US2533485A

US2533485A - Frame structure for vehicles

Info

Publication number: US2533485A
Application number: US795063A
Authority: US
Inventors: Lynes Lionel
Original assignee: Individual
Current assignee: Individual
Priority date: 1944-07-17
Filing date: 1947-12-31
Publication date: 1950-12-12
Anticipated expiration: 1967-12-12
Also published as: BE480190A; CH268362A; GB584858A

Description

Dec. 12, 1950 L. LYNES FRAME STRUCTURE FOR VEHICLES Filed Deb. 31, 1947 ZZLT Patented Dec. 12,1950

FRAME STRUCTURE FOR VEHICLES Lionel Lynes, London, England, assignor to Oliver Vaughan Bulleid, Newham, Steyning, England Application December 31, 1947, Serial No. 795,063 In Great Britain July 17, 1944 7 Claims.

This invention relates to improvements in frame structures for vehicles, particularly loadbearing structures adapted for use as wagon or carriage underframes. The principal object of the invention is to provide a frame structure or structural element which is better adapted for standing up to stresses and forces producing deformation, with the further object, in the case of railway wagon and carriage underframes, of enabling an important reduction to be eiiected in the dead weight to be hauled, when carrying a given load, without loss of strength or stiffness in such underframes.

According to the present invention, a frame structure in accordance with these improvements comprises sets of shallow V-shaped longitudinals so relatively arranged that the two outside longitudinals are convergent and the two inside longitudinals are divergent towards the middle of the frame and whereby the truncated-isosceles triangles formed by the inner members have a common base in the middle of said frame and the truncated isosceles triangles formed by the outer members have their bases at the ends of said frame, the said bases being constituted by rigid end and middle transversals as will be explained.

This improved triangulated structure can be made of lighter rolled steel sections than heretofore and nevertheless be capable of standing up more eificiently to the distorting shocks and forces to which wagon underframes are subjected.

In order to enable the invention to be readily understood reference is made to the accompanying drawing, wherein:

Figure 1 is a diagrammatic plan view of a wagon underframe as usually heretofore constructed.

Figure 2 is a similar view of one example of underframe as constructed in accordance with the present invention.

Figure 3 is a diagrammatic side View of Figure 2, and

Figure 4 is a plan view of a modification.

Referring to Figure l, the underframe therein illustrated is composed of rolled steel members having angle brackets which are riveted together to form a complete assembly, the whole being in plan in the shape of a rectangle, with the main longitudinal members a and transverse members b parallel and with the members for taking buffing loads diagonally placed at the end portions of the frames.

These frames, primarily designed for carrying the load, are also subjected to severe buffing and draft forces applied in various directions and formation in service. In order to withstand the combination of stresses the rolled steel sections have been made robust and heavy.

Referring to Figure 2, the exterior shape of the frame in accordance with the present improvements'can be likened to two trapeziums placed end to end with the wider bases furthest apart Thus, the frame may comprise two outside longitudinal members 03 having the shallow V-formation shown, the interior members 6 being of similar form but arranged in the reverse manner so that each bears against a respective outer member d in the mid-length portion f where they may be welded or riveted together. A transverse member g is advantageously connected between the mid-length portions and the ends of the longitudinal members at and e are, of course, connected together by end transverse members h on which are mounted the buffers, as indicated. The interior of the frame is thus divided up into four outer triangles 7' each with its apex towards the middle and two inner triangles k each with its apex towards a respective end. The two inner triangles k may be truncated as shown so as to accommodate a fitting Z in which the haulage bar is mounted. Alternatively, it may be said that the two outside longitudinal members form two truncated isoscehs triangles each of which is based on a respective end transverse member h and that the two inner longitudinal members 6 form two truncated isosceles triangles having a common base on the transverse member 9.

By this construction, when the wagon frame is subjected to buiiing forces either on straight or curved rail tracks, the outer members d or member, as the case may be, are or is pressed inwardly and supported in the main by the transverse central member 91. It will be seen that in this action the main longitudinal memoers are functioning in an entirely different manner from those in Figure 1.

It has been found possible to make use of lighter sections than usual to meet buffing or draft forces.

In order to support the wagon load, four transverse members m, Figures 2 and 3, are placed under the longitudinal members by which arrangement the bending stresses in the longitudinal members are greatly reduced. In Figures 2 and 3, each transverse member m is supported at two points, shown by crosses in Figure 2, on the springs beneath. Consequently, the load is distributed by the transverse members 772 over both the inner and outer longitudinals d and e.

The transverse members h are attached to the longitudinal members d and e by gussets or brackets or welds and by this means considerably strengthe the frame structure Without affecting the pliancy of the frame in a horizontal plane. The improved construction is calculated to reduce maintenance costs, owing to the increased resistance of such a frame to distortion, and the great lateral strength possessed by the said frame.

In Figure 4, the principle of construction in accordance with these improvements is seen to be embodied in an underframe having centrally disposed buffing and draw gear.

I claim:

1. Railway vehicle underframe comprising transversals at the ends and middle of the frame, outside longitudinals forming truncated isosceles triangles extending between the end transversals and the middle transversal, said end transversals constituting the bases of such triangles, and inside longitudinals forming truncated isosceles triangles having a common base in the middle of said frame.

2. Railway vehicle frame embodying therein rigid end transverse members, a rigid intermediate transverse member, and a set of outer and inner longitudinal members disposed at each side of the frame and attached at their ends to said end transverse members, said longitudinal members of each set being so arranged that the outer longitudinal members are convergent toward the middle, and the inner longitudinal members are divergent toward the middle and so that the isosceles triangles formed by the inner longitudinal members have a common base in the middle and the truncated isosceles triangles formed by the outer longitudinal members have their bases at respective ends, the said bases being constituted by said rigid end and said intermediate transverse members.

3. A frame structure for a railway vehicle embodying therein transverse end members, outer longitudinal members convergent toward the middle of the structure, inner longitudinal members divergent toward the said middle, said outer and said inner longitudinal members being attached at their outer ends to said transverse end members, a middle transverse member forming a common base for isosceles triangles formed by said inner longitudinal members and said middle transverse member, said longitudinal members being attached at their outer ends to said transverse end members.

4. A railway Wagon comprising an underframe or ul) as claimed in claim 2, and a plurality of transverse carriers for said underframe spaced between each end and the middle thereof and fixed to said sets of outer and inner longitudinal members, said transverse carriers extending laterally at each end beyond the outer longitudinals.

5. A railway vehicle underframe embodying therein transverse end members, a pair of longitudinally extending, substantially elongated X- shaped members, at each side of the frame and having their ends attached to said transverse end members, and transverse means disposed between said transverse end members and operatively connected at its ends to at least one of the pair of each X-shaped members at each side of the underframe.

6. A railway vehicle underframe embodying therein transverse end members, a pair of frame members at each side of the frame, the frame members of each pair engaging and being fixed together at their mid portions and having end portions diverging outwardly in opposite directions from said mid portions and operatively secured at their outer extremities to said transverse end members, and intermediate transverse means fixed at its ends to at least one of the members of each pair of frame members at each side of the underframe and connecting the same together.

7. A railway vehicle underframe embodying therein transverse end members, a pair of frame members at each side of the frame, the frame members of each pair engaging and being fixed together at their mid portions and having end portions diverging outwardly in opposite directions from said mid portion and operatively secured at their outer extremities to, said transverse end members, and transverse means disposed between said transverse frame members and fixed at its ends to said engaged and fixed together mid portions of the pairs of frame members at each side of the underframe and connecting the same together.

LIONEL LYNES.

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

UNITED STATES PATENTS Number Name Date 2,228,740 Wagner 'et al. Jan. 14, 1941 FOREIGN PATENTS Number Country Date 4,406 Great Britain Nov. 23, 1877