US2589996A

US2589996A - End underframe for railway cars

Info

Publication number: US2589996A
Application number: US782001A
Authority: US
Inventors: Albert G Dean
Original assignee: Budd Co
Current assignee: ThyssenKrupp Budd Co
Priority date: 1947-10-24
Filing date: 1947-10-24
Publication date: 1952-03-18
Anticipated expiration: 1969-03-18
Also published as: FR973885A

Description

March 18, 1952 A. GQDEAN 2,589,996

END UNDERFRAME FOR RAILWAY CARS Filed Oct. 24, 1947 4 Sheets-Sheet l INVENTORI "-Qlberi G. Dean ATTORNEY March 18, 1952 A. G. DEAN END UNDERFRAME FOR RAILWAY CARS 4 Sheets-Sheet 2 Filed Oct. 24, 1947 VOT W INVENTOR mbm CI. Dean BYMJ' ATTORNEY March 18, 1952 .A. cs. DEAN END UNDERFRAME FOR RAILWAY'CARS 4 Sheets-Sheet 3 Filed Oct. 24, 1947 INVENTOR Qlbgrf Cr Dean ATTORNEY March 1 8, 1952 A. G. DEAN END UNDERFRAME FOR RAILWAY CARS 4 Sheets-Sheet 4 Filed Oct. 24, 1947 I n I n u I u I I I I I u moan INVENTOR @lberi C14 Decry M ATTORNEY Patented Mar. 18, 1952 END UNDERFRAME FOR RAILYVAY CARS Albert G. Dean, Narberth, Pa., assignor to The Budd Company, Philadelphia, Pa., a corpora-1 tion of Pennsylvania Application October 24, 1947, Serial No. 782,001

The invention relates to a railway car and particularly to the end underframe of such car.

Among the objects of the invention is the construction of a railway car having an end underframe of relatively light weight, of simple design, and of ample strength.

A more specific object of the invention is an end underframe for railway cars adapted for equipment with lateral buffers and a central buffing and draft gear.

A further object of the invention is an end underframe for railway cars equipped with a center sill by which stresses entering the underframe through lateral buffers and/or central draft gear are effectively directed into the center sill.

Another object of the invention is an end underframe adapted for convenient and economical manufacture.

A still further object of the invention is an end underframe which lends itself to the convenient and efficient connection with adjoining parts of the car, such as with floor, end wall, side wall, draft gear, and bufiing gear.

The aforesaid and other objects and advantages of the invention are achieved by the features of the construction and arrangement incorporated in the embodiment of the invention which is illustrated in the attached drawing and which is fully described and explained hereinafter.

In the drawing,

Figure 1 is a plan view of one end of a railway car underframe showing the floor panel in place;

Figure 2 is a longitudinal section through the floor panel and a partial section and partial side elevation of the underframe and the bolster and indicating diagrammatically one of the truck wheels, the section being taken along line 2W2 of Figure 1;

Figure 3 is a plan view on the scale of Figure 1 showing the end underframe and a fragmentary portion of the adjoining center sill without the floor panel;

Figure 4 is a fragmentary outside end elevation of the lower portion of the end wall including the end sill of the under-frame;

Figure 5 is a vertical middle section through the underframe along line 5-5 of Figures 1 and 3;

Figure 6 is a fragmentary transverse section along line 6-6 of Figure 3, the section being taken close to the inboard side of the end sill of the end underframe; I

Figure 7 is a fragmentary section along line 8 Claims. (01. 105.420)

. 2 l'| of Figure 3 through one of the braces connecting one of the buffer supports with the center sill structure;

Figure 8 is a section through the center sill structure along line 88 of Figure 3;

Figure 9 is a fragmentary partly sectional view along line 9-9 of Figure 1, showing the connection of end underframe to the main center sill and of the floor panel web to the bolster beam; and

Figure 1 0 is a fragmentary sectional view along line Iii-it of Figure 1 show-ing the inboard side of part of the end sill and its connection to the floor panel.

The railway car illustrated in part in the draw-.- ing comprises a pair of end underframes l5 which may be substantially identical in construction but only one of which is shown. The' end underframes have their inboard ends secured to the ends of a main center sill l6. End under,- irame and center sill I6 support and are con: nected to floor panels l1, l8 reinforced along their lateral margins by side sills I9 serving for connection with the body side walls I9.

The end underframe |5 comprises as main elements a center sill structure 20, a bolster beam 2| and an end beam or sill 22. The end beam 22 is connected with and supports the body end wall 23 with its collision posts 24 and the corner posts 25 between end wall and side sills.

The center sill structure 20 comprises a pair of Z-section profiles 26 having their webs 21 ar-.- ranged vertically at a distance from each other and from the longitudinal center line 28 of the vehicle. The upper arms 29 of the Z-sections are directed toward each other, whereas the lower arms 30 are directed laterally outwardly, From the intersection of the center sill structure 20 with the bolster beam 2| to the inboard end of the structure, the arms 29 meet and are secured together at 3|. The lower arms 30 of the profiles 26 are omitted on the inboard side of the bolster 2| and replaced by a plate 32 connected to the bolster and slightly spaced from the lower margins of the webs 21.

The main center sill 16 is an open-top channel having a sheet metal bottom plate 33 secured to lower marginal flanges 34 of sheet metal side wall sections 35. The outboard end of this main center sill fits inboard of bolster beam 2| tele.- scopingly over the outside of the side walls 21 and between plate 32 and lower margins of the walls 21. The overlapping members are stresstransmittingly secured together by plug welds 35, indicated in Figures 3 and 5.

In the outboard direction from the bolster 2|, the profiles 26 diverge at a small angle for part of the distance to the end beam 22 while their end portions adjoining the end beam 22 run substantially parallel to each other. Between bolster and end beam the profiles 26 are transversely interconnected at certain longitudinally spaced intervals by

bulkheads

31, 38. In addition, they are, of course, interconnected at their ends by the end beam 22.

The parallel portions of the profiles 26, together with horizontal walls 38' connecting at top and bottom the margins of profiles 26 and bulkhead 38, constitute a pocket for the draft gear cushion 39 (Figure 5) which engages the transverse bulkhead 38 for transmission of the stresses into the center sill structure 20. Coupler bar 40 of the draft gear extends through openings in the end sill 22 and bulkhead 38 and is provided with coupling means 4| (Figures 3 and 6) of any desired construction.

The center sill structure 20 and the lateral end portions of the end sill 22 are connected with each other by diagonal braces 42 which have their inner ends attached'to the profiles 26 at about the location of the-bulkhead 38. These diagonal braces are in the general form of fabricated I-sections reinforced by further ribs 42 secured to their webs. The outer ends of the braces 42 are secured not only to the inside of the end beam 22 but also to box structures 43 which are structurally connected with the end sill 22 and constitute a load transmitting structural part of the end underframe. These box structures 43 are open in outboard direction, the end sill being correspondinglycut out at 44, for the reception of lateral buffer units 45, the features of which form the subject matter of the inventors application for railway car end bufier arrangement, Serial No. 782,006, filed simultaneously with the present application. It should be mentioned here that the pre-tension of the buffer springs housed in the boxes 43 is taken up by the inboard end walls 46 of boxes 43 and, through members 41 and bolts (not, shown) by the end sill 22. The buffing loads are likewise transmitted by means of the walls of the box structures 43.

Supported by and secured to the diagonal braces 42 are sleeves 49 adapted for receiving the ends of springsand stems and for taking up the pressure of such springs for the lower part of a diaphragm'face plate. These last-named members are not shown because they likewise constitute part of the subject matter of the just-mentioned separate application. The tops of the braces 42' converge downwardly toward the sleeves 49' to permit the securement at the proper height. The outer ends of the face plate springs and stems are supported by housings 50.

The end'sill is an angle section having a vertical arm 5i and a lower horizontal arm 52 pointing in inboard direction. The vertical arm 5! with its plane outer surface serves for the convenient attachment of the buffers 45, housings 50, the collision posts 24, and the end wall sheet 23. Connection of sheet 23 and posts 24 to arm 51 is preferably made by plug welding, indicated at 53.

Around the opening for the draft and buffing gear, the end plate is reinforced not only by the ends of the profiles 26 but also by additional members54 and 55.

Bolster beam 2| is a box section having side walls '56, a bottom wall 51, and a top wall 58. These walls are extended through the center sill structure 20 by connecting bulkheads. The top wall 58 slopes outwardly and downwardly, whereas the bottom wall 51 is arranged substantially in a horizontal plane. The ends of the bolster are closed by end walls 59 which extend upwardly beyond the end of the top wall 58 for the convenient attachment of the side sills l9 and the side walls. The end formation of the bolster beam and its connection to side sills and side walls is more fully described in the inventors Patent No. 2,565,678, issued August 28, 1951, for underframe and adjoining side wall structure of railway cars' and similar vehicles.

Welded at 60 to the underside of the bolster and center sill structure at the intersection of the two is a center plate 6|. Side bearings 62 are likewise secured to the bottom wall 51 of the bolster.

structurally secured to the top arms 29 of the profiles 26, preferably by plug welds 63, is the end fioor panel unit i! (see Figure l). As shown in Figure 2, this panel consists mainly of angle sections having their one arms overlappingly secured to each-other to form the panel proper while their other arms present transverse reinforcing webs 64. The outboard web B4is secured by plug welding at 65 to the inside of the end sill arm 5l.

The floor panel 18 inboard of the bolster 2| is formed in accordance with the application of the present inventor and Walter B. Dean for reinforced shear web, especially for underframes of railway cars and similar vehicles, Serial No. 782,003, filed Oct. 24,1947, but now abandoned. This means that the fioor panel consists of fiat sheets 66 having secured thereto one arm ofangle section transverse reinforcing profiles'or webs 61. The floor panel l'l'has, along its-inboard margin, a similar profile or web '68. The end .

webs

64, 61 of the floor panels l8 and I! are secured in their midregionsby plug welds 59 to the bolster side walls in the same manner as the web 64 is secured to the end beam. The outer end portions of the webs 65, 61 are secured at 10 to the top margins of the bolster by are or similar welding.

The entire end underframe structure with the exception of the removable parts, such as draft gear, buffers and side bearings, is composed of rolled steel stock having its component parts secured together into one integral unit or weldrnent by deposit welding, preferably electric arc welding. It will be understood, however, that an end underframe of the same general configuration and construction may be formed in other ways, for instance, it may be formed completely or in part by casting. The fioor pans and the entire body structure as well as the main centersill' 16 are preferably formed of sheet metal, for instance stainless steel, the parts of which areconnectecl with each other preferably by electric spot welding.

The illustrated and described end underframe presents a relatively simple, compact structure which is easy to manufacture, easily and effectively connected with the-main'center sill l6 and the floor panels, the side sills and the end-wall, which lenls itself for the equipment with lateral buffers, a central draft gearand springs and beams for a diaphragm face plate, and which effectively transmits the forces from buffers and draft gear into the center 'sill structure and thence into the main center sill. Part of-the load exerted on the end of the underframe is; of course. transferred by the end sill 22 into the end and side walls and by the bolster likewise into theside walls as well as into the floor panel. Part of the stresses are further transferred from end wall and side walls into the roof of the car, the entire body of which presents a large box sectional truss.

While one embodiment of the invention is illustrated and described in detail, it will be understood that modifications of the inventive concepts and principles incorporated in such embodiment will easily occur to those skilled in the art, and that protection is sought for the invention as broadly as expressed by the spirit and the language of the attached claims.

What is claimed is:

1. End underframe for railway cars comprising a center sill structure, an end sill, and a bolster beam; said center sill structure comprising two longitudinally extending Z-section profiles having their webs vertically arranged and transversely spaced from each other and from the longitudinal center line of the frame, and having their upper arms directed toward each other and their lower arms directed laterally outwardly away from each other, said upper arms meeting and being connected with each other at the intersection with the bolster beam and inboard thereof thereby forming a hollow section center sill portion adapted for telescoping connection with a hollow section main center sill, the portions of the profiles on the outboard side of the bolster diverging and being interconnected at longitudinally spaced intervals by transverse members including the end sill, the diverging portions of the profiles providing between them a draft gear pocket; and a pair of lateral arms di-- agonally interconnecting lateral portions of the end sill with regions of the profiles inboard of the end sill to transfer forces exerted on said lateral end sill portions into the center sill structure.

2. End underframe for railway cars comprising a center sill structure, an end sill, and a bolster beam; said center sill structure comprising two longitudinally extending profiles having their webs vertically arranged and transversely spaced from each other and from the longitudinal center line of the frame, and having at least their upper arms directed toward each other, said arms meeting and being connected with each other at the intersection with the bolster and inboard thereof thereby forming a hollow section center sill portion adapted for telescoping connection with a hollow section main center sill, the profile portions on the outboard side of the bolster diverging and being interconnected at longitudinally spaced intervals by transverse members including the end sill, the diverging portions of the profiles providing between them a draft gear pocket; and a pair of structures interconnecting lateral portions of the end sill with regions of the profiles inboard of the end sill to transfer forces exerted on said lateral end sill portions into the center sill structure at a point inboard of the end sill.

3. End sill for railway ,car underframes which comprises a web extending in a vertical plane transversely to the longitudinal direction of the car, said web presenting a substantially plane outboard surface adapted for the attachment of car structures and accessories, a box structurally and integrally connected with the web near each of its lateral ends and extending from the web in inboard direction, said boxes having their open outboard ends in registry with openings in said web, and said boxes presenting receptacles for abutments for such buffing gears, and their walls connecting the end walls with said web serving for the transmission of the buffing forces into the end sill.

4. End underframe for railway cars comprising a center sill structure and an end sill, a pair of lateral buffer gear receiving structures formed as stress-transmitting elements projecting in inboard direction from and being structurally connected with the end sill near the lateral ends thereof, members structurally connecting said buffer gear receiving structures with portions of the center sill structure inboard of said end sill.

5. In an underframe for railway cars, an end sill, a center sill structure structurally connected with the end sill, said center sill structure having two vertical longitudinally arranged webs spaced transversely from each other to receive a draft gear between them, a transverse bulkhead structurally interconnecting said webs and presenting attachment means for the draft gear, a pair of box structures structurally connected with and projecting in inboard direction from lateral portions of the end sill, said box structures presenting receptacles for lateral buffer gears, a pair of members structurally attached to said webs at the location of said bulkhead and extending diagonally to and being structurally connected with the end sill and with the said box structures for transferring stresses from buffer gears in said box structures into the center sill structure where the latter has its webs interbraced by said bulkhead and for strengthening the connection between said end sill and said box structures and between said end sill and said center sill structure.

6. In a vehicle underframe, a transverse beam having a vertical web of heavy gauge metal the top of which slopes downwardly at least over part of its length, a floor panel adjoining said web and having a light gauge sheet metal vertical reinforcing web, the top margin of said secondnamed web being straight and horizontally arranged, said second-named web overlapping one surface of said first-named web so that over part of the length the webs have a wide overlap while in another part the second web projects beyond the sloping top of the first web with a corresponding decrease in overlap, said second web being secured to the first web in the region of the wide overlap by a row of plug Welds on the one side of said first web and in the region of decreased overlap by deposit welds on the other side of the first web.

'7. Transverse beam for underframes of railway cars and similar vehicles having an upstanding wall connected along its upper margin to a top wall horizontally arranged in cross section, said top wall sloping downwardly from a mid-region of the beam toward its ends, and an end plate secured to said walls and projecting upwardly beyond the top Wall, the top wall in the midregion being arranged on a horizontal level at least as high as the top margin of said end plate, the projecting portion of the end wall constituting means for connecting the beam to ad joining members of the car structure.

3. Bolster beam for railway cars having a box section composed of longitudinally spaced side walls and vertically spaced top and bottom walls, said bottom wall being substantially flat and horizontally arranged, said top wall sloping downwardly from its midregion toward its ends, and end walls connected with said side, top and 7 bottom walls and projecting upwardly beyond the ends of the top walls, the midregion of the top wall being arranged on a level at least as high as the upper margins of said end walls, the projecting portions of the end walls constituting means for connection with adjoining structural members of the car.

ALBERT G. DEAN.

REFERENCES CITED UNITED STATES PATENTS Number Date Name Fowler July 20, 1915 Psilander Feb. 1, 1921 Ostrander Mar. 8, 1921 Thompson Sept. 10, 1929 Goodwin et a1. Dec. 31, 1929 Goodwin Oct. 20, 1931 Hallquist et a1 Dec. 31, 1935 Moses Apr. 26, 1938 Dean et a1. Aug. 25, 1942 Marsh Feb. 1, 1944 Lohse Aug. 13, 1946