US2646009A - End underframe weldment for railway cars of the passenger train type - Google Patents

Description

July 21, 1953 A. G. DEAN 2,646,009

END UNDERFRAME WELDMENT FOR RAILWAY CARS OF THE PASSENGER TRAIN TYPE Filed Jan. 12, 1950 4 Sheets-Sheet 1 INVENTOR. 5Q [barf 1. Dean,

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----------- "if ATTORNEY July 21, 1953 A. a. DEAN END UNDERFRAME WELDMENT FOR RAILWAY CARS OF THE PASSENGER TRAIN TYPE 4 Sheets-Sheet 2 Filed Jan. 12 1950 H km N 0 Dn T. G 0 N6 T M .m mWQ Y. 8 U d 4 Sheets-Sheet 5 DEAN ATTORNEY INVENTOR. y llberf C1. Deam CARS OF THE PASSENGER TRAIN TYPE END UNDERFRAME WELDMENT FOR RAILWAY July 21, 1953 Filed Jan. 12 1950 a a a a e 0 m July 21, 1953 A. G. DEAN END UNDERFRAME WELDMENT FOR RAILWAY CARS OF THE PASSENGER TRAIN TYPE Filed Jan. 12 1950 INVENTOR. $4Lberc CT. Depm BY ATTORNEY Patented July 21, 1953 renew orries END UNDERFRAME.WELDMENT FOR RAIL- WAY CARS TYPE OF THE PASSENGER TRAIN Albert G. Dean, Narberth, Pa, assignor to The Budd Company, Phil tion of Pennsylvania adelphia, Pa., a corpora- I Application January 12, 1950, Serial No. 138,140

4 Claims.

The invention relates to an end underframe weldment for railway cars of the passenger train type and to a coupler carrier forming part of such frame. More specifically, the invention relates to the indicated kind of end underframe which represents practically throughout a fabricated fusion-welded, preferably arc-welded, plate metal construction.

The new construction is distinguished from prior constructions of the same general kind by the simple and easily manufactured form of its component parts, by the arrangement of the welding seams permitting convenient and economical assembly, and by its favorable strength to weight ratio.

The features by which the above and other advantages are achieved, will become apparent from the following description of the embodiment of the invention which is shown in the attached drawing.

In the drawing: 7 Figure 1 is a fragmentary plan view of the vestibule end of the under-body of a passenger railway car, including the new end underframe weldment, and showing adjoining parts of side walls and end wall partly in section;

Figure 2 is belowand above the center line a plan view and a horizontal section along line 2-2 of Figure 4, respectively, of the end underframe weldment and of the adjoining portion of thernain center sill;

, Figure 3 is a section along line 3-3 of Figure l of the underbody showing the center sill structure in side elevation;

V Figure 4 is a vertical longitudinal section through the under-body, the section being taken along the center line 4-4 of Figure l;

Figure 5 is an end elevation of the end sill and-coupler carrier of the end underframe shown in Figure 3;

Figure 6 is a fragmentary section through the end sill, along line 96 of Figure 1;

Figures 7 through 12 are local sections through V through the connection between the center sill of the end underframe and the adjoining main center sill; V V Figure 15 is a section along line i5-i5 of Figures l and 14; a

. ,2 Figure 16 is on the left an end elevation of one-half of the bolster beam-and on the right a section through the bolster beam, the elevation being viewed from and the section being taken along line I6! 6 of Figure 2;

Figure 17 is a fragmentary section along line ll|1 of Figure 1 through the bolster beam and a fragmentary inside elevation of the underframe side sills and the body side wall; and

Figure 18 is a fragmentary section along line and the other arm or arms constitute transverse, upwardly projecting reinforcing webs. The lateralmargins of floor panel 22, are connected each with a side sill 25 (Figures 1, 1'7 and 18), and the ,panel is reinforced by hat-section stringers -26 (Figural). The side walls comprise bottom sills 21, secured to the sills 25, and hat-section posts 28. The general features described briefiy to this point are similar to the features disclosed in co-pending applications,

such as application Serial No. 588,866 Underframe for Vehicles Especially Railway Cars, of Walter B. Dean, filed April 17, 1945, now U. S. Patent No. 2,504,113, application Serial No. 588,760 End Underframe Construction for Vehicles Especially Railway Cars, of applicant and Walter B. Dean, filed April 17, 1945, now U. S. Patent No. 2,504-,112 and application Serial No.

782,001 End Underframe for Railway Cars, of applicant, filed October 24, 1947, now US. Patent No. 2,589,996. v

The end underframe ,weldment 29 comprises a center sill structure 29, an end sill member 38 and a bolster beam 3|. sects center sill 29 at a short distance from the inboard end thereof.

Sill structure 29 is composed mainly of two Z-sections, each having a vertical web 32, an outwardly directed bottom arm 33 and an in- .wardly directedtop arm 34, and each extending from coupler carrier 35 to plane 38 inboard of bolster beam 31 (Figure 2). Bottom arms 33 extend fromcoupler carrier 35 (Figures 2 and 3) to the outboard side of bolster beam 3 I 1 (Figures 2 and 14), and the upper arms 34 extend from The main Bolster beam 3| interplane 36 to the inboard side of end sill 30 (Figures i, T and 8). The upper and lower arms 33, 34 have approximately constant width over their entire lengths and are each arranged in one plane, and webs 32 have in side elevation straight upper and lower edges diverging from bolster beam 3| in outboard direction. This straight edged formation facilitates the manufacture of the Z- sections.

ll'he plan view configuration of the Z-sections is as follows: At and adjoining their intersection with bolster beam 3i, webs 32 run parallel to each other and the upper arms 34 meet and are welded together (Figures 2, l3 and 15). From bolster beam 31 to a transverse bulkhead 31 interconnecting the Webs 32, webs 32 with their arms 33, 34 diverge in outboard direction, then again run parallel to each other to plane 38 (Figure 2) whence webs 32 and bottom arms 33 change their directions abruptly and diverge from each other to their outer ends at coupler carrier 35.

The upper and lower margins of webs 32 are interconnected by top and bottom plates 39, ll from the region of bulkhead 31 to points near bolster beam 31 (Figures 2, 4, 10, 11 and 12). Bulkhead 31 is reinforced by a channel section member 41 and forms the inner stop for draft gear 2 located in the pocket between webs 32. Brackets or plates 43 welded to the webs 32 form the forward stops for the draft gear as well as draft gear guides. Further brackets M welded to webs 32 and bulkhead 3'! form upper hOIi-v zontal guides for the draft gear (Figures 2, 4, 9 and 10); Removable plate G (Figure 4) closes the draft gear pocket. The details of the draft gear and its arrangement in the end underframe are not illustrated and described in detail; they form the subject matter of applicant's copending application Serial No. 130,161, Draft Gear Arrangement, filed November 30, 1949, now abandoned.

End sill 3!) (Figures 2, 3, 4, 6 and 8) is a closed box formed of straight-sided angle sections 46, ill and end plates 48, which members are arcwelded together along their margins. Section #3 forms the outer and bottom wall, and section 41 forms the top and inner wall of sill 30. End walls iii are provided with upwardly projecting horns 19 serving for the attachment of the collision posts 55. The collision posts 50 form parts of the end wall which also comprises the sheet metal lateral end sill portions 5!, corner Posts 52 and outer panel 53 (Figure 1). End sill 30 is interiorly reinforced by longitudinal vertical webs 54 and by tubes or sleeves 55 extending through and secured in openings of its vertical walls. The tubes house buffer rods and springs 55 (Figure 8).

The bottom wall of end sill 3i! is extended in inboard direction beyond its inner wall. The upper portions of webs 32 are recessed and top arms 34 are cut off for the accommodation of sill 3i! and they end at the inner wall of sill 30 to which they are welded. An inverted U-section brace 51 is welded by its side walls to the upper arms 35, along its front margins to the inner wall of sill 35, and by the end margin of its top wall to top plate 38. The depth of the U-section decreases from the end sill in inboard direction (Figures 3, 4, 5, 7, 9 and and a floor board support 58 is welded to the top of member 51 (Figures 4, 9 and 10). V

Coupler carrier 35 is welded to the underside of end sill 3c and to the end margins of webs 32 and lower arms 33. This carrier is cut from a metal plate and remains in its fiat state, thereby greatly facilitating and cheapening its manufacture and installation. The lower margin of plate 35 is connected by welding with the lower horizontal arm of a transversely extending angle section 59. The second arm of section 59 extends upwardly and is spaced from plate 35. Longitudinally extending, vertical gusset plates 55 are welded to the ends of angle section 59, to the inner surface of plate 35 and to the edges between webs'32 and lower arms 33 of the center sill structure. They project in inboard direction beyond section 59 (Figures 3, 4 and 7).

All members entering into the construction of the end sill, the collision post supports, the coupler carrier and the adjoinin portion of the center sill structure are of very simple configura tion. They can be manufactured easily and cheaply because they are straight-sided so that they require either no forming at all or can be formed simply by bending on power brakes. The straight-sided formation also greatly facilitates and cheapens the assembly of the parts throughout by fusion, such as arc-welding. The weld seams are relatively few and short. This simplicity in construction and manufacture is achieved without sacrifice in the strength necessary for withstanding the severe strains to which structures of this, type are subjected.

Bolster beams 35 is an I-section having a vertical web 5!, a bottom chord 52 and a topchord 63. Chord 63 extends horizontally and is secured by down-turned marginal flanges to the webs of floor panel 22 by plug-welding (Figures 14 and 15). Both chords 52 and 53 extend uninterruptedly over the entire width of the underframe (Figures 13 and 16). Bottom chord 62 slopes downwardly from its ends toward the center of the car.

Web 51 of the bolster consists of two halves, one on each side of the center sill portion, which are welded to the webs 32 of the center sill. Plates or gussets fi l aligned with webs 32 are welded to the upper margins thereof, to the upper portion of web 6i and to top chord 63 (Figures 13, 14 and 16). The gap between the two halves of bolster web 6i is bridged by gusset plates 55, 66 inserted between and welded to the webs and upper arms 32, 34 of the center sill, to gusset plates 64 and to chords 62, 63 (Figures 2, 4, l3 and 16).

Bottom chord 62 is welded to the recessed lower margins of center sill webs 32 and to the end margins of center sill arms 33. On the inboard side of bolster beam 3!, the webs 32 have their lower margin sharply notched at 61 (Figure 14). The outboard margin of this notch is welded to the outboard end of hat-section 68 which has horizontal flanges 69 and tapers in depth in inboard direction (Figures 14 and 15). Flanges 69 extend in outboard direction beyond the U- section portion of member 68 and have their extensions welded to webs 32 and 61 of center sill and bolster beam. Flanges 69 are spaced from the lower margins of the center sill webs 32 extending beyond the bolster beam for the insertion of the outwardly projecting wall portions along the lower margins of main center sill 2| (Figures 14 and 15). The projecting portions of webs 32 fit between the side walls 23 of the main center sill and are secured in the region of overlap to them by plug welds 10. Further plug welds H! connect the outwardly projecting portions along the lower margins of main center sill 2| to the flanges 69 of member 68.

Secured to the underside of bottom chord 62 p the stresses from center plate into the adjoining main center sill 2| without stress concentrations and without abrupt change in direction.

The outer margins of web 6| and chords 62, 63 of the bolster beam are each welded to a longitudinally extending vertical plate 14, and a boxsection structure is welded'to the outside of plate 14. Structure 15 nests in the channel section portion of side sill 25. Plate 14 serves for the securement of bottom sills 21 and post 28, of the side walls (Figures 1, 2, 16, 17 and 18). Web 6| and chords 62, 63 of bolster beam 3| are interbraced by gussets 16 at the location of the side bearings Tl (Figures 2 and 16).

The invention is not restricted to the details of the illustrated and described embodiment but is susceptible to modifications and adaptations which will occur to those skilled in the art.

I claim:

1. In an end underframe for railway cars of the passenger train type, in combination: a closed box section end sill having two angle section plates facing towards each other and fusion welded together along their margins, the one section forming the top wall and the one upright wall and the other section forming the bottom wall and the other upright wall of the sill; a center sill between said end sill and the location of a bolster beam; said center sill comprising a pair of Z-sections with vertical webs and top and bottom flanges, said webs having straight taper in side elevation from bolster beam to end sill; a coupler carrier comprising a flat plate welded by its top margin to said end sill; an angle section reinforcement welded'to the bottom margin of said coupler carrier; the vertical webs of said Z-seotions being welded to the coupler carrier and forming a part thereof; and gussets interconnecting the bottom flanges of the Z-sections and the coupler carrier.

2. End underframe for passenger train railway cars, presenting practically throughout a fusion,

such as are welded plate metal construction and comprising in combination: a closed box-section beam about parallel to each other; a draft gear pocket formed by said webs and a member interconnecting them; a coupler carrier consisting of a flat plate welded by its top margin to said end sill; an angle section reinforcement welded to the bottom margin of said coupler carrier; the

vertical Webs of the center sill being welded to the coupler carrier and forming part thereof.

3. End underframe for passenger train railway cars, presenting practically throughout a fusion welded plate metal structure, said structure comprising in combination: a closed box section end sill having two angle sectionplates facing towards each other and welded together along their margins, the one section forming the top and inner wall and the other section the bottom and outer wall of the sill; an I-section bolster beam welded together of a vertical web and horizontal top and bottom chords; a center sill between said end sill and a point inboard of said bolster beam; said center sill comprising a pair of z-sections with vertical webs and top and bottom flanges, said webs having straight taper in side elevation from bolster beam to end sill; saidZ-sections having the following portions following each other from the end sill toward their inboard ends: portions-converging toward each other in inboard directions, parallel portions transversely spaced from each other to form a draft gear pocket, portions converging toward each other in inboard direction so that their top flanges meet near the outboard side of said bolster beam, and portions running parallel to each other and connected by their top flanges; a coupler carrier consisting of a flat plate welded by its top margin to said end sill; the vertical webs of said Z-sections being welded to said coupler carrier and forming part thereof.

4. In an end underframe for passenger type railway cars: a closed box section end sill having two angle section plates facing towards each other and fusion welded together along their margins'the one section forming the top and inner wall and the other section the bottom and outer wall of the sill; an I-section bolster beam having a vertical web and top and bottom chords; a center sill adjoining said end sill and intersecting said bolster beam; said center sill comprising a pair of Z-sections with vertical webs and top and bottom arms; said bottom arms ending at the outboard margin of said bottom chord of said bolster beam; a U-section member connected with the inboard margin of said bottom chord and diminishing in depth in inboard direction; a center plate weldment welded to said bottom chord and the adjoining portions of said bottom arms and said U-section member; plates closing the ends of the box section end sill and provided with upward extensions for the attachment of collision posts; and a coupler carrier welded by its top margin to said end sill.

- ALBERT G. DEAN.

References Cited in the file of this patent UNITED STATES PATENTS Number Name Date 1,080,024 Stevens et al Dec. 2, 1913 1,208,381 Wrigley Dec. 19,1916 1,881,795 Martin Oct. 11, 1932 2,244,518 Dietrickson June 3, 1941 2,352,718 Kassler July 4, 1944- FOREIGN PATENTS Number Country Date 22,107 Great Britain Aug. 16, 1906 of 1905

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