US2101557A - Lightweight railway car - Google Patents

Description

4 Sheets-Sheet l W. H. MUSSEY ETAL LIGHTWEIGHT RAILWAY CAR Filed June 17, 1933 Dec. 7, 1937.

[N VEN 727x75; W/L A /F7M H M0555 V [:2 MHE 7'//V PEA 0/ 455 F5.

Z/ THE/P Hr TUP/YEK H. MUssEY AI 2,11,55?Q LIGHTWEIGE'IT RAILWAY CAR WLL/HMHMUEfiEWIj F? Lame/ 25v Mean/v UNITED STATES LIGHTWEIGHT RAILWAY C William H. Massey and Martin P. Blomberg, Chicago, Ill., assignors to Pullman-Standard @ar Manufacturing Company, Chicago, Ill a corporation of Delaware Application June 17, 1933, Serial No. 676,265

11 Claims. (Cl. 105-397) The invention relates generally to, metallic rail- A particular object of the invention is to proway car construction and more specifically to vide a carol maximum strength and capacity and passenger train vehicles fabricated of aluminum of minimum weight, utilizing extruded stress or its alloys; members of advantageous contour and proportion Because of the sharp definition of contour obsubstantially to reduce the number of parts res tainable in members formed by the extrusion quired for itsfabrication, and to adapt such memprocess,it becomes practicable to unite a plurality bers to the contours of associated engag of shapedmembers formed with interlocking faces bers of the car framing to reduce the number of and so disposed relatively that the assembled Joints in the flfi y.

whole will present a structural element of such A further object is so to dispose and proportion 10 contour as to render it suitable for connection the extruded longitudinal stress members forming with associated members of the car framing. the compression chords of the upper and lower In riveted aluminum structures involving the gir ers re p iv ly above n below the win ow use of many pieces, the greatest uncertainty openings that neutral axes of said girders will be exists with respect to the integrity of the joints placed relatively high with respect to their lower 15 between them. There is no assurance that the chords constituting the drip mold above the win: connected members will function in unison since dow openings and the car side sills therebelow. the stresses imposed are usuallytransmitted from A still further object is to increase the effective one member to the others by rivets, and in all top chord area and correspondingly reduce the probability the metal about them will yield and section of the bottom chord so that the girder 20 the holes become elongated with ensuing deplate portion below the neutral axis thus raised formation of the connected members due to their will be increased and the area above the neutral low deflection value and the unequal stresses im axis subjected to compression will be reduced to posed. Therefore, the use of aluminum requires a minimum to permit the relatively thin girder that the arrangement and location of parts he plate to be utilized for the distribution of stresses 5 such as properly to transmit the stresses set up, and to prevent buckling thereof. giving due regard to thedistribution and inter- An important object is so to correlate and disengagement of the mass of the connected parts. pose the several member assemblies entering into Heretofore, the neutral axis of the girder side the roof framing, side structure and underframe was invariably found adjacent the bottom chord that the respective car sections may be fabricated 39 because of the practice of using lower chord mem in the shop and the completed assemblies con bers having sections relatively greater in area nected at the erection location.

than the stress members forming the top chord The invention further contemplates the efiecof the girder. As a result of that arrangement, tive stream-lining of the exterior contour of the the area of the girder plate subjected to com- ,car body whereby wind resistance to car move- 5 pressive stresses above the neutral axis was abment, in the direction indicated by the arrow, normally large, causing the plate to buckle. The will be minimized.

relative thinness of the girder plate rendered the The foregoing and other objects are attained by plateinadequate for the purpose of transmitting the construction illustrated in the accompanying u compression stresses, whereupon the top chord drawings, in which 40 member became overstressed by the additional Figure 1 is a side elevational view of one emburden of the load normally distributed by such bodiment of the invention; plate to the bottom chord and buckled under the Figure 2 is a plan View; thrust, causing premature failure of theglrder as Figure 3 is an enlarged side elevational view of a supporting unit. the car with portions broken away to expose the iii Accordingly, an important object is so to dispose, framing structure; combine and connect the stress elements of the Figure l is an isometric view in vertical transsupporting side structure above and below the verse section taken on line t-t of Figure 3, and windows of thecar that the majorportion of the on an enlarged scale, showing side framing dearea of such structure will be free from deforming tails; so

stresses, the parts comprising the principal longi- Figure 5 is a sir view showing a modificatudinal elements thereof being so connected that tion; the several parts will function as a unit regard- Figure 6 is an isometric plan of one end of the less of the magnitude or direction of the stresses under-frame looking towards the front vestibule imposed. end oi the car; ll

Figure 7 is an enlarged isometric view of one of the struts of the underframe providing the connection between the center sill and crossbeams of the underfranie;

Figure 8 is an end elevational view showing the front vestibule end wall with a portion of it broken away to expose the car body end wall and framing detail;

Figure 9 is a vertical longitudinal section through the front vestibule of the car taken on line 3-9 of Figure 8, showing the method of anchoring vestibule antitelescoping posts to the buifer end sill;

Figure 10 is a. partial plan of the front vestibule end of the car showing a portion of the roof broken away to show some of the framing details of car body end wall and vestibule end wall;

Figure 11 is a vertical transverse section through the vestibule antitelescoping post anchorage in slightly modified form and taken on line |l--H of Figure 12;

Figure 12 is a vertical longitudinal section through the same taken on line l2-l2 of Figure 11 showing the post filler and wedge anchor;

Figure 13 is a bottom view of the same;

Figure 14 is a vertical sectional View on line l4-l4 of Figure 6 showing bolster side and center bearing arrangement;

Figure 15 shows another form of interlocking assembly for the belt rail; and

Figure 16 shows a tongue and groove connection between side plates.

In the drawings, l0 represents a car the em bodiment of which in Figures 1, 2 and 3, is shown with its front or vestibule end conforming to a relatively long are having the plane faces II and I2 at an angle to each other and its oppposite or rear end shaped with its side walls l3 approaching each other and their ends joined by a door frame l4 curved to merge with the side wall ends whereby the end of the car in plan would assume a parabola in contour. From the vestibule l5 at the front end of the car, the side walls l3 extend in flat planes up to and including that portion of the wall area over the end side posts l6, the wall portion extending around the end of the car from the post IS on one side to a similar post IS on the opposite side having a general parabolic configuration.

Above the belt rail H, the wall between the side end posts l6 curves upwardly and inwardly in both vertical and horizontal intersecting parabolas incorporating a letter board portion l8 extending between the posts Hi to the roof and secured to the side plates l9. Below the belt rail H, the side walls are bent horizontally only to conform to the parabolic configuration of the end but in vertical planes, as best shown in Figures 1 and 3.

However, between the vestibule l5 and end side posts IS, the side walls l3 extend from side sills 2| to side plates IS in vertical planes merging with the curved end wall at the end side posts Hi from which points only the walls begin to assume the parabolic configuration at the rear end of the car. The purpose of thus shaping the car body with receding rear wall portions is to provide a slip-stream surface to minimize the suction effect of the vacuum created by the passage of the relatively large bulk of the car through the air whereby the air displaced may wipe such receding rear wall faces without eddying and therefore substantially reducing air resistance, as will be obvious.

The letter board plates l8, upper chord side plate members 22, supplemental side plate members 23 forming also part of the roof assembly, the roof stress plates 24, and the bottom chord drip molding 25, together constitute the upper girder formation. The lower girders comprise the wall plates 26, upper chord belt rail members consisting of the outer and inner longitudinals 21 and 28, respectively, intermediate sill portions 29, post filler members and 3|, and bottom chord longitudinals 32. As best shown in Figures 3 and 4, the upper and lower girders are connected by narrow posts 33 and relatively wide posts 34, preferably of extruded metal, extending continuously from side sills 21 to side plates l9 and framed into and intersecting the intermediate belt rail H, the posts forming thrust members in the lower girder upper chord assemblies.

For the purpose of unifying the members of the belt rail assembly, including the posts, the outer rails 21 and inner rails 28 are made to interlock with protruding shoulders 35 and 36 on outer and inner faces of intermediate sill members 29 which at their ends abut squarely against contiguous side walls 31 and 38 of respectively adjacent posts 33 and 34, the continuity of such intermediate members being established by the post fillers 30 and 3| and the metal of post walls 31 and 38, and, if necessary, by filler inserts 50 inserted between them, both inner and outer rails being riveted to the posts, members 29 and fillers 3| to insure complete unity of function between assembly members. 1

The relatively wide posts 34 have their outer webs formed of upper and lower girder web plate portions l8 and 26 and an intermediate connecting plate 39 extending between the lower edge of the upper girder and the belt rail [1 to complete the unification of the side structure members whereby the full car side will be maintained at a level substantially above the normal deflection values established for the several members entering into the wall structure.

The narrow posts 33 have their web portions 40 forming part of the outer wall sheathing between the upper and lower girders. but are overi lapped by' and secured to girder plates I8 and 26 at levels above and below the windows substantially to shorten the post column and minimize the bending moment thereof. The posts 33 and 34 on their inner sides are concealed by the usual lining sheets 4| forming no part of the girder structures for stress transmitting purposes. The customary insulation (not shown) of any approved type, may be installed within the spaces between the posts and girder plates and inner lining sheets.

In the spaces between the posts; the plates 44 are secured to the outer faces of the posts in the plane of intermediate connecting plates 39 and have inwardly projecting flanged portions 45 to provide window headers at the window openings, both header and intermediate plates being secured to the upper girder by rivets 46. In the embodiment shown in Figure 4, the extruded metal window sashes 41 are preferably arranged flush with the car side and secured to headers 45, window sills 29, and adjacent posts 33 and 34 by screws 48 whereby the windows 49 are held normally closed in cars equipped with mechanical systems of ventilation for supplying conditioned air to the passengers.

In Figure 5, a double window is shown with outer sash I41 and inner sash I48 slidable in guides I49 secured to the framing posts. The window headers I44 are fitted preferably with wood lintels I against which the Weatherstrip I46 on outer sash upper rail engages when in closed position, the lintels being supported upon the inwardly extending flanges of the headers.

The roof structure is arched between the side plates 23 and secured as 'a unit to underlying channel-shaped side plates 22 by rivets 5| or otherwise to prevent displacement thereof and insure further cooperation with the side wall structure. The side plates 23 are also preferably channel-shaped with a pair of upstanding outer carlines 59 extending transversely of the car and supported at their ends upon side plates 23 and held from displacement by the upstanding flanges 52 and 53 to which and the web 54 they are secured by rivets 60 as best shown in Figure 4. The rigid roof plates 24 and the relatively light intermediate 'roof sheets 58 are preferably joined by riveting as indicated at 6| or by welding, and are further braced and secured at side plate flanges 52 having thickened'marginal portions 62 to which the roof plates are connected by rivets 60, the enlarged edges conforming to the curvature of and providing additional bearing area for the plates.

The rigid roof plates 24, thus held by a double row of rivets at their lower margins and braced laterally by carlines at spaced intervals and by virtue of their contour, provide in effect beams at the roof line to supplement that afforded by the side wall structure below, whereby the neutral axis X-X of the upper girder is raised to a point adjacent the side plate assembly by increasing the mass of material comprised in the assembly with respect to the remaining area of the girder below the neutral axis. Such distribution of metal assures the placementpf the greater part of the girder plate H3 in tension with its lower chord 25 with the result that the relatively thin girder plate is held relatively taut and free from buckling, since the forces of compression will be confined to the relatively small'area above the neutral axis and adjacent the .top chord assembly.

Such distribution of the metal in the girder formation eliminates the difliculty heretofore encountered in securing suflicient stability of structure in aluminum cars because of the relatively low modulus of elasticity of the metal and correspondingly great deflection in the completed car with consequent buckling of the girder plates and overstressing of other and associated parts of the car.

Because of the unitary character of the extruded longitudinal stressmembers of the side plates, the joining together of the several separate memmrs heretofore'making up such assembly is avoided and the members shaped to conform to associated parts, as will be evident from an inspection of the side plate member 23 having an outer flange 52 in addition to the inner flange 53 whereby the ends of carlines, 59 are nested between such flanges as in a pocket, the outerflange also providing a bearing and securing means for the curved roof stress plate 24 in planes inwardly of the depending eaves flange 55 so that the assembly would function as a column in bufling.

It will be noted that in one embodiment the upper girder plates II! are riveted along their upper edges to inner faces of side plate outer flanges 56 and that the eaves flanges 55 spaced outwardly therefrom to provide a watershed are integral with the roof side plate 23 and the roof plates 24 attached to and removable with the roof assembly. In the modified form illustrated in Figure 5, the rigid roof plate 24 is secured to the lower side plate section I22 of the side wall assembly by rivets I51 thru the downwardly extending outer flange portion I55 ofthe plate.

The flange I55 is offset inwardly at I56 and its depending marginal portion I59 secured by rivets I60 to the outer face of upper girder plate l8. The offset flange, by virtue of its shape, provides the necessary watershed at the eaves of the roof and with the web I6I of the side plate channel reinforces the roof plate 24 both laterally and vertically of the car. In the modified embodiment, the side plate I23 for the roof as sembly is also channel-shaped with its inner and outer flanges I52 and I53 upstanding to provide a pocket for the ends of carlines 59 in the manner indicated in Figure 4, the outer flange having a thickened marginal portion I62 conforming to curvature of the rigid roof plate 24 bearing against it as in the case of the first embodiment, with rivets I63 securing the roof plate 24 to the flange I53 and rivets I64 of other devices connecting the web I65 of side plate I23 with underlying web I6I of side plate I22;

As in the case of the side plate members of the first embodiment. the members I22 and I23 are preferably of extruded aluminum and each formed of integral sections of a contour adapted for ready assembly with associated framingmemv bers. The inner flanges I66 depending from web I6I may lie flush with adjacent inner flange I52 of the overlying side plate member orstepped inwardly thereof as in the first embodiment depending an extent of eaves overhang desired and width of side posts.

The side frame assembly I3 is supported upon side sills 2| of the underframe shown'in Figure 6. The sills are of extruded aluminum of general Z-formation and in Figure 4 are shaped to provide a web portion 68, inwardly extending top and bottom flanges 69 and III and a relatively wide outwardly projecting bottom flange II upon which the bottom chord 32 of the side wall assembly is supported. Upon upper flanges 69, the usual subfloor sheets 12 are provided for supporting the customary floor insulation (not shown) and secured upon the sill flanges by angular stringers having their vertical flanges I3 attached to flanges 43 of the framing posts and I their horizontal flanges I4 overlying subfloor sheets and secured to sill flanges 69. Upon stringer flanges I4 is laid the usual nailing and spacing stringers 15 for supporting the car floor 16. It will be noted that the vertical flanges I3 project above the level of the floor 16 at the side wall and function with the underlying horizontal flanges T4 of the stringers to provide an air and moistureproof seal at the floor line.

L ke the side sill of the first embodiment, the modification illustrates a sill of extruded aluminum and of general z-formation except that the inwardly extending floor supporting flanges I69 form an integral part of a separately formed III) floor seal member adapted to interlock with a shouldered thickened edge portion I10 on web I68 of the sill, but the outwardly projecting lower flange III for supporting the side wall structure is preferably integral with the web, as shown.

The floor seal member is formed to interlock with the sill web to function as part of the side sill and to provide a combined clip attachment for inside finish and a cove molding and support for the floor. For this purpose, the floor supporting flange portion I69 is formed with an upstanding reversely offset flange I13 providing an outer groove IT! for interlocking with and receiving the shouldered thickened edge I10 or tongue portion on the sill web and an inner and relatively higher groove portion I" to provide a receiving cove for the floor.

The upper edge of the offset flange I13 is formed with a downwardly and inwardly extending hook. flange I15 designed to provide an anchorage clip for inside fi'nish sheet 4| at the floor line having a rebent edge portion I16 hooked under the flange as best illustrated in Figure 5. The sill parts are further secured together and to adjacent side framing members by rivets I" to insure at all times a proper working relation between the interlocking members. The modifled adaptation will permit the connecting rivets I 11, except those taking the side posts, to be machine riveted before assembling with the side wall structure.

In the embodiments of both Figures 4 and 5, the bottom chord angles 32 of the side wall assembly rest upon and are secured to respective outwardly extended sill flanges by rivets 8 handdriven at the erection location. As in the upper girder construction, the massing of material at the belt rail constituting the top chord member of the lower girder structure has the effect of raising the neutral axis X--X to a point substantially above the median line of the girderwhereby the greater part of the girder plate area with the bottom chords 32 and side sills 2| in tension is freed from compression strains tending to buckle the girder plate, the area of the plate 26 below the outer rails 21 and above the neutral axis being relatively small.

By distributing the mass in the belt rail laterally of the structure as exemplified by the sub stantial areas of the interlocking inn tl outer rail sections Eli and and mint y .e sill member 29 connecting them, the radius of gyratlon of the belt rail assembly is also substantially increased to effect a lower ratio of slenderness of the column with resultant increase in rigidity of structure and rendering possible the use of aluminum and its alloys in assemblies where the low deflection value inherent in such metal had heretofore been regarded as detrimental to its adoption for such purposes.

The described superstructure is mounted upon the underframe illustrated in Figure 6 andconnected as stated to the side sills 2i extending in the present embodiment from the body end sill TI to the opposite end of the car and conforming to the side wall contour to the buffer end sill It at door frame I 4 as indicated in Figures 2 and 3. In cars fitted with vestibules It at both ends, the sills will extend in a single plane to end sills at both ends of the car. Except for the bending in of the side sills at the curved opposite end of the car beyond the body bolster at that end and the elimination of end sill I1 and vestibule I5, the underframe on opposite sides of the transverse center of the car is of similar construction, therefore a portion only of the underframe on one side of the center will be shown and described.

The center sill construction is fashioned somewhat on the order of that covered in Patent No. 1,804,428 issued May 12, 1931, to W. H. Mussey, for car underframe construction, but differs materially therefrom in structure presently to be described. As in the prior patent, the top chords "I9.and bottom'chords 80 of the center sill are channel-shaped with their flanges 8| bent laterally to provide horizontal securing flanges 82. the channels respectively opening upwardly and downwardly.

Between the bolsters the sill chords are spaced apart by crossbearers 83 and struts 84 and between the crossbearers and vestibule I by pressed channel draft sill members 85 secured to and extending from the crossbearers 83 at their deepest point and tapering to the body bolsters 86 through which to the vestibule the height of such members remains uniform. The bottom chord between crossbearer 83 and a like crossbearer at the other end of the underframe is straight, and, in the present embodiment, slopes upwardly from said crossbearer to the bolster 86, then straight through the bolster to points intermediate the respective bolsters and end sills 11. The top chords I9, however, extend to points beyond the end sills for connection with inwardly extending buffer housing portion 81 of the buffer end sill casting I8 supported upon the pressed channel draft sill members 85 which extend to the buffer end sill and are secured to it.

Between the draft sills, the buffer cushion housing portion of the buffer casting is inserted with its side walls 88 secured by rivets 89 to webs 80 of the draft sills. Projecting outwardly from the upper edges of the housing side walls are supporting wings 9| overlying the draft sill top flanges 92 and secured thereto by rivets 93, the flange riveting area being depressed below the normal top face of the wings so that the rivet heads will not interfere with the normal placement of the usual sectional platform plate 24 extending between and secured to the step risers 95 by rivets 96 and to the buffer wings by screws 97 to permit removal of the intermediate section of the platform plate for access to the housing 87.

The bufifer casting wings fit extend rearwardly to the end sill ii and unite back of the housing portion it? to'provide connection webs for the ends of the center sill top chords "I9. The Webs conform to the contour of the sill chord and provide a major portion 98 secured to the webs 99 of the top chords between the flanges BI and portions I fill in a higher plane for engagement with and connection to adjacent top chord flanges 32.

As indicated in Figure 6, the pressed draft sills 85 have their upper and lower flanges 92 and IOI secured to and between outwardly extending flanges 82 of respectively adjacent sill chord flanges 8i to form with such chords a box girder sill portion framed into the bolsters and extending to adjacent crossbearers 83 to provide a rugged column having open channel faces upon all of its sides. The bottom channel face is adapted to receive a center bearing plate II9 beneath the web 99 of the bottom chord 88 at the bolsters 88.

The side channel faces receive the strut members 84 and inner ends of bolster diaphragms I03 and floor pans IZI, and the upper channel face receives the nested portion 98 01' the butter end sill extensions 9| at the end sill, by virtue of column; insuring thereby a balanced transmission of boiling forcesthrough the transverse members to the car sides.- The center sillibetween the crossbearers 83 is o pen and the top 'and bottom chords at that section are tied together by struts 184 and intermediate crossbearers (not shown) since thesill chords atthispoint are parallel to I the lines of impact and re uire onlythat they be heldinalignment. I I

I spective opposite ends with jacking pads I06 se- A nection ywith the bolster top cover plate I04 to formtherewith a box girder constructionprovid- ThebolstersBIi comprise each the diaphragms I03 placedbackto back and extending between the center and side sills, the sills and diaphragms being connected by atop cover plate I04 extend-' :ingfrom side to side andbolster to bolsterto provide a :unitary assembly. 3 The undersides of the bolsters arefcovered by separate compression plates I 05 extending beneath and tying together the \sills and-diaphrag'msanjdf fitted at their re cured to the plates andadjacent side sills by rivets I01. The bolsters 06 adjacent theirendsare further united and braced by hollow side bearing beams l08 connected to the bolsters byangle clips I09 secured to the webs of diaphragms I 03 landsidewallsvlmof thebeamst The beams are preferably channel-shaped with,

their side walls fianged outwardlyat I II for coning arigid columntfor distributing shocks of impact'andsubstantially reinforcing the bolster assembly, the outer flanges of thebeams' being spaced from adjacent margins of the topcover plate to secure upper flanges 69 of theside sills between them for a more completeintegration created, by theupwardthrust of the bolts taken ,up by the spring washers II I, to prevent the clash @offmetal parts resulting in cases where no provision is made for cushioning theblows or taking up slack in the securing members.

With the arrangement described, it is possible to maintain at all times, a cushioned contact between body and truck bolsters atthe side bearings with thebody center bearing plate H 9 in bearing engagement with the supporting truckj center bearing plate I20, as best illustrated in 3 Figure 14.

j For the purpose of rigidifying-thebolsterasl l sembly atthe center bearing position, a bearing fillervblojcki 200 is inserted between the sill chord within the lower chord channel of the center sill and secured to web 99 and lower portion of the filler by rivets H6, the illlerblock on its upper side being secured to adjacent top chord web tit bynrivetslli'l, the top cover plate EM andhoth sill webs having openings registering with the tubular bearing 20I for reception of the king;

pm 202. t

his the form illustrated in Figure 1 14, thejbody center bearing .plate is provid ed with a filler block and sill reenforcing portion 204 nested within the lower face of the center sill and iii shaped with a socket portion 205 in its upper lace tto receive the projectedsleeve portion 203 of .the king pin bearing 20I on the bolster filler block 200. Beneath the socket 205, the" center plate is formed with a tubular portion 200 extruck center bearing plate. Between the swivel bearing portions 2H} and 2H oi the body and truck center plates is interposed a lubricating I plate 2&2 adapted to be held from displacement by the concentric flange 209 and sleeve projection 201 on the body-plate.

Thus positioned, the bearing surfaces or the center plates are protected from the elements whereby complete lubrication of these suriaces may be effected and maintained free from dirt and moisture from without. The oil released by I the lubricating plate 2I2 finds its way between of the underframe elements in the bolster area. Asshown in Figure 14, the side bearing beams I arefitted with'side bearing shoes II2 recessed on their bearing faces to accommodate a. suitable lubricatinginsert H3 adapted for frictional con;- tact with underlying truck side bearings H4.

I The shoes I I2 areyieldingly held to the hollow beams I00 by bolts II providedwith securing I nuts IIG andsuitablespring washers II'I having bearing upon thenuts inside of thebeams and the bolt heads at the shoes so that uponcompression of the rubber cushion I I8 between the beams and I shoes under pressure of the truck side bearings I I4 during swaying (movements of the care body,

.plate portion 2I3 held in recess 2 in the truck bolster 208 and preferablymounted upon a shim plate 215 of wood or thelike also within the recess 2 as shown in Figure 14. e l x The whole assembly, including the truck bolster 720B, truck and body center bearing plates I and I I9 and interposed lubricating plate 252,

the bolster filler block 200 and body bolster I53, isheldoperatively connectedby the lockinglsine 'j pin 202 held froinirotation within the tubular the shoes will yield to such movement but the v boltssecuring them willbeheld taut and theslack bearings MI and 200 by keepers 236 restinls up ing oneside of the polygonal head 2H on the pin. l The pin projects downwardly into the truck bolster and is providedl at its loweraend mm a threaded portion 2H3 fitted with a polygonal nut 2I9 nested in socket 220 on the truck bolster, so thatas'the truck swivels about the king pin the nut will turn with it'without disengagement from the pin. The structi'irjev at the bolster position is further strengthened against possible distore ti'on of the cover plates 00 above the center sill. The cover platesnormally function in tension.

jection 20'! and defining between them a swivel V 7 bearing portion'2l0 for the receptionoi a comr'zlemental upstanding bearing portion 2H on the 7 on upper chord 10 of the center sill and engesg (iii but whenthe'car is supported upon jacks at the jacking pads I05 at the ends of the bolsters, the

cover plates I04 are placed in compression.

Therefore, to prevent buckling of thecover plates; top and bottom, at the point wherethey bridge the'upperand lowertroughs" ofthe center ,sill, suitable fillerlblocks l'fli are inserted fore and aft of the plates betweenthe plates and webs of the top and bottom'chords I0 and 80, as

best shown in Figures 6 and 14, and secured to both plates by the several rivets I19 to insure proper transmission of the stresses thus imposed. At the bolster diaphragm positions, the draft sills 85 and center sill top and bottom. chords I9 and are further held in proper spaced relation by bolster filler pans i8Il secured to webs 90 of the draft sills and webs 99 of the sill chords.

The rivets I8I, securing the pans to the top chord web, also connect the respectively adjacent flller blocks I18 to the sill, as indicated in Figure 14.

The struts 84, in the present embodiment, comprise each an open channel intermediate section I82 and open top and bottom connections, all preferably of extruded metal, but the struts as a whole may be unitary pressed pan members as to all of their parts, if desired. The top and bottom connections are similar 'in form, each provided with spaced flanges I83 projecting from the base portion of the connection and assembled with the intermediate channel sections I82 with their respective flanges between and in overlapping engagement with the channel flanges I86 to which they are secured to complete the strut structure as by rivets I81, the assembled units 84 be ng secured to adjacent top and bottom sill flanges 82 through the medium of base plate portions I84 of the strut connections. These struts serve also to connect the various floor pans I2I and crossbearers 83 to the center sill by means of rivets I88 taking one or the other of strut channel flanges I86 as indicated in Figure 6.

The end sill 11 comprises, in the present embodiment, a continuous antltelescoping plate portion 22I extending between and secured to the inwardly projecting upper flanges 69 of the side sills, a pair of U-shaped transverse members having base plate portions 222 and front and rear upstanding flanges 223 and 224, respectively, extending from opposite sides of the center sill to the side sills H. The rear flanges 224 are bent rearwardly along their upper margins to provide attaching and supporting flanges 225 for adjacent edge of the antit'elescoping plate 22I which bridges the gap between the flanges 225 across the center sill and connects the U-shaped members to unify the end sill assembly. These members are further reinforced transversely of the car by continuous angular members 226 secured to the upper side of the antitelescoping plate 22I to which and the underlying supporting flanges 225 they are secured by rivets 221, as best shown in Figures 6 and 9.

The U-shaped members are connected to the draft sills by connections 228,0r otherwise and supported at their opposite ends upon the inwardly projecting lower flanges III of the side sills. The U-shaped members are further stiffened by underlying cover plates 229 secured to base plates 222 of the membersand preferably extending from the draft sills 85 to the side sills. These cover plates are of substantial width and formed with downwardly extending flanges 230 at their inner ends for connection to the draft sills and secured to the underside of inwardly and outwardly projecting lower flanges "III and II of the side sills by rivets 23I whereby such plates would function as gussets to preserve the rectangular relation between end sill and draft and side sills although separate gussets at draft and side sill positions would meet the requirements in cases where the intermediate portions of the end sill members thus connected do not require the reinforcement aiforded by the or:- tended cover plates shown The continuity of the outer flanges 223 of the end sill U-shaped members is established by angle members 232 extending across the center sill and connecting the respectively adjacent ends of flanges 223 to which they are secured by rivets 233 as indicated in Figure 8, the member 232 serving also to support the inner edge of platform plate 94 between the step risers 95. The antitelescoping end sill plate 22I is further stiffened along its rear margin by flanges I89 extending transversely of the car between center and side sills and between side walls 8| of the center sill top chord l9.

v The door posts 234, diagonal braces 235 and intermediate stiffening posts 238 of the end wall framing assembly are all of them framed into the end sill with their respective lower ends be- 224. The diagonal braces, however, are of less depth and secured to front flanges 223 of the end sill members, while the intermediate stiffening posts are of less depth than the other posts and secured to the rear flanges 224 of the end sill members, but only the post members 234 and 236 are extended to connect with adjacent carlines 59. The interior wall sheets 231 which are interposed at this point extend downwardly upon opposite sides of the door opening 238 to the floor I6 and to a point above the door opening to define the door lintel 239, the door and intermediate posts' being secured to said sheets between floor and carlines, as best shown in Figures 8 and 9. V

At the end wall position the side plates 23 support an end plate 240 extending transversely between and connecting the ends of the side plates and adjacent ends of carlines 59 and uniting adjacent ends of the post and brace members of the end framing, as shown in Figures 8 and 9. The end plate 240 is in the form of a channel with its web 24I extending vertically and its upper and lower flanges 242 and 243 outwardly, the lower flange 243 serving as an attaching member for the vestibule ceiling sheets 244 and securing flange 245 for the outer lintel finishing sheets 246.

The end plate channel provides a connection 24'! for the inner ends of longitudinal members 248 having their opposite ends secured to vestibule end posts 249, whereby shocks of impact upon said posts or imposed by the action of associated upper bufling mechanism 250 during normal surging movement of connected cars in a train are transmitted to the end plate and by it to the side plates 23. The post members 234 and diagonal braces 235 are also secured at their upper ends to web I of the end plate 240 which thus acts to rigidity the whole end framing assembly at the roof line, rivets 215i securing the door posts and connecting the dim,- onal braces-to the end plate and the sheathing sheets 252. I

The braces 235 extend from adjacent the door posts at their lower ends to adjacent the side plates at their upper ends so that in the event of collision and collapse of the end framing assembly, possible telescoping of the cars would be prevented by the gathering-in of the side 9 their lower wall peripheries areformed withinplate longitudinals with. theinconnecting end plates. Mllddtothc. path of the invading car to check its progress to the car interior. The gathering-in. of the, end framing assembly would result only injthe eventof'thecoinplete destruction .of 'antitelescoping vestibule end 'posts M9 under thrust of the invading car. In the present embodiment, these posts, are tubular and entered in pockets. 25am th -buff r end sill'lB, asbest shown in Figures a and .8thlolligh'l3. n their preferred form, the .1 posts M9 are ,made. up of -two complemental channel shaped webs 25M, and

. end carline l90as indicated in 255,the one/nested within. itsj'com panion mem- .ber ,with.their flanges overlapped and secured togethergpreferably by weldingn I The posts are made'la rgerat' their base and tapered thence upwardly and secured to the roof Figure Sand are ldqshown with theirinner faces 256 inclined with respect to adjacent pockets 253. to provide a wedgershaped opening [258 therebetween adapted to receive a locking wedge 259 designed to prevent withdrawal of the posts from their pockets and develop the full strcngthof theposts to resistthrusts of impact from the invading car at points above the vestibule platform. -To preserve the maximum resistance to bending at the buffer end sill, the posts .are

"with-tubularfiller blocks 26D conforming to the inserted in thexbufiererid sillpockets 253 and before the locking wedges 259 have been driven.

contour of the .posts and adapted to befentered thereof afterv the 1 posts have on thecarwith their lower ends been positioned To facilitate the .assernblingof posts and fillers v wardly projecting ledge portions 2M along three gsidesof the openings upon which theposts are [adapted to'be supported. The filler blocks are formed for telescopic engagement with the posts and secured by. bolts 262 extending transversely throughtopposite walls 263 of the filler, webs 25d and 255 ofthe posts, and webs 2M and 265 of the buffer end sill 18, as best shown in Figures 8,

9, 11 and 12..

with their bodies well above the upper level of the j ledges 261 on the bufier end sill so that such j the undersides otthe post ledges to permit application of the block supporting bolts. With the filler blocks in position i buffer end sill to provide substantial reinforcement for the posts against bending and possible shear at the platform.. To insure, accurate registration of the. bolt openings for the securing bolts i 2,62 and preventupward movement of the filler blocks 260 beyond'their, assigned positions within I the zone of the buffer end sill during the operation of assembling, the blocks are formed with stop flanges 2.66 extending along their lower wall edges at three of the sides of the blockcorrespending to the position of the post supporting flanges will engage withinthe posts and secured, they function as backingblo'cks to preserve thecontour of the relatively light posts under pressure of the wedges '1post+adjacent facesconforming to and engaging the slopingpost faces 256 and their oppositeiaces parallel to and engaging the vertical pocket walls 259 driven in between adjacent inclined faces 2% or" theposts. it

' have their the inner walls 257 and It will be noted thatthe wedges 25% inner wallsfzblof respective the contour of the postsa t their lower ends under impact pressuresand provide fittednattheir lower ends sill, the post pockets 253at It will be noted that the finer blocks 2st extend 25? andare held from displacement by welding the upper edges thereof to the posts and/or bufier jrid sill, as shown at 267, and at their ioweredges toj the bufier end sill as bestindicated at 269 in.

Figure -12. By virtue of the construction described, the vestibule end posts 249 are held interlocked with thebufier end sill against withdrawal and shear under impact, and because of the use of post filler blocks designed to receive the thrust of the locking wedges 259;the relatively light post sections are held from distortionunder the crushing pressures developed-at the post bases during car movement. V The vestibule end of the car is covered by wall sheathing "side sheets l2 secured. to the hollow, posts2jfl9 and vestibule corner posts 269,.bufier end sill 18 and roof end carline Hill, and by intermediate sheets llsecured to the roof end carlines and upper ends of the hollow posts '249, asshown in Figures 8 and 9; .The posts M9 are formed with portions'of their upper ends cut awayand tapered as at 270 as indicated in Figure 9 to per,-

mit the driving of rivets 2' connecting adjacent wallsheets H and. H to the posts at that point,

the remaining portions of wall sheetsiZ being, secured by machine screws-272 tapped into said posts. These sheets are further secured to, the posts by vertically disposed angle members flit extending along the inner faces of the sheets and one side of the posts and rivetedto both to in sure proper stability of the wall. structure at the diaphragm position. 'The. diaphragm 8 is'secured by theusual attaching angle-s 2M also screwed to these posts. :the usual side. doorst opening inwardly against the car end wall and by'platform trap doors a The carvestibule i5 is closed by covering the step 6 and adapted to be raised wflagainst the vestibuledoors when open.: ,Slidable doors 3 indoor frameli l provide access to or exit from the rear end of the tar, as best shown in Figure2.

The interlocking feature between stress members of extruded aluminurn shapes represented in the interengagement between the side sillmembers illustrated in Figure 5 is further exemplified in its use between the members of the belt rail Lassembly shown in Figure 15 and between. the

side plate longitudinals illustrated .in Figure 16.

= The belt rail assembly of the embodiment ind cated in Figure 15 comprises tlieouter rail inern" her 321', the inner rail member 328 ancllinter mediate and relatively wide sill portion 329, all

interlocked to provide a longitudii'ial training sill element, unitary in character and in a form permitting-advantageous connection with associated members of the car framing. In thisiigurethe framing posts 333 are shown to be continuous. and interlocked with the belt rail assembly as in the constructions shownin Figures a and hand before referred to, though obviously the posts may. terminate at the belt rail as in common ypractice, and the intermediate sill member made sectional in the present, form, may be ex tended continuouslybetween theinner and outer rails without interruption.

The intermediate member is formed on its outer and inner faces respectively with grooves 330 and Still having each a plurality of shoulders 332 at the upper and lower marginsaclapted to receive between them corresponding shoulders. 3% on complemental rib portions 335 and iiiiii projecting respectively from contiguous facesci the outer and inner rail members 327 and 3%. .To insure complete interen agement oithe parts, the rails and intermediate member are held together preferably by rivets 33! extending through rib 335 and groove 330 at the outer side of the belt rail assembly and rivets 338 extending through rib 338 and groove 33! upon the inner side thereof, so that the metal of the ribs will tend to fill respectively adjacent grooves under pressure of the riveting operation to effect positive interlocking of the several members and virtual integration of the assembly, whereby the rivets will be relieved of shearing stresses to which they would otherwise be subjected.

Similar provision may be made for interlocking of other framing members of the car structure, notably the side plate assembly illustrated in Figure 5. As depicted in Figure 16, the web Hit of side plate longitudinal I22 is formed with groove 339 provided with marginal shoulders 340 and the web I65 of the side plate longitudinal I23 with rib 34! having shoulders 342 adapted to be received between and engage the corresponding shoulders 340 after the rib has been entered in the groove and secured in such' interlocking relation by rivets 343 extending through the rib 3M and groove 339. Thus assembled, relative displacement of the side plate longitudinals and resultant distortion of the roof plates 24 and carlines 59 is prevented, the whole structure at the roof line appreciably rigidifled, and the rivets con necting the longitudinals relieved of shearing stresses normally imposed by the weaving movements of the car framing and incident to joints depending on rivets alone to transmit the loads from one to another of the assembly members.

The car may be equipped with any approved air conditioning system, not shown, for heating, cooling and circulating the air within the car. Fresh air may be supplied to the system through intakes 345, and openings 346 may be provided at the rear of the can further to ventilate the smoking compartment or lounge customarily located at that end. Exhaust ventilators 341 are provided at the front or vestibule end of the car shown for servicing toilet rooms arranged for coach occupants at that end of the car and other exhaust ventilators 348 for toilet rooms intermediate the ends of the car for accomodation of passengers at the rear of the car. For buffet service requirements, a smoke jack 343 may be provided for the kitchen range, but the kitchen itself may be ventilated by an exhaust fan serving a duct (not shown) leading to ventilators 348. The exhaust ventilators and air intakes may be of any approved design but are shown with slipstream outlines to reduce air resistance and to accord with the general streamline contour of the car body.

Reference has been made to the massing of metal in the compression members of the side wall girder elements 18 and 26 for the purpose of localizing stresses of compression within the zone of such members. However, with respect to the post members 33, metal has been massed at one side of the neutral axis X--X centrally of the post longitudinally of the car, to balance the metal in the section of the post upon the opposite side of the neutral axis, to compensate for the break in continuity of the metal in one side of the post or a change in the disposition of such metal. In the present embodiment, the flanges 43 01: the posts 33 have been made thicker than the side walls 31 and web 40 to compensate for the lack of metal in the space between the flanges 43 at the inner sides of the posts whereby the metal in the full post section will be balanced upon opposite sides of the neutral axis midway between the inner and outer sides of the posts to effect stability of the posts in the framing assembly.

Post stability results from the equable distribution of metal upon opposite sides of a neutral axis substantially midway between the inner and outer sides of the posts as here involved, and that principle will control whether the flanges 43 are thickened and inwardly directed as shown or the webs 40 thickened and the flanges 43 disposed outwardly and reduced to the thickness of the side walls 31, to the end that whatever the contour of the post or disposition of the metal on one side of the neutral axis, the mass of metal upon the opposite side of the neutral axis will be substantially the same to flx the position of the neutral axis midway between inner and outer sides of the post to insure complete stabilization of that member.

Posts 34 are virtually the same as the narrower posts 33 with the webs 40 of the latter divided to provide outer flanges 40'- for attachment to girder plates I8 and 26 and intermediate connecting wall plates 38, and also utilize the stabilization feature to the extent that the neutral axis thereof, parallel to the girder and wall plates mentioned, will be in substantial alignment with that 02 the other posts, since the flanges 43 oi. the wider posts are likewise thickened to compensate in some measure the addition of the wall plate metal connecting outer flanges 40. The balance thus effected in posts when framed into the longitudinal compression members of the side wall construction in substantially the plane of the neutral axes of the belt rail and side plate assemblies, will aid materially to prevent bulging oi the side wall structure and distortion in the several members under thrust of impact and weaving loads.

In the same way, the principle governing the balancing of metal at opposite sides oi'the'neutral axis of a member of irregular shape and formed for advantageous connection with associated members of the car structure, may be extended to theside sills 2| and side plate longitudinals 22 and 23 to permit the assembling therewith o! transverse underframe members and roof carlines, respectively, and the posts, as hereinbefore described. In the present embodiment, the inwardly extending upper flanges 63 of the side sills are made heavier than the lower inwardly and outwardly projecting flanges 10 and H combined in order to balance the sill metal about a neutral axis intersecting the sill web 68 substantially midway of the upper. and low-er faces of the sill.

The sills being formed by the extrusion process may be shaped as required. for connection with .or accommodation of any associated car part or fitting. As shown in Figures l and 6, the flanges 89 and 10 are adapted toreceive between them the ends of the bolsters B6, floor beams i2l, erossbearers 83 and end sills 11, while the side plates, preferably of extruded metal, may be shaped integrally to receive the upper ends of the posts of the side structure and ends of transverse roof members of the form shown or any other approved construction.

It will be noted that repeated reference has been made to extruded members forming the stress elements of the car structure. By that designation it is intended herein to cover such members produced by the extrusion process which involves the method of forcing plastic metal under high pressure through a die having; an aperture of the contour desired for the mernher to be formed, and references herein to such members made of aluminum are intended to em his extruded metal shapes of metal other than aluminum and suitable for use in the extrusion process. As first abovest'ated, the members produced bythe extrusion method are characterized by accurately gaged definition of contour free from irregularities and practicable for interlockthe assemblies where used is substantially reducedjwith resultant saving in weight and cost of fabrication.

conceivably, members having the requisite delineation ofcontour*adapted for interlocking theextrusion process if obtainable within toleranceslpermissiblein theinterlockingrelation as herein contemplated, whether aluminum .or other a 3 metal, may besubstituted 'ing assembly substantiallyincreases the' capacity v of the girdenplates to function as stresstransmitting-members'of the structureby placing such plates *in' tension over the larger part or their respective areas. Thearr'angement not only affects considerable reduction in the weight of the materialenteringthejjramihg structure of steel cars, butfas before stated) permits a practicable use of metal having a relativelylow modulus of elasticity with. a minimum of deflection in the completed car. Due to the material savingin framing employed, the number and/or size of the axles of the supporting trucks may be substantially reduced.

prising end plate and sill members extending transversely of the, car and connecting said upper and lower girders respectively, an underframe 9 including side sills for supporting the side struc- In Figure '7 is shown one of the strut members 84 of the underframe utilizing extruded metal top and bottom members I84 and intermediate connecting member I82 and illustrates the adaptability of extruded metal to various phases of car construction. Within the scope of the invention,

it is contemplated to incorporate extruded metal] parts in the fabrication of bolsters, crossbearers and center sills where feasible and in combination with rolled flat plate members or extruded or pressed as suggested by the intermediate connecting member I82 of the strut assembly.

What we claim is:-- e b y 1. In a railway car framing, a side wall structure including a girder having a relatively heavy [top chord member, a. relatively light bottom chord member, a plate uniting said members having the major part of its area in tension, a roof framing member complementing said top chord to form therewith aside plate longitudinal in the framing assembly and having spaced inner and outer flangesprojecting upwardly from the margins of said plate, transversely extending framing members supported upon said plates with their ends between said flanges, and a roof plate connecting said transverse members and .side plate.

2. In railway car framing having side wall structures comprising upper and lower girder elements including heavy topchord members, lighter'bottom chord members and connecting webs havingthe major portions of their areas in tensionfan end framing structure comb 2,101,551 brace within the scope of e the appended claims weight of thecar as a result of the system of Mai 69 tures and center sills secured to said end sill member and projecting therebeyond for supporting avestibule platform. a vestibule end iiaming including a bufler end sill mounted upon said center si ll, and roof framing members overhanging said platform connecting the side wall, vestibule.and end framing assemblies,-saidbufler end sill providing a housing for a bufling'mechanism.-

3. In a railway car framing sidewall structure a girder having a relativelyheavy .top chord member, a lighter bottom chord member, and, a

vplate uniting said members having the, major portion of its area. in tension, said top chord connection and produced by methods other than member comprising a plurality of preformed loneach of said. higher areas on one member to engage a correspondingly depressed portion; in the.

faceoi' the companion section.

"gitudinally extending continuous members cone nected to p'rovidefa unitary stress member and having each of them depressed and relatively higher areas .in their contiguous faces adapted '4.In"a railway car framing, a'sidewall structure comprising an uppergirder and a relatively large lower girder havingeach a relatively heavy top chord member, a relatively light bottom chord member, and a plate uniting said members having the major portion of its area in tension, said lower girder top chord member comprising a plurality of preformed membersconnected to provide a unitary stress member and having each of them depressed and relatively higher areas in their contiguous faces adapted each of said higher areas on one member to engage a correspondingly depressed portion in the face of the com- .panion section.

5. In a railway car framing, a side wall structure including a girder having a flanged top chord member with a web portion forming one or more depressions and relatively higher areas in its upper face, a relatively light bottom chord member, a plate uniting said members having the major part of its area in tension, a flanged longitudinal roof framing member having a web.

portion formed with one or more depressions and relatively higherareas in its lower face adapted each of said higher areas on one of said webbed members to engage a correspondingly depressed portionin.the contiguous face of the top chord member and forming therewith the side plate longitudinal in the framing assembly, a roof plate secured to and extending upwardly and inwardly from said side plate, and means connecting said roof and side plates. 7

.6. In arailway car framing, a side wall structure including a. girder having a top chord member formed with one or more depressions and relatively higher areas in one of its faces, and a roof framing member having a portion formed with one or more depressions and relatively higher areas in one of its faces and connected with said top chord member to provide a unitary side plate longitudinal in the framing assembly, said roof and top chord members being arranged with the higher areas on one member engaging a correspondingly depressed portion. in the contiguous face of the companion section. b

7. In a railway car framing, a side wall structure including a girder having a top chord member formed with one or more depressions and relatively higher areas inone of itsfaces, and a roof framing member having a portion formed with one or more depressions and relatively higher areas in one of its faces and connected with said top chord member to provide a unitary side plate longitudinal in the framing assembly, said roof and top chord members being arranged with the higher areas on one member engaging a correspondingly depressed portion in the contiguous face of the companion section, and a roof plate connecting said members.

8. In a railway car training. a side wall structure including a girder having a plurality of top chord members formed with one or more depressions and relatively higher areas on their inner faces, a continuous inner framing member connecting said top chord members to provide a unitary belt rail longitudinal in the framing assembly, and framing post members between said top chord members, said inner rail member being formed on one face with one or more depressions and relatively higher areas and arranged with its higher area engaging corresponding depressed areas on the top chord members and its depressed portion the high areas on contiguous faces of the top chord members between said posts.

9. A railway car framing structure including side wall girders having each a top chord formed of a plurality of preformed longitudinally extending continuous sections connected to provide a unitary member, said preformed members having each of them depressed and relatively higher areas in their contiguous faces adapted each of said higher areas on one member to engage correspondingly depressed areas in the face of the companion section, a bottom chord, and a plate uniting said chords.

10. In a railway car framing structure, a side girder having a top chord comprising a plurality of preformed longitudinally extending continuous sections connected to provide a unitary member. said preformed members having each of them depressed and relatively higher areas in their contiguous faces adapted each of said higher areas on one member to engage correspondingly depressed areas in the face of the companion section and together constituting a side plate longitudinal in the framing assembly.

11. In a railway car framing structure, a side girder having a top chord member comprising a plurality of preformed longitudinally extending continuous sections connected to provide a unitary member, said preformed members having 20 each of them depressed and relatively higher areas in their contiguous faces adapted each of said higher areas on one member to engage correspondingly depressed areas in the face of the companion section and together constituting a 25 belt rail in the framing assembly.

WILLIAM H. MUSSEY. MAR'I'IN P. BLOMBERG.

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