US2190144A - Railway car - Google Patents

Description

Feb. 13, 1940.

M. P. BLOMBERG ET AL 2,190 144 RAILWAY CAR Filed July 20, 1935 14 Sheets-Sheet 1 UUUDDUUUUU UQDBUQDD wm mmm n mun DE UDDDUDDUUUDDUU Feb. 13, 1940; M, P. BLOMBERG arm. 2,190,144

RAILWAY CAR Feb. 13, 1940.

14 Sheets-Sheet 3 Trill 1L1. II

o QWEN M .fl IF::MR .QF-1-1-----L o um EN 1: .N..- a t 1 mbb rhm mfima PH Hid Ill Ill 'mwm-jwzoflwer Mwsszy F 13, 1940! M; P. BLOMBEQ'G Em 2,190,144

RAILWAY CAR Filed July 20, 1935 14 snets-sheet 4 I I jnderzififs Feb. 13, 1940. M. P. BLOMBERG ET Al.

RAILWAY cm Filed July 20, 1935 14 Sheets-Sheet I jzwenjzrrs Feb. 13, 1940. M; P. BLOMBERG ET AL 2,190,,144

' RAILWAY cm Filed July 20, 1935 14 Sheets-Sheet e 5'; Y I y @Qrzbrs Feb, 13,1940. M. P. BLOMBERG ET AL r 2, 4

RAILWAY can Filed July 20} 1935 14 Sheets-Sheet a 11mm Fab/z Massgy s AR RN 1 O Qb mm H bxm mu w MQ 9Q wm muw W v a fish v m N%\ wk A @NN RN U- M. PI BLOMBERGEI' AL Feb. 13, 1940.

RAILWAY cAR med July 20. 1935 14 Sheets-Sheet 10 Feb. 13,. 1 940. M. P. BLOMIBERG Er AL ,144

RAILWAY CAR Filed July 20, 1935 14 Shets-Sheet 12 arm/286cm Feb. 13, 1940.

M. P. BLOMBERG ET AL RAILWAY CAR 14 Sheets-Shed is Filed July 20, 1935 Int/67116716 Muss Patented Feb. 13, 1940 r i Y UN ATES :PATENTFOFFICVE Manufacturingcompany, Chicago, Ill.,aoorpoi ration of Delaware Application July 20, 1935, Serial NIL-32,336

4Glaims. (Cl. 105-414) This invention relates to railway cars of the Fig. 5 is a perspectiveview of the front engine type disclosed in the application of Martin P. bracket;

Blomberg, Serial No. 717,420 which are charac- Fig. '6 is a horizontal, sectional view through terized in part by their use ofvertical, trapethe front end or the power can t ken on h zoidal framework in place of a heavy underline 5-6 of Fig. 8; 1

frame, as customary, the vertical trapezoidal Fig. 7 is a horizontal, sectional view taken framework being of sufficient strength to carry through the central portion of the power car, the substantially the entire car load. The shell of section being taken on theline 1-1 of Fig. 20, the car is built up from ribs and longitudinal the engine being shown in elevation;

19 framing members, and serves to supplement the Fig. dis a vertical, longitudinal; sectional view main framework and provide the necessary facthrough the front end of the power car, the sector of safety for practical purposes. tion being taken on the line 8--8 of Fig. 6;

The present invention departs from the fram- Fig. 9 is a perspective view of a portion of the ing shown'in the above identified application by nose framework showing particularly the manemploying heavy side girders in place of a center her in which the coupler casting is connected l5 sill and providing a relatively large engine well to the other. framing members; 1

between the side girders in the central portion Fig. 10 is a vertical, sectional view taken on of the car. The purpose of this arrangement and the line l0--id of Fig. 8; l of the specific framework that is used in adapt- Fig. 11 is a fragmentary, sectional view taken 29 ing it to sound car building practice is to enable on the line ll-ii of Fig. 6;

engines of greater horse power rating to be FigJlZ is a fragmentarmsectional view taken used; to mount the engine in such manner that on the linen-42 of Fig. 13; p thecenter of gravity of the car as a whole is Fig. 13 is a fragmentary, perspective view materially lowered, thus making the car safer for showing the manner in'whlch the rear nose cast- 5 high speed travel; to mount the engine on a ings connect with other framing members; three-point suspension; to have the side girders Fig. 14 is a fragmentary, sectional view taken act not only as a support for the engine, but on the line lid-4d of Fig; 15;" v I also as p ion for he sides of the t Fig. 15 is a fragmentary, sectional view taken provide any engine mounting which permits the on the ,line l5-l5 of'Fig. l4;

- 9 engine to be bodily r in ved fr m r body Fig. 16 is' atransverse, sectional view through o Fig. 3;,

, for repair or replacement with minimum cost the car taken on the line l6--I6 ofFig. 6;

and labor; to suspend the engine from the car Fig. 17 is aperspective view of the body bolbody in such a way that more room is provided ster showing particularly the connection between in the car body for other equipment; and to the body bolster and thesidegird'ersi otherwise improve the construction of cars of Fig. 18 is a fragmentary, vert19,1;. a 8, 5 this type without unduly increasing the cost'and view taken on the line i8l8 of Fig. 20; labor of manufacture. i \Fig. 19 is a vertical, sectional view taken on Further and other objects and advantages will the line iii-I901 Fig. 18; l become apparent as the disclosure proceeds and Fig. 20 is a vertical, longitudinal, sectional the description'isread in conjunction with-the view-through the center portion of the car, the 40 accompanying drawings, in which--- i U engine being shown in elevation and the section Fig. 1 is a side, elevational view of a stream being taken on the line -20 of Fig, .7; line, articulated car powered by acarsection, Fig. 21 15. transverse sectional view .taken, made in accordance with this invention; g on the line.2l-,-2 oiling-6;. i i Fig. 2 is an enlarged, side, elevational view of; ,Fig. 22 is a fragmentarm detail, sectional view 45 ,the forward or power section Ofythe car, apor-=' taken on the line l b-2101531 2 tion being broken away to illustrate the manner Fig. .23 E13. sectional-view t l'Qu fi ody in which the engine-may be removed from the looking at the generator end of theengine, the.

. car body; a; L a section being takenon the line 23 -23 ;of.Fig;20; Fig. 3 is a diagrammatic, perspective viewof -Fig, 24-Iis a .perspecti of the engine 50 the 'car framework for the power section, the cradlewhich supports; the rear end of theengine;

, bottomiclosure, panbeing shown displaced from" Fig. 25 is a transverse, sectional view showi g: the car b y; a I v the manner. in whichzthe enginefis supportedon Fig. Use-sectional view taken on the the-cradle; g

L. e i I it ;-;l"ig.-26;is a,perspectivepview-showingtheend.

framework, portions being broken away to better illustrate the construction;

Fig. 27 is an enlarged detail view showing the manner in which the various framing members connect with, the extremities of the end sill;

Fig. 28 is a vertical, sectional view through the rear portion of the power car, the section being taken on the line 2828 of Fig. 29, the car truck and the equipment within the car being shown in elevation;

Fig. 29 is a horizontal, sectional view of the rear portion of the power car, the section being taken on the line 29-29 of Fig. 28;

Fig.,30 is a transverse, sectional view taken on the line 30-30 of Fig. 31;

Fig. 31 is a plan section of the end sill and its connections, the section being taken on the line 3I--3l of Fig. 30;

Fig. 32 is a side, elevational view showing a modified form of apron or-windbreaker for the nose of the car;

Fig. 33 is an enlarged detail-section along the center line of the car; i

Fig. 34 is a sectional view taken on the line 34-34 of Fig. 33;

Fig. 35 is a horizontal, sectional view taken on the line 35-35 of Fig. 33; and

Fig. 36 is a horizontal, sectional view taken on the line 3B36 of Fig. 34, looking downwardly.

The car shown in the drawings and hereinafter specifically described has been chosen for the purpose of illustrating the invention, but it will be understood that the invention may be variously modified within the scope of the appended claims,

tov

which are to be construed as broadly as the prior art will permit.

In building multi-section high speed cars or trains, it is desirable to have the leading section, or car, contain most, if not all of the power units necessary for operating the train equipment and accessories. .When the composite car or train is of considerable length, a problem arises as to the manner in which the prime mover should be mounted in the leading or powerv section, it being necessary to take into consideration the question of properly locating the center of gravity of the car; of providing an engine mounting that enables the car framework to stay within certain maximum deflection limits without necessitating the use of extremely heavy framework; and of making provision for the ready removal of the engine in case extensive repairs or replacement are required. All of these problems as well as others are solved in the car of this invention as will appear from the specific'description that fol-.

lows:

GENERAL ORGANIZATION The power car is of streamline form having a rounded nose 50 with an operators cab 5| above (Figs; 1 and 2), and an ovate, cross sectional form (Fig. 23). The'car is powered by a 16 cylinder, 1200 H. P. Diesel engine 52, which drives a tandem-arranged generator 53 supplying current to traction motors 54 (Figs. 8 .and 16) on the forward truck 55 and first articulated truck 56 (Fig. 1). The car is adapted to be used as the forward section of a multi-section articulated car, as shown in Fig. 1.

The framework of the power car in the embodiment shown is characterized by having the main longitudinal framework members at the apices of a triangle, and connected at one end by nose framework and at the other end by end framework so that in side elevation, the principal car framework is trapezoidal and in cross section trifrom the car and replaced by another engine generator set with a minimum amount of labor and loss of time.

The most important elements of the power car framework are as follows: The top girder 51; side girders 58, comprising side sills 59 and main longitudinal girders 60; ribs 6| connecting the top girder to the side girders; nose framework 62 joining the forward ends of the side girders to the top girder and comprising a ridge beam 83, a front nose casting 64, intermediate nose castings 65, rear nose castings 66, buff sills 61, diagonal braces 68, forward end sill 69 extending between the two rear nose castings, and heavily reinforced twin ribs Hi extending from side girder to side girder; a body bolster H; a plurality of cross braces i2 extending between the side girders; a rear end sill i3; door end posts i4; an antitelescoping plate 15 atop the door end posts; and brackets 16 and I1 for-connecting the top girder 51 to the end framework.

The engine 52 is supported in an engine well 18 in the mid portion of the car by front engine brackets 19, rear engine brackets 80, and a cradle 81. When the engine is in p1ace,.a bottom closure pan 82 is bolted to the car framework for preserving the streamline form of the car. A plurality of longitudinal framing members which will be described later connect the ribs 6| together and assist in making the body rigid.

Nose framework The nose framework is best shown in Figs. 3, 6, 8-10, 12-15, inclusive The framework of the car nose is influenced by four considerations: First, the nose should be shaped so that it offers a minimum resistance to air. Second, it is desirable to take in air through the nose for cooling the engine and generator. Third, the nose should be shaped so that the operators cab is protected in the event of collision; and fourth, collision shocks should be transmitted effectively to the remainder of the car framework.

These various objectives are accomplished with the nose framework of this invention by making the nose more or less semi-circular in front elevation and parabolic in plan; by providing grilles 83 on opposite sides of the ridge beam 63 for taking in air for cooling the engine and generator; by placing the operators cab 5| as high as possible and set back a sufficient distance so that the forward part of the nose will take the impact of collision, and by providing heavy framework for carrying the stresses of collision to the side girders of the main framework.

The front nose casting 64 is the hub of the nose framework, the casting being provided with suitable flanges for attachment to the intermediate nose castings 65, the buff sills GLthe diagonal braces 68 and the ridge beam 63 (see Fig.' 9). The front nose casting is also formed with a pocket 84 to receive a coup er bar not shown. The casting, is suitably reinforced by gussets according to good engineering practice.

The ridge beam 63 is composed of front angles 85 connected by a heavy plate 86 of sheet metal,

. ing members.

and rear channels 81 extending from the buff sill t! to the intersection of the inclined floor framework 86 of the cab with the front angles 85. Heavy gusset plates at and a rearplate are secured to the channels 81 for reinforcing the nose structureand tying the ridge beam securely to the underframework of the nose structure.

The cab structure consists of upper and lower semi-circular members'tl and 92, respectively, connected at their ends to twin ribs Ill and at intermediate portions by carlines 93., The space between the upper and lower members 9| and 92 is divided into a plurality of windows by spacers 9t, and numerous ribs it connect the ridgev beam 63 and the lower member 92 of the cab structure with the intermediate nose castings 65 and the rear nose casting t6.

Spacers H2 between the twin ribs l0, together with the outside sheathing partially indicated at which is securely riveted to the two ribs assist in transmitting stresses from the nose structure tothe top sills and to other longitudinal fram- The rear nose castings 6% Join the side girders to theintermediate nose castings t5, the diagonal braces t8 and the buff sills 6'! through the forledges I II! of the rear nose castings. and the floor Ill in the vicinity of the auxiliary engine generator sets H8 and I I9 (Fig. 6). It will also be observed that the forward portion of the cab floor air through the grilles83, from whence it passes ward endsill 6d. The greater part of collision stresses is, therefore, transmitted through this member, and its size is made adequate for this function.

Each of the two rear nose castings ht is irregularly shaped and consists of a main body portion ill to which the two channels 95 and 99 and an anti-telescoping plate iii (which together constitute the forward end sill 59) are secured;

'a' curved side portion idii which constitutes an extension of the side sill 59,. and intermediate nose casting (it; a ledge portion ibi upon which the'main longitudinal sill 6t rests; a raised portion m2 to which the web of the main longitudinal sill Ed is secured; and various gusset flanges for providing reinforcement where necesary. The

channel tit of the forward end sill t9, and the diagonal braces 68 are secured tothe forward faces of the main body portion 9? (see Fig. 13). The rear channel 99 of the forward end sill 69 is mated with an inward extension Wt from the body portion at. A cross beam m6 joins the rear faces of the raised portions Hit, the latter having an inwardly extending ledge It? to which a metal sheet lot is secured (Fig. 16) constituting the lower wall of a duct which carries air for cooling the engine room.

All connections between the rear nose casting and the several framing members which are joined at the casting are accomplished by riveting, welding, or any other suitable method.

Beneath the car nose is an' apron or windbreak lts'which divides the air stream and minimizes air turbulence beneath the car. The apron also serves as a fender to keep objects from get-- which is mounted within the car.

Referring to Figs. 8 and 16, it will be seen that the operator's cab 5| is somewhat above the floor level H5 at the engine room door H6 (Fig- 6), the metal sheet I 08 which extends between the rearwardly through the space between the cab floor and the floor sheet I08 and then escapes into the engine room through a honeycomb platform I2I at the rear of the engine cab and through openings I22 at the rear of the honeycomb platform.

The auxiliary engine generator sets IIS and H9 are mounted side by side-on the front platform, the former having its generator to the front and the latter having its generatonto the rear in order to better balance the car. Each engine generator set is adapted to drive one of the 'blower;; I20 through a belt drive I23, and shaft IN, the latter being supported within the duct space beneath the cab by'a pillow block A 'fan guard Ht encloses the belt drive for safety.

The auxiliary engine and generator sets supply the entire car with electricity for operating the lighting equipment, air conditioning equipment, controls, and the like. One of them also furnishes electricity for one of the air compressor units, generally designated 82?. The other one is supplied with electricity from the main generator b3.

Access to the operators cab ti is had through a door I28 which opens on to the honeycomb platform I 2| mounted by a step lit at one side. The platform is guarded by a railing Itll.

The exhaust pipes I3! of the auxiliary engines lid and lit are joined overhead at 532 witha larger pipe Hi3 which-in turn is connectedto the mumer ltd oithe Diesel engine 52.

The top girder 511s the main longitudinal framing member in the roof of the car, and comprises top sills E35 and I36 which are joined at intervals by spacers I3i,- those in the exhaust well ltd being streamlined, as indicated at I39. In front of the exhaust well, the top sills are connected by top and bottom plates It!) and MI and -at the exhaust well, the lower portions of the top sills are joined by a plate It? which is suitably apertured, as indicated at M3, to accommodate the exhaust pipes lid and permit the muffler M5 to be mounted in the exhaust well I38. The sides of the'top sills I35 and E36 are also apertured, as indicated at M6, to allow air which has been introduced into the engine room through the grilles 83 to escape to the outside atmosphere. Preferably, the engine radiators Wt are mounted adjacent these apertures onthe;

the main longitudinal'sills .60 are adaptedfto be secured. The reinforcement of the wings ishccomplished by integral gussets IBI.

Attached to theundersideof thefbolster is the usual body center pIate'IIiZQWhich is'adapted to rest-upon a truck center plate I63, carried on A center pin I65 passes through the body bolster,

the truck bolster I64 of the forward truck 55.

the center plates and the truck bolster for giving the body a swivel action on the truck.

The truck constitutes no part of the invention herein claimed, and it is sufiicient to say that it is preferably of the swing motion type, such as shown in Car Builder's Dictionary, 1931, at page 783 (published by Simmons-Boardman Publish-- The trucks are prefing Company, New -York) erably equipped with skirts I66 for reducing air resistance in the vicinity of the trucks.

The traction motors 54 (Figs. 8 and 16) are cooled by air drawn through flexible bellows connections I51 from the engine room. As customary, a small blower, not shown, is mounted in the traction motor for drawing the air into the motor and keeping it cool. The lower part of the bellows has a sliding connection with the motor to accommodate movement of the traction motor with reference to the car body, and the bellows furnishes the necessary flexibility for relative verticalmovement. The bellows associated with the front traction motor of the forward truck 55 communicates through a duct I68 with the space between the honeycomb platform I2! and metal plate I08, and the bellows connection associated with the rear traction motor communicates through a duct I69 (Fig. 11) with the engine room proper (Figs. 6 and 11).

The forward ends of the main longitudinal sills arenot as deep' as at the mid-portion of the car because their bending moments are relatively small at their forward ends. These sills comprise top and bottom angles I10 and HI, respectively, connected by a steel plate or web I12. The sills terminate at the rear nose castings 66 (see Fig. 13), to which they are securely anchored, and rest on the body bolster -(see Fig. 17) to which they are also securely anchored.

The forward ends of the main longitudinal sills 60, in addition to their anchorage with the rear nose casting 66 and the body bolster H are also connected to the side sills 59 by spacer castings I13 (Figs. 3 and 21) shaped to interflt with the main longitudinal sill 60 and the side sill 59. The casting has a central opening I14 for carrying pipes and conduits and 'a leg I15 of the casting rests against and is secured to the inside faces of the side sill, as best shown in Fig. 21.

The two front cross braces 12a and 12b are placed at intervals corresponding to the location of the spacer castings I13 and each comprises a casting having a vertical web I16 provided with openings I11 and I18 flanked by flanges I89. The vertical web I16 has a' marginal flange I80 to the top of which the front platform floor I8I is secured. The sides of the cross braces'are secured to the main longitudinalsills 60- by the same rivets that secure the spacer castings I13 to 12c and 12d, each of which consists of a relatively those sills.

The cross braces 12a and 12b are connected at the bottom by angles I82 and a plate I83, the latter curvingdownwardly, asbestshown i'nFlg. 8, after passing the cross brace 12b and extending rearwardly to the engine well 18. The plate I83 provides a suitable surface for attaching sheathing I84 (Fig. 8) which closes the bottom of the underframe in the vicinity of the trucks. This sheathing assists materially in reducing air resistance beneath the car. I

The rear portion of the front. platform floor I8I is supported y a Z-bar I85 (see Fig. 8) which in turn rests upon the floor I86 of the main engine room.

Intermediate framing In the mid-section of a car, the side girders are relatively deep because the engine load is applied to this portion of the girders. It is necessary to have the engine load approximately midway between the center bearings of the forward truck 55 and firstarticulated truck 56 in order to properly distribute the weight between the two trucks. Then, too, by mounting the engine midway between the trucks, it is possible to drop the framework and provide a low center of gravity for the car.

It will be noted by referring to Fig. 4 that the side sills 59 which are composed of a plurality of sections 200, 20! and 202 are straight and substantially continuous from the rear end sill casting 13 to the frontend sill casting 59. The main longitudinal sills 60, however, have their front and rear portions at ahigher level than their intermediate portions in order to clear the trucks and yet are continuous from rear end sill to front end sill.

The cross-sectional shape of the intermediate portions of the side girders is best shown in Fig. 25. The main longitudinal sill as before comprises top and bottom angles I10 and HI secured to a web I12, the web, however, being somewhat deeper than it is at the front platform. The composite side sill 59 is joined to the main longitudinal sill by a plurality of spacer castings 203, each of which has a main web 204 provided with an opening 205 through which piping and conduits are passed, the entire casting being surrounded by a marginal flange 206 which provides suitable riveting surfaces. The side sill section 200 is rivetted to the spacer castings 203, floor I86, ribs BI and side sill section 2M; the latter is riveted to the side sill section 200, the spacer castings 203 and the side sill connection 202; and the latter is riveted to the side sill section 2IlI, spacer castings 203, the lower angle I'll of the main longitudinal sill, and a closure-sheet 201 which screens the bolts208 securing the bottom pan 82 to the side girders.

The floor-'18s is preferably provided with a plurality of circular openings 226 in order to reduce weight and ventilate the pipes carried within the side girders.

In addition to the side girders and top girder,

other longitudinal framing members help to carry some of the longitudinal stresses. These framing members are best shown in Fig. 23 and include belt rails ZIIJ, window header stringers 2| I, deck stringers 2I2 and roof stringers 2I3. In addition, at the windows there are window sills 2M and window headers 2I5.

The entire shell of the car is covered with sheathing 2IIi which serves not only to give the car a smooth finish, but also as a stress member, particularly adapted to resist torsional stresses.

At the front of the engine well are cross braces largecasting having a web 2I8, openings 2I 9 and 220 flanked with flanges 22 I, a vertical flange 222, and a marginal flange 223. Each casting is secured at the sides to the main longitudinal sill 60. Since spacer castings 203 are used between the main longitudinal sills 60 and side sills 59 at intervals corresponding to the location of the cross braces 12c and 12d, the understructure is strongly braced at the front of the engine well 18.

The two rear cross braces 12c and 12 f are similar to the cross braces 12c and 12d, and need not be further described. It may be pointed out, however, that the inner cross braces 12d and 126 are provided with inwardly extending flanges 224 and 225 for attaching the pan 82 to the car framing.

t, in l. i Ji it The. rear ends of the longitudi m unwar m i he mc 5 nd em v t w rear end sill casting J3. 1'1"1'he1castingjjcon prises a. box-like structure having upper and, lower webs door end post lugs 240 and wing projections 2M, x.

the latter being adapted f to receive lithe main, longitudinal sills 60 and furnisha rigidanchorage iorthe side girders the end, silll' The portions of the end'sill which ,extendbeyond the winged projections 26! constitute ledges 242, uponwhich- 15 the main longitudinal sinsto rest, Thetopflange ledge m, and its web is'riveted m the endifa'ces 2% of the end sill. The intermediatesectionnl of the sidesill is also secured to theend sillicasting, as best shown in" Fig. 26. A plate 2M'conj 2W-with a horizontal flange of the lowerang'le m p "of the mainlongitudinalsili60; e v s It will be observed by referringfto Fig. 27,}that the channel 245 provided-inthe upper side sill endcasting. 1 i l The topand ttom vwebs235 and 236 extend rearwardly withfthe winged projections'i zfl l to iurnishgusset reinforcements forthe latter}; The

ledge M2 is in reality acontinuation of theillojwer web with and the box-like structure beneath the ledge 262 isheavily reinforcedwithl transverse 35 webs 2 to furnish asolid construction at the sill. The small downward projections'ihdicated at its] at the ends of the end sill are use for jacking pads. The rear central M steppedas indicated at .268 totrec'eive the vestibule connection which provides aprotected passageway between the first, and secondsectio'ns oft-he articulated car. I A feinalefbody cen'terplate I 2th is secured to theunderside end sill castin'gand is adapted toseat withina truck center. plate 250 carried on the truck, bolster; not shownkof the articulated truck-5B, Ainale '7 center plate '25! securedtotheadjacentcar sectionflts'withinthe female center plate 24am muchtlie same manner as shown truckotisflcooled'by hr'f ara nthr ghiafbellows if lofntheeside girderijust in front of the first ed t'r uck connec s a y dinal girder 60 with' the side sill structure 59- and has an upward extension 251 reinforced by gusset 258 for giving lateral support to the main longitudinal sill at the higher level.

A curved plate 259 reinforced by opposed angles 260 and 26l extends from the cross brace "285, 238, a rearweb',23|,' a front web 1238, numerous inside webs generally designated239,

of the upper side sill section .200, also restsonthe meets the top. flange of the. upper side sillfsection ,section 200 isfiadapted to receive the ribs 6i (and permit them tobe riveted to thef side sill andithe.

point where the side girder tiesin withthe end v e spacer casting 256' spaces .the main longitu- 12e to a transverse floorsupport beam282, and

secured intermediate i points to thecross plate in intended primarily ifomprovidinglz a suit- -able fastening surface 'forither bottom "sheathing,

and in-fthisTrespect corresponds with the=simi1ar 5 plate 183" at the-forward: end of ethe; car. A pair of diagonal braces. 264l are secured t0 the main' longitudinal sillsbfl ju'st in the rear of the floor support 26:} and converge rearwardlyto the end sill I3 where they-are secured'byjsuitable ifastening ineans, as shown in Fig. 29. The floor "support 262 strengthens thediagonai braces 264 between'their ends 'in'addi'tion to furnishing an anchorage for the "sheathing plate i259 and angles 260. l v 15 'I'he rear. portion of the car :houses the oil coolers, generallydesignated-266.(Fig. 28 .iue1

tank 261, water-tank 268, air tanks 259 (one oneach side of the passageway); battery boxes 210, Iwhich'are also arranged onelon'each side of the "passageway. .1 i v v The floor of the passageway is indicated at I 21 l"and rests upon the fioonsupports 262 and g 263. There ista. slight step down from the floor '2' to "the floor l86rin theinterm'ediate portion of the car. 1 r. Relatively large channel. bars 28uare used for the door end posts andthey-frame into the upstanding lugs-240 which lare: integral with" the end sill casting 13:31!

v x 1 30 At the stop, the doorvend p'o'stsare joined by an anti-telescoping plate. 15*:and. the ends of the i top sills: Iand' I36re'st on the plate (Sand are securely anchored to :thezldoor, end posts by brackets ifi and TI. my; w' 35 The top girder tapers downwardly in the rear I of the exhaust well I38 'andsthisl-portion of the girder has top and b0tt0mwplates'2'84vand 28l, respectively. The: ribs are in efiect-carriedfrom side sillvto sidesill by providing spacers 1282 (Fig 40 M30) between thetop sills l3551and1'36 at intervals .corresponding tothespacingnof the ribs. e k E qz' T nm u t n 'I v fIhevuengin'e, e ator and b-ba ew iehapproximately 40,000 pounds, {S0 qthfi importance of keeping its center of gravity low and of provid- I ns suitalzi su p rt n means iQ Jthe en n and {generator.is obvious g. A .yus ns rameworkt fat et d scr ibis; p si eto prov de: a ensi e'w w in h mid-pennants;the;w h ut,inte

th isfb e to e 05 v res e tive y gusset "28A .cgfor trenetheningiit erminporting' means? Mil -longitudinally sincli'neiiiigussets 298 for resisting longitudinalrforces caused by collision, sudden stoppag'eQetc. The bracket (v issecurely riveted to the longitudinal sill 60 and is madeibf sufilcient size to resist all stresses to which it is subjected.

The rear engine-brackets 80 are substantially g the same as the front engine brackets 18 and to support the rear end of the engine, the latter beingprovided with a boss 299 in which studs 300 are screwed for fastening the engine to the rotation of the side girders.

cradle (see Fig. 25).

After the engine has been mounted in place,

and their intermediate portions connected by a' plate 303 which in effect is a continuation of the sheathing plates 183 and 259. The Z-bars 302 are adapted to' engage the lower angles I'll and be boltedtheretobyjbolts 208 (Fig. 25).. The top fi 3 ,1 wo end members 30l are adapted to eng .=the inwardly extending lugs 224and 225; ofrth'e' cross braces 12a and 126 and be secured thereto by bolts 305 (Fig. 18).

In addition to serving its normal function of closing the bottom of the engine well, and providing a smooth streamline finish beneath the car, it also serves as a stress member in resisting By referring to Fig. 25, it is apparent that the weight of the engine is tending -to rotate the left side girder clockwise, and theright side girder counterclockwise, and the pan 82 acts as a tension member in resisting this tendency for the side girders to rotate.

The plate 20'! which completes the streamline form of the carbelly and screens the bolts 208 from view is'preferably secured in place by screws 306 in order that it may be easily removed when ever it is desirable to remove the engine.

- As many as possible of the framing members are made of extruded aluminum in order to conserve weight, although where exceptional strength is necessary, steel members or steel castings are employed. Preferably, the castings are formed 'with enlargements wherever they are to be riveted to some otherv member. For example, the door end post 240 has a plurality of ribs 301 through which the lines of rivets are passed. By providing these ribs,1it is unnecessary to machine the casting except at the contacting surface, thus leaving the remainder of the casting with the tough skin which forms during the casting process. The strength of the casting in this way is not impaired by the machining process.

A modified form of apron or Windbreaker is shown in Figs. 32-36. In this form, the apron instead of being vertical inclines forwardly and sidewardly and has the advantage of clearingto support a horizontally pivoted coupler bar 32| which when in itsinoperative position rests on a-stop 322 completely enclosed within the apron 3l5. The pivot pin is indicated at 326. front of the apron is provided with a removable plate 323 which wnen removed permits the coupler bar to be raised to the position shown in dotted lines in which position, it is supported by a bar 324 detachably secured to arms 325 which are integral with the front nose casting 320. The casting 320, as before, is provided with the necessary flanges and attaching surfaces for attachment to the intermediate nose castings, the ridge beam, the buff sills, the diagonal braces,

etc. (see Fig. 36) The bar 324 is also adapted to hold the coupler bar in inoperative position.

We claim:

1. In a railway car of the class described, main longitudinal framing including a side sill and a girder adjacent thereto at each side of the car, an end sill, wing projections and ledges rigid with the outer ends of said sill, said wing projections receiving the ends of said girder and secured thereto, and said side sills resting on said ledges, and diagonal rigid brace members between said girders and the central portion of said endsill. p

2. In a car, a side girder at each side of the car, a plurality of motor supporting members, each member comprising a cradle having upwardly and outwardly extending arms, brackets secured to theupper inner corners of said girders and extending upwardly and inwardly therefrom, means for pivotally connecting said arms to said brackets, a motor seated in said cradles, and a .plurality'of tension members for connecting the lower portions of said girders together.

3. In a railway car, main longitudinal framing including a side frame member and a girder member at each side of the car, a substantially 4. In a railway car of the class described, main longitudinal framing including a side sill and a girder adjacent thereto at each side of the car, an end sill, wing projections and ledges rigid with the outer ends of said end sill, said wing projections receiving the rear ends of said girders andsecured thereto, and said side sills resting on said ledges, diagonal rigid brace members between said girders and the central portion of said end sill, nose castings rigidly secured to the forward ends of said side sill and girder at their forward ends at each side of the car, forward end sill members rigidly secured to said castings, said framing being free of longitudinal members paralleling said girders between said end sill and said forward end sill members, motor supporting brackets secured to and extending upwardly from the inner upper edges of intermediate portions of said girders, tie members connecting the lower inner edges of said girders, a motor supported from said brackets, a curved forward nose casting having its rear ends rigidly connected to said first named nose castings; and buff sills and brace members between said forward nose casting and said forward end sills whereby bufiing forces applied to said forward nose casting will be transferred to said first named end sill through said side sills and girders.

MARTIN P. BLOMBERG. WILLIAM H. MUSSEY.

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