US2504112A

US2504112A - End underframe construction for vehicles, especially railway cars

Info

Publication number: US2504112A
Application number: US588760A
Authority: US
Inventors: Albert G Dean; Walter B Dean
Original assignee: Budd Co
Current assignee: ThyssenKrupp Budd Co
Priority date: 1945-04-17
Filing date: 1945-04-17
Publication date: 1950-04-18
Anticipated expiration: 1967-04-18

Description

Apnl 18, 1950 A. G. DEAN ETAL 2,504,112

END UNDERFRAME CONSTRUCTION FOR VEHICLES,

ESPECIALLY RAILWAY ,CARS Filed April 17, 1945 7 Sheets-Sheet 1 I N VEN TORS- Qilberf Cr. Decmv alver [5. Dean. 7

A TTORNE Y April 18, 1950 A. G. DEAN\ ET AL 2,504,112

END UNDERFRAME CONSTRUC 0N FOR VEHICLES, ESPECIALLY RAIL AY CARS INVENTORS. l QUoer t CIDecL I m| yWalrer BDean.

Aprll 18, 1950 A. G. DEAN ETAL 2,504,112

END UNDERFRAME CONSTRUCTION FOR VEHICLES,

ESPECIALLY RAILWAY CARS Filed April 17, 1945 7 Sheets-Sheet s 1 mm w -mrPL :w A

April 18, 1950 A. G. DEAN ET AL 2,504,112

END UNDERFRAME CONSTRUCTION FOR VEHICLES, ESPECIALLY RAILWAY CARS Filed April 17, 1945 7 Sheets-Sheet 5 Jiiiii. iii-villi- 5 INVENTORS A Lbert (1 Dean. We (er 5. Dean A TTORNE Y April 18, 1950 A. G. DEAN ET AL 2,504,112

END UNDERFRAME CONSTRUCTION FOR VEHICLES,

. v ESPECIALLY RAILWAY CARS INVENTORS @16- i mbm 0. Dean.

Walcer [5 Dean.

ATTORNEY April 18, 1950 ESPECIALLY RAILWAY CARS I3 12 E Fm?! ml Lil no M4 M7 114 A. G. DEAN ET AL END UNDERFRAME CONSTRUCTION FOR VEHICLES,

Filed April 17, 1945 '7 Sheets-Shegt, 7

my INVENTORS.

Qlbert (1. Dean. Y WaHer [5. Dean ATTORNEY Patented Apr. 18, 1950 END UNDERFRAME CONSTRUCTION FOR VEHICLES, ESPECIALLY RAILWAY CARS Albert G. Dean and Walter B. Dean, Narberth, Pa., assignors to The Budd Company, Philadelphia, Pa., a corporation of Pennsylvania Application April 17, 1945, Serial No. 588,760

12 Claims. (Cl. 105-414) The invention relates to an underframe for vehicle bodies especially of railway cars, and more particularly to an end underframe which is largely composed of sheet metal members integrally connected with each other by electric spot welding.

Among the objects of the invention is an end underframe having a center sill portion which constitutes an integral continuation of the middle portion of the body center sill so as to transmit the longitudinal stresses, mainly introduced over the bumpers and the buffing and draft gear, without abrupt change in direction and without undue stress concentrations.

Another object of the invention is a center sill of the indicated type which combines ample strength with light weight.

A still further object of the invention is an end underframe which lends itself to the easy and convenient fabrication and assembly of its component parts.

Among the objects is also an end underframe which constitutes an extension of a body center sill according to the simultaneously filed application Serial No. 588,866 on Underframe for vehicles especially railway cars, of the co-inventor W. B. Dean and which contributes to the desired functioning of such body center sill.

A still further object of the invention is an underframe having a bolster or similar transverse beam of lightweight construction coupled with great strength and good accessibility for making the assembly joints.

In addition to the aforesaid simultaneously filed application, the invention has special advantages in combination with, although it is by no means restricted to the constructions disclosed in the applications Serial No. 580,646, Body for vehicles, especially rail cars, of the co-inventor W. B. Dean, and Serial No. 580,647, Body construction, especially for rail cars, of R. J. Theriault, both filed on March 2, 1945.

The above indicated objects of the invention and its features as well as further objects and advantages are fully disclosed in the attached drawings showing two embodiments and in the following description of the latter.

In the drawing:

Figure 1 is a fragmentary plan view of one end of a railway car underframe, together with adjoining portions of side and end walls in section substantially along the planes of lines ll of Figures 9 and 14; certain parts of the floor structure and of one side sill being broken away so as to more clearly show the structure therebeneath;

Figure 2 is a fragmentary side elevation of the center sill and a section through the adjoining.

transverse members along line 2-2 of Figure 1;

Figure 3 is a horizontal fragmentary section of the center sill and adjoining members substantially along line 3-3 of Figure 2;

Figure 4 is a fragmentary longitudinal and vertical section through the center sill and adjoining parts substantially along line l4 of Figure 1, that is along the longitudinal center line of the frame;

Figures 5 and 6 are transverse vertical sections through the center sill along lines 5-5 and 6--6, respectively, of Figure 1, yet on a larger scale;

Figure '7 is a fragmentary section through the center sill along line 'l'! of Figure 1 together with a fragmentary end elevation of part of the end sill;

Figure 8 is a fragmentary section through the center sill and the adjoining part of the floor structure, side sill and side wall along line 8-8 of Figure 1 together with an end elevation of a cross bearer;

Figure 9 is a fragmentary end elevation of the bolster beam and. a section through adjoining pore tions of the center sill, the side sill and side wall construction substantially along line 9-9 of Figure 1;

Figure 10 is a longitudinal vertical section through the bolster beam and a side elevation of the adjoining parts of the center sill, the section being taken along line Ill-l0 of Figure 9 but on a larger scale;

Figure 11 is a fragmentary horizontal section through adjoining portions of the center sill and the bolster beam substantially along line H-ll of Figure 9 and on the same scale;

Figure 12 is a section through the middle por tion of the bolster beam along lines l2--I2 of Figures 1 and 9 and on the scale of Figure 10;

Figure 13 is a fragmentary vertical section on the scale of Figure 10 through the connection between center sill and bolster beam, the section being taken substantially along lines l3-l3 of Figures 1 and 10;

Figure 14 is a section through the outer end of the bolster beam and a fragmentary elevation of adjoining side wall portions, the section being taken substantially along line Ill-l4 of Figure 1 and on a similar scale as Figure 10;

Figure 15 is a fragmentary perspective, partly sectional view of a modified form of the bolster beam and its connection to the center sill,

Figure 16 is a fragmentary plan view of and a horizontal middle section along line 5-1 6 of Figure 15 through the connecting zone between center sill and bolster beam; and

Figure 17 is a fragmentary local section through the bottom and side wall connection of the bolster beam along line |ll'l of Figure 15.

The end underframe illustrated in the drawing has a center sill l and a bolster beam 2 forming two of its main strength members. Inboard of the bolster beam 2, the cent r sil-l I is substan- 3 tially identical with the construction disclosed in the simultaneously filed application Serial No. 588,866 of the co-inventer, Walter B. Dean, mentioned hereinbefore.

The sill I as shown in cross section in Figure 5, has side members 3 and

bottom wall members

4 and 5. The side members 3 are outwardly facing U-sections having a vertical wall or web 6, top and bottom walls or

flanges

1 and 8 and a longitudinally extending reinforcing groove 9 in the middle Of the web 6. The upper bottom wall member 4 is an upwardly facing U-section with a horizontal web It and upstanding arms H which latter overlap and are secured to the insides of the lower portions of the webs or side walls 6. The other, lower, bottom wall member is secured to the web ll] of the member 4 and to the bottom flanges '8 of the members 3. Both

members

4 and 5 are formed with an upwardly directed reinforcing groov [2 and 3, respectively, along the longitudinal vertical center plane, line 4-4 in Figure 1, of the underframe and of the body as a whole. Secured to the top flanges I is a shear panel I 4 reinforced by vertical transversely extending webs or arms 15, see also Figures 1, 2 and 10, as is more fully described in the aforesaid simultaneously filed application.

The

bottom wall members

4, 5 extend without change in cross section across the location of the bolster 2 in outboard direction to a plane designated in Figures 2, 3 and 4 by line 16, that is nearly halfway from the bolster to th outboard .end of the underframe. The upper flanges 1 and the upper web portions 6 of the side wall members 3 above the grooves 9 extend to the plane I 1 (Figures 2 and 4), that isto a region about halfway between the ends of

members

4, 5 and the outboard end of the underframe, whereas the flanges 8 and the web portions 6 below the grooves 9 extend further outboard and end short of the end casting [8 near the outboard side of the so-called second end beam l9 at the plane indicated by the line (Figures 4 and 5). The groove 9 terminates just inboard of the bolster beam as indicated by the dotted line 2: in Figures 2 and 10 and as marked by the same numeral in Figure 4. The space between the upper and lower web portions of the side wall adjoining the end of the groove 9 is filled in on each side by a short plate 22 (Figures 4, 11 and 13), the purpose of which will become apparent from the later description of the bolster beam construction and attachment.

The side wall members '3 of the center sill are supplemented from the line mark d by the numeral 22 (Figures 2, 4 and 10) inboard of the bolster beam to the end casting I8 by outer U- section members 23 each having a vertical web 24, a top flange and a bottom flange 26 (Figures 2, 3, 6, 7, 8, 10, 11 and 14). The webs 24 overlap the webs 6, and the

flanges

25, 26 overlap the flanges l and 3 of the members 3 and are secured thereto by spot welding or other means as indicated by the heavy black dots in such sectional figures as Figure 6 and by asterisksin Figures 2 and 10. The upper portions of the webs 24 with their flanges 25 extend uninterruptedly to the end sill casting I3 whereas the lower portions of the webs 24 with their flanges 26 are separated in the end region by a longitudinal slot 21 (Figure 2) in each member from the upper portions and diverge outwardly; these diverging web and flange portions are marked respectively, 28 and 29 (Figures 2, 3, 4 and 7).

The members 23 with their straight

upper portions

24, 25 and diverging lower portions 28, 29 extend to the plane 30 defining the inner face of the end casting l8 (Figures 2 and 4). A member 3| on each side bridges with its triangular web 32 the space between the margins of the slot 21, and has a downwardly extending outer arm 33 fastened to the inside of arm 28 and its upwardly directed inner arm 34 fastened to the inside of web 28 (Figures 3, 4 and 7). A horizontal, outwardly directed flange extension 35 of the arm 34 overlaps arm 25, Figure '7. The members 3! extend between the planes l! and 30 so that their arms 34, 35 form outboard extensions of the upper portions of the webs 6 and the top flang l of the center sill side members 3.

Two superimposed top wall profiles 36 and 31 extend respectively from a plane 38 outboard of and adjacent the bolster beam and from plane I6 to the plane 30 at the casting l8 (Figures 2, 4, 6 to 8 and 10). These members are similar to the

bottom wall profiles

4 and 5. The upper top member 36 overlaps in succession the top flanges I, 35 and the lower top member 3'! has its web 39 secured to the member 36 and its arms 40 in succession to the upper parts of webs 6 and to the arms 34. Both

members

36 and 31 have a longitudinal reinforcing groove 4|.

The end margins of the

members

23, 3|, 36 and 3! are secured, preferably by arc welding, to the casting l3 along lines where the latter is reinforced by longitudinal walls or interior webs. The end zones of the webs and

flanges

28, 29 and 32 are reinforced by bands 42 (Figures 2, 3 and 7) spot welded to them and are welded to the casting I8.

The casting I8 is similar to the end casting of the before mentioned simultaneously filed application Serial No. 588,866, but it has in addition an inboard extension 43 of that section with a top wall 44, side walls 45 and a marginal flange 46 extending continuously along the sides and around the inboard end of the extension. The side portions of flange 46 are secured b rivets 41 to the overlapping marginal portions of top wall 36 and flanges 25, 35 (Figures 2, 4 and 7).

From the outboard side of the plates 22 at the bolster beam location to th plane IS, a longitudinal structure 48 i secured by its marginal flanges 49 to the insides of webs 24 between the upper and lower web portions 6 (Figures 2, 4, 6, 9 and 10). The flanges 49 adjoin horizontal marginal web portions 56 interconnected by a channel section portion having a bottom wall 5! and side walls 52. A transverse brace 53 arranged near the middle between the ends of the structure 48 interconnects the web portions 50. The described

full cross section

49, 50, 5|, 52 extends only between the brace 53 and the end at' the plane 16 whereas inboard of brace 53 the structure 48 is only formed on each side by flange 49 and a narrow strip of the Web portions 50. The outboard end regions of the flanges 49, the web portions 53 and the walls 52 are reinforced by Z-section members 54 snugly fitting over and secured to them.

A transverse vertical plate 55 abuts and is secured, by arc welding, to the outboard margins of the

bottom wall members

4, 5, the

structure

48, 54 and the webs 6 and 24 (Figures 3, 4 and 6). The plate 55 constitutes the inboard abutment for the buffing and draft gear (not shown). It is obvious how effectively the plate 55 will transmit compression forces from the bufling gear into the bottom wall and the side walls of the center sill either directly or via the

structure

48, 54.

The outboard abutment 56 for the draft'gear is formed on a reinforcing structure having a pair of cast or forged side members 51, each mainly angle shaped in cross section with an upstanding arm 58 and an outwardly directed lower arm 59 (Figures 2, 3, 4 and 8). The angles 58, 59 fit over the angles formed by the

webs

6, 24 and the

flanges

8, 26 of the center sill side walls and extend longitudinally across and in both directions a distance beyond the location of the second end sill IS. The upper margins of the arms 58 are interconnected by a transverse bridge 60 integrally secured to or formed as a one-piece part. with them. Rivets 6| connect the arms 58 along their entire length and the outboard ends of the arms 59 to the

side wall portions

6, 24, 28 and 8, 26, 29, respectively, and some of the rivets pass also through the vertical arms 63 of angle-shaped reinforcing members 62 on the outside of the side walls 24, The other arm 64 of each member 62 extends outwardly above the respective flange 26.

It will be noted that the

structure

51, 68 extends in inboard and outboard direction across and beyond the planes I! and at which some of the longitudinal webs, flanges and members terminate or begin, and that it thereby contributes to the achievement of the necessary strength in this region. It Will be noted furthermore that the members 51, which have to transmit the draft from the draft gear into the center sill are directly riveted to such sill portions as the

webs

6, 24, 28 and the

flanges

8, 26, 29 which extend inboard into the middle portion or at least inboard beyond the bolster beam'locationof the center sill.

The space for the draft gear between the plate and

members

55, 51 is, as shown in Figures 2 to 4, 6 and 8, closed in part at the bottom by a cover structure 65 having marginal'side flanges 66 and three

bridges

61, 68, 69, respectively, at the inboard end, in the middle and at the outboard'end. A great number of strong bolts I0 secure the structure 65 by its flanges 66 to the

flanges

8, 26, the marginal portions of the bottom wall '5,'the arms 59 of the reinforcing structures 51 and the arms 64 of the angles 62. This cover structure 65 extends likewise longitudinally across the ends of successive center sill profiles.

The

structures

51 and 65 constitute with their bridges 6D and 69 a closed ring surrounding the draft gear, the outlines of which are indicated by dot-and-dash lines II in Figure 8, and thereby relieve the center sill from the tendency of being spread'a'part or otherwise deformed under compression load with the coupler (not shown) at an angle to thelongitudinal center line of the center sill. The inboard portion of the draft gear is guided and supported by bearing plates I2 provided on the arms 58 of the plates 51 and on the structure 65 (Figure 6), and the coupler will be journaled to the inboard portion just outboard of the bridges 60, 69.

The bolster beam 2, shown in Figures 1 to 4 and 9 to 14, has on each side of the center sill I a pair of longitudinally spaced webs I3 each provided along its upper and lower margins with flanges I4 and 15. The upper portions of the webs I3 and the flanges "extend as a one-piece structure across the center sill as clearly shown in Figures 4, 9 and 13, so that the sides of the beam are actually formed of two members extending over the width of the underframe. A bottom web I6 bridges the space between the vertical webs I3 and is overlappingly secured, preferably by spot Welding, to the flanges I5. This bottom web I6 extends without interruption from one side of the underlrame to the other and has its central portion arranged in contact with the underside of the center sill bottomplate 5 and secured thereto in a manner to be described later on. A cast or forged bracket, 11 on each side, see Figures 2, 3, 9 to 11 and 13, has'its vertically and longitudinally extending web I8 and horizontal marginal flanges I9 and 88 shaped and dimensioned to fit from the outside into the-channel section sill member 23 (Figure 13) and a pair of transversely extending vertical arms 8I fitted between and secured, preferably by electric spot welding, to the inner marginal portions of the respective side walls I3 of the beam I (Figures 9 to 11 and 13). The lower side flanges I5 of the bolster beam end at the outer marginsof the flanges 88 of the brackets 11 and are secured thereto, preferably by electric arc welding, Figures 9 and 11.

A pair of transverse bulkheads B2 are, as shown in Figures 2 to 4, 9 to '11 and 13, arranged sub stantially in the planes of the arms- 8| in the interior of the center sill and overlap by their

marginal flanges

83 and 84 respectively the insides of the webs 6, the filler plates 22, the arms I I and the Web II! of the bottom member I of the sill. Rows of rivets 85 pass through the-overlapping portions of the Webs I8 and flanges 80 of the brackets TI, the webs, walls, filler plates and flanges of the center sill, the

flanges

83, 84 of the bulkheads 82, the bolster beam bottom wall I6 and through the center plate 86. The center plate, which is adapted for the support of the underframe on a truck (not shown) extendsin longitudinal direction beyond ,the brackets 11 and is secured in those regions by additional rivets to the center sill. Heavy gauge channel section members 81, see Figures 1, 2, 4, 9, 10 and 12 to 14, extend uninterruptedly over the entire width of the underframe and have their webs and top arms 88," 89 nested in the angles formed by the webs I3 and top flanges I4 of the bolster beam side walls whereas their wider bottom walls 90 overlap and are secured to the top flanges I, 25 of the center sill. The bottom Walls or webs 88 also abut and are secured together with the central portions of webs I3 to upwardly projecting parts 9| of the bulkheads 82, preferably by electric spot welding (Figures 4 and 13). Single rivets 92 (Figures 9 and 10) pass through the upper ends of the bracket arms 8i, the side walls I3 of the bolster beam and the webs 88 of the transverse members 8! so as to reinforce additionally the connection between these members and the center sill. I It will be understood that the flanges I5 and the bottom web I6 as well as the center sill parts connected to the web I6 constitute the lower chord of the bolster beam whereas the upperchord is constituted by the upper marginal portionsof the webs I3, and by the marginal flanges I4 and the members 81 which are arranged on the, outside of the bolster beam, so that the latteris open at the top and thereby accessible for making the rivet and weld joints.

This construction of center sill and bolster beam and of their connection is believed to bemuch stronger than previously attempted sheet metal center silland bolster beam structurestbecause there is practically no inter'r-uption of the continuity of the webs and chords of the bolster beam where it intersects the center sill.

Secured to the underside of the bolster beam is on each side a side bearing 93 (Figures 9 and 12). The region where the steeply inclined inner portion and the less inclined outer portion of the bolster beam underside meet has the connections between the bottom web I6 and the vertical walls I3 reinforced by deposit, preferably arc Welds 04, thereby counteracting the tendency of the flanges I5 and the bottom web I6 to become separatedunder vertical bending stresses which can not be well sustained by the spot welds between these members.

Near each outer end of the bolster beam, see Figures 1, 9 and 14, a heavy vertical plate 95 is inserted between the portions of the vertical walls, I3 adjoining the channel members 81. Above and below in the region of the members 81 the plate 95 extends longitudinally in both directions beyond the walls I3 and is secured, such as by arc welding, below the bottom arms 90 to the end margins of the walls I3, flanges I5 and bottom wall 16. The upper portions of the walls I3, top flanges I4 and members 81 extend through cutouts in and a short distance outwardly beyond the plate 95 to which they too are welded, and their outwardly projecting ends are secured, such as are welded, to a horizontal, inwardly facing U-section member 96. The member 96 ends at the margins of the arms 90. The aforesaid outwardly projecting portions and the channel section member 96 are nested in an inwardly facing channel section portion of the underframe side sill 91 and are secured thereto by a multitude of spot welds indicated respectively by heavy black dots and by asterisks in Figures 9 and 14.

This side sill 91 and its connection to the side wall unit 98, as well as the connection between the side wall unit 98 and the upwardly extending plate 95 are similar to the constructions disclosed in and covered by the hereinbefore mentioned applications Serial No. 580,647, and Serial No. 580,646.

The lower part of plate 95 and a jacking pad 99 are riveted to the lower parts of the side sill and the bolster beam as shown in Figures 1, 9 and 14.

From the foregoing description and from the drawings it will have become clear that the bolster beams are secured over a wide area to the underframe side sill and to the body side wall.

The inboard member 81 is adj oined by the hereinbefore described floor plans I4, I5, the last of which has its vertical arm I5 secured by an angle section strip I to the arm 90 of the member 81 (Figure 14) or its bottom wall overlappingly se- -cured to said arm 90 (Figures 2, 4 and 10). This means that, in regard to the connection between :'members I4 and 81, Figure 14 shows a slight modification over the preceding figures.

' The outboard member 81 is continued by chan 'nel and Z-section floor pans IIBI of heavier gauge than the floor pans I4, I and these members are likewise connected to the top of the center sill.

See Figures 1, 2, 4, and 14. The inboard member IOI overlaps and is secured to the marginal portions of the arm 90 of the member 81. The last outboard member IOI has its vertical wall or arm I02 secured to the upper margin of the vertical web I03 of the second end sill I9. This web I03 on each side of the center line has its inner end secured, such as by arc welding, to the respective reinforcing member 62, and is reinforced by lower horizontal marginal angle sections I04 and by vertical members I05. See Figures 2 to 4 and 8.

The end casting I8 is connected with the side portions I06 of the end sill. Adjoining the center sill on both sides and extending longitudinally between the sill I9 and the sill I8, I06 are, as shown in Figures 2, 4, '7 and 8, Z-section members I 07 secured by angle or U-section members I08 to the center sill and supporting by their outer arm I09 short channel section floor pans I I0 which fill the space between the .web I03 and the end sill portions I06. A space between the inboard floor pans H0 and the web I03 permits the passage of the vertical reinforcement I05.

The construction and arrangement of the memr bers I4, I5; IOI and I06 to H0 are substantially identical with the construction disclosed at length in the aforementioned application Serial No. 588,866, of the co-inventor W. B. Dean on Underframe for vehicles, especially railway cars, and need, therefore, not to be described here again in detail. Also the connection between the floor pans and the side sills is disclosed in the same application as well as in the hereinbefore cited U. S. applications Serial No. 580,646 and Serial No. 580,647. It will be understood that the space beneath the top wall 44 of the casting I8 and the spaces at the sides of the extension 43 of the casting beneath the members I0I serve for the housing of the buffer gear in similar fashion as disclosed in the simultaneously filed application, Serial No. 588,866, above referred to.

The illustrated and described structure consists mainly of sheet metal profiles, preferably of high tensile sheet metal such as cold rolled austenitic stainless steel. The overlapping portions of these members are practically throughout interconnected by electric spot or seam welding, the welding spots being indicated at many places by asterisks or heavy black dots at the interfaces. In limited regions only is the structure reinforced by castings and forging s and are are welds, rivets and bolts used as connecting means. All this leads to a strong but light weight structure. Nowhere is there a sharp break in the construction of the center sill inasmuch as the joints between two consecutive members are always overlapped by members extending in both directions across such joints. There is no weakening of the center sill by the bolster beam attachment; to the contrary, the center sill is heavily reinforced in the bolster beam region. The bolster beam constitutes, as emphasized hereinbefore, a structure which has in efiect through-running vertical walls and through-running top and bottom chords and is firmly secured and tied into the center sill and the center bearing.

Contributing to the fitness of the new structure for sustaining the stresses exerted thereon are also in large measure the

members

51, 60 and 55, 6B which, on account of the fact that they constitute a closed ring of great strength and are tied into, indeed, actually form the central part of the second end sill I9, will not give way under a compression load with the coupler at an angle as it was experienced in similar constructions consist-' ing mainly of sheet metal.

Finally, the new construction is stronger than previous structures on account of the integral casting I8 at the end of the sheet metal structure, which casting combines the buffer bar, a coupler carrier III and the attachment II2 for the collision posts (not shown) so as to make use of the full strength of these members.

.The modified embodiment illustrated inFi ures15, 'lfiand 17 base. center sill substantially identical with the center sill of the first embodiment, yet this center sill extends without change in cross section through the intersection with the bolster beam H3, and requires therefore no further description. The same reference numerals are supplied for corresponding parts of both embodiments.

The bolster beam H3 has on each side of the center sill a pair of longitudinally spaced vertical walls I I 4 provided with outwardly directed flanges H5 and H6. The bottom wall or web I I! is connected to the flanges H6 and extends uninterruptedly across the underside of the center sill. Each side wall H4 is also provided along its inner vertical margins with a flange H8. The top chord of the bolster beam is constituted by an upwardly facing hat section H9 bridging by its web I the space between the side walls H4, having its side walls I2I secured to the side walls H4 and its top flanges I22 secured to and extended longitudinally beyond the flanges 'I I5. This member H9 extends uninterruptedly across the center sill and has its web I20 secured to the top flanges 1 thereof.

The inner ends of the side walls H4 are interconnected by generally U-section members I23 which have their side arms I24 secured, prefer ably by spot welding, to the side walls I I4. The bottom walls or webs I25 of the members I23 and the flanges I I 8 of the side walls are secured to the upstanding arm I26 of an angle plate or bracket I21, the lower arm I28 of which is welded to the flanges H6. The plates I21 nest in the angles formed by the webs 6 and the bottom flanges 8 of the center sill on each side and are secured to the lateral marginal portions of the center sill and to the bottom web I I! of the beam by a number of rivets I29 which will also hold the center bearing (not shown).

Inserted between the side walls of the center sill and arranged in the planes of the bolster beam side walls H4 are a pair of bulkheads I30 provided with marginal flanges I3l, I32. The vertical flanges I3I, arms I26 of the plates I21, the center sill side walls 6 and the flanges H8 of the bolster beam side walls are secured together by bolts I33 or similar connecting means such as rivets. Also the bottom flange I32 of each bulkhead I3Il is secured to the

bottom members

4 and 5 of the center sill and the bottom plate H! of the bolster beam by bolts one of which is visible in part at I34 in Figure 15. It will be noted that the bulkheads I30 have the middle portions of their marginal flanges I3I, I32 inwardly arched so as to pass around the grooves 9 and I2, I3 of the center sill walls. The bulkheads I30 are also secured to the side walls I2I of the top chord member II 9.

The bolster beam side walls I I4 and their lower flanges H6 are reinforced by angle brackets I35 stiffened by ribs I36 which serve for the transmission of the stresses from the side bearing I31.

Instead of the deposit weld of the first embodi ment between the side walls and the bottom wall of the bolster beam, in this embodiment angle section strips I38 are inserted and spot welded by their arms to the vertical walls H4 and the bottom Walls II'I, Figure 17.

Also in this embodiment the walls of the bolster beam extend in efiect uninterruptedly across the center sill and the connection between bolster beam and center sill is of great strength.

The invention is not restricted to the illustrated embodiment but its basic features can be applied to other structures and can be modified without departing from the spirit of'theinvention and the coverage afiorded by the attached claims.

What is claimed is:

1. In a vehicle body underframe, a hollow section center sill having transversely spaced side walls, a transverse beam having portions extending laterally on both sides of the center sill, a bulkhead interconnecting the lateral portions of the transverse beam in the interior of the center sill, a longitudinal reinforcing corrugation formed in the side walls of said sill, said corrugation being cut away at the location of the bulkhead whereas the portions of the side walls above and below said corrugation are continued across the location of the bulkhead.

2. In a vehicle body underframe, a hollow section center sill having transversely spaced side walls, a transverse beam having portions extending laterally on both sides of the center sill, a bulkhead interconnecting the lateral portions of the transverse beam in the interior of the center sill, a longitudinal reinforcing corrugation formed in each of the side walls of the sill, said corrugation being cut away at the location of the bulkhead Whereas the portions of said walls above and below said corrugation are continued across the location of the bulkhead, said side walls being reinforced by added means in and adjacent "the region of the bulkhead and the cut-out of the reinforcing corrugations.

3. In a center sill for vehicles such as railway cars: transversely spaced longitudinally extending vertical walls interconnected by transverse webs and walls, and a casting structure having side portions inserted between the side Walls of the center sill and secured thereto, said structure being adapted for the passage of and provided with abutments for a draft and buffing gear and having a bridge interconnecting the upper parts of the side portions, a cover plate, connecting means between the cover plate and the lower marginal portions of the side walls of the center sill and the side portions of said structure so as render the cover plate a main stress transmitting element and so that the structure and plate together result in a closed frame for the passage of said gear.

4. In a center sill for railway cars and the like vehicles, comprising: a hollow section sheet metal structure composed of vertically and longitudinally extending walls and of a top wall inter-connecting the side walls and extending from the outboard end of the structure for some distance inboard, in combination with a buffer casting having a vertical portion secured to the end margins of the side walls of the center sill and having an inboard extending arm overlapping the top surface of and connected with said top wall.

5. In an underframe for railway cars and the like vehicles, a center sill and a bolster beam secured together at their intersection, said center sill having transversely spaced side wall members interconnected by a horizontal wall structure along one of the top and underside of the sill, longitudinal reinforcing grooves formed in said side wall members inboard of and terminating at said bolster beam, said side wall members and said horizontal wall structure extending across the intersection with the bolster beam to a region between the bolster beam and the end of the underframe, a second set of side wall members extending from a region inboard of said bolster beam to about the end of the underframe and being secured in overlapping relation to said first named side wall members, a second horizontal wall structure interconnecting the side walls along the other one of said top and underside of the sill and extending from a region inboard of the end of said first named horizontal wall structure to about the outboard end of the center sill, so that said center sill includes a number of longitudinal members and structures ending in different regions and overlapping one another thereby avoiding stress concentrations, and so that at least several of the longitudinal center sill members and structures extend across the intersection with the bolster beam.

6. Center sill for railway and the like vehicles comprising a hollow section middle portion having transversely spaced side walls interconnected by a generally horizontal bottom wall, said side walls and said bottom wall ending short of the end of the center sill but the side walls extending in outboard direction beyond the bottom wall, additional side wall members overlapping said first named side walls from a region inboard of the end of the bottom wall and extending to about the end of the center sill, and a top wall struc ture interconnecting the side walls and extending from a region inboard of the end of the bottom wall to about the end of the center sill.

7. In an underframe for railway and the like vehicles, a hollow section sheet metal center sill and a hollow section sheet metal bolster beam, said center sill having a middle portion including U-section side wall members facing outwardly and each provided with at least one longitudinal reinforcing groove in its vertical arranged web, said grooves terminating on the inboard side of the bolster beam but the web portions above and below the groove extending outboard across the bolster beam location toward the end of the underframe, a second pair of outwardly facing U-section side wall members having a plane web and being nested in said first named U-section members, said second U-section members extending from a point inboard of the bolster beam beyond the end of said first named U-section mem bers and having their webs longitudinally split in the end region, the lower portions of said split webs and the attached lower arms of the U-sections diverging toward the end of the underframe, a triangular structure inserted between and secured to the upper and lower sections of the webs, and transverse bulkheads arranged in line with the side walls of the bolster beam arranged in the interior of the center sill and secured by marginal flanges to the side wall members of the sill immediately outboard of the end of said reinforcing grooves.

8. A hollow section transverse beam for vehicles such as railways cars, comprising: longitudinally spaced vertical walls, a bottom wall and reinforcements secured to the upper margins of the side walls and arranged on the outsides thereof, a longitudinally extending angle section member connected with the outer ends of said side walls and said reinforcements and adapted for connection with a longitudinal side sill structure so as to transmit the stresses from the beam into the side sill structure over a wide area.

9. In an underframe structure for vehicles such as railway cars: a center sill and a hollow-section transverse beam, the latter comprising longitudinally spaced vertical walls, the upper portions of said vertical walls extending uninterruptedly across the top of said center sill, angle-section profiles having one of their arms secured to the outside of the upper portions of said vertical walls while the other one of their arms extends genergenerally horizontally away from the center of the transverse beam, said angle-section profiles extending uninterruptedly across the center sill and having their said other arms secured to the top of the center sill, said second-named arms of the angle-section profiles constituting part of a floor panel structure, having its adjoining parts secured to the margins of said second-named arms.

11. End underframe structure for railway cars comprising a bolster beam and a hollow-section center sill portion extending between said bolster beam and the outboard end of the structure, said center sill portion having transversely spaced vertical walls interconnected by vertically spaced top and bottom webs, said top web extending from the outboard end of the sill portion to a point spaced in outboard direction from the bolster beam, and said bottom web extending from the bolster beam to a point spaced from the outboard end of the sill portion but beyond the inboard end of the top web, the arrangement of said webs serving for directing at least a large part of the stresses exerted by bufiing and draft gear on the outboard end of the center sill downwardly in inboard direction into the lower part of the center sill portion.

12. End underframe structure for railway cars comprising a bolster and a hollow-section center sill portion extending between said bolster and the outboard end of the structure, said center sill portion having transversely spaced vertical walls interconnected by vertically spaced top and bottom webs, a draft and buifing gear abutment arranged between the bolster and the outboard end of said sill portion in the interior of the latter, said top web extending from the outboard end of the sill portion to a point between said abutment and said bolster, and said bottom web extending from the bolster to said abutment, the arrangement of said webs serving for directing at least a large part of the stresses exerted by buffing and draft gear on the outboard end of the center sill downwardly in inboard direction into the lower part of the center sill portion.

ALBERT G. DEAN. WALTER B. DEAN.

REFERENCES CITED The following references are of record in the file of this patent:

UNITED STATES PATENTS Number Name Date 998,697 King July 25, 1911 1,164,019 Rohlfing Dec. 14, 1915 1,771,090 Lodas July 22, 1930 2,122,159 Shaver June 28, 1938 2,132,232 Duryea Oct. 4, 1938 2,143,216 Tesseyman et al. Jan. 10, 1939 2,331,891 Dean Oct. 19, 1943 FOREIGN PATENTS Number Country Date 715,869 France Sept. 29, 1931