, main girders" below the floor and out of the planes of the side walls, superstructures disposed at the ends and outof the planes of the said girders, means to connect the said girders 40 in a flexure-resistant way, a plurality 0t pressure-resistant bars inserted between the superstructures and adapted to stiil'en one another and to be members of the roof, a plurality of outwardly bowed members connecting the respec- 45 tive girders to the bars adjacent the corresponding outer edges of the car, and shells connected to the said girders and bars.

10. In a railway car having a floor and-side walls supported indirectly upon running gear,

50 main girders below the floor and out ofithe planes of the side walls, extensions of the said girders projecting as cantilevers beyond the running gear, superstructures connected to the girders at suitable points, means to connect the said girders 55 and superstructures in a flexure-resistant way,

a pressure-resistant bar inserted between the superstructures and adapted to be a member of the roof, and shells connected to the said girders and to the said bar.

60 11. In a railway car having a floor and side walls supported indirectly upon running gear, main girders below the floor and out of the planes of the side walls, extensions of the girders projecting as cantilevers beyond the running gear,

05 superstructures connected to the girders at suitable points, means to connect the said girders and superstructures in a ilexure-resistant way, pressure-resistant bars inserted between the superstructures and adapted to stiifen one another 70 and to be members of the roof, tensional bars connecting the said bars and the said cantilevers, and shells connected to the said girders and pressure-proof bars.

12. In a railway car having a floor and side 7 walls supported indirectly upon running gear,

main girders below the floor out of the planes of the side walls. extensions of the said girders projecting as cantilevers beyond the running gear, superstructures connected to the said girders at suitable points and at the ends thereof, means to connect the said girders and superstructures in a flexure-resistant way. a pressure-resistant bar inserted between the superstructures and adapted to be a memberof the roof, and shells connected to the said girders and the said bar.

13. In a railway car'having a floor and side walls supported indirectly uponrunning gear. main girders below the floor and out of theplanes of the side walls, extensions of the saidg girders projecting beyond the running gears assfcantilevers, superstructures connected to the said girders at suitable points and at the ends thereof, means to connect the said girders and superstructures in a flexure-resistant way, Pressure-resistant bars inserted betweenthe superstructures and adapted to stiil'en one another and to be members of the roof, and shells connected to the said girders and bars.

14. In a railway car having a floor and side walls, main girders below the floor and out of the planes of the side walls, superstructures connected to the said girders, means to connect the superstructures and girders in a flexure-resistant way, shells enclosing the useful space of the car and extending over the full length thereof, a roof strip inserted between the said superstructures, the shells being connected to the said main girders and to the said roof strip.

15. In a railway car having a floor and side walls, main girders below the floor and out of the plane of the side walls, superstructures connected to the said girders, means to connect the superstructures and girders in a flexure-resistant way, shells comprising a plurality of sheathing members enclosing the useful space of the car so as to extend over the full length thereof and a latticework to which said sheathing members are slidably attached in the plane or the outer surface of the car, a roof strip inserted between the said superstructures. the sheathing members being connected to the said main girders and to the said roof strip.

16. In a railway car having a floor and side walls, main girders below the floor and out of the planes of the side walls, superstructures connected to the said girders, means to connect the superstructures and girders in a flexure-resistant way, a roof strip inserted between the superstructures, a plurality of laterally open shells enclosing the useful space of the car and arranged side by side, which shells are connected to and directly supported by the said main girders and the said roof strip.

1'7. In a railway car having a floor and side walls, main girders below floor and out of the planes of the side walls, superstructures connected to the said girders, means to connect the superstructures and girders in a fiexure-resistant way, a roof strip inserted between the superstructures, a plurality of laterally closed shells enclosing the useful space of the car and arranged side by side, which shells are connected to and directly supported by the said main girders and the said roof strip.

18. In a railway car having a floor and side walls, main girders below the floor and out of the planes of the side walls, superstructures connected to the said girders, means to connect the superstructures and girders in a flexure-resistant way, a. roof strip inserted between the superstrucof the car, and interchangeable containers for tures, a plurality of outwardly bowed members insertion between adjacent bowed members and connecting the respective girders to the correcooperating therewith to form the outer surface spending edges of the roofing strip, the outer or the car.

5 edges of said members defining the outer surface FRITZ HEYNER. 5