US2753813A

US2753813A - Built-up welded locomotive frame

Info

Publication number: US2753813A
Application number: US160773A
Authority: US
Inventors: Joseph C Esher
Original assignee: Baldwin Lima Hamilton Corp
Current assignee: Baldwin Lima Hamilton Corp
Priority date: 1950-05-08
Filing date: 1950-05-08
Publication date: 1956-07-10
Anticipated expiration: 1973-07-10

Description

July 10, 1956 J. c. ESHER 2,753,813

BUILT-UP WELDED LOCOMOTIVE FRAME Filed May 8, 1950 I 5 Sheets-Sheet 1 INVENTOR JOSEPH C. ESHER A TTORNEY y 1956 J. c. ESHER 2,753,813

BUILT-UP WELDED LOCOMOTIVE FRAME Filed May 8, 1950 5 Sheets-Sheet 2 56 mul l A 10 E E;

INVENTOR JOSEPH C. ESHER ATTR/VEY July 10, 1956 J. c. ESHER BUILT-UP WELDED LOCOMOTIVE FRAME 5 Sheets-Sheet 3 Filed May 8, 1950 T QW Q W M INVENTOR JOSEPH C. ESHER A TTORNEY July 10, 1956 J. c. ESHER BUILT-UP WELDED LOCOMOTIVE FRAME 5 Sheets-Sheet 4 Filed May 8, 1950 INVENTOR JOSEPH C. ESHE'R July 10, 1956 J. c. ESHER BUILT-UP WELDED LOCOMOTIVE FRAME 5 Sheets-Sheet 5 Filed May 8, 1950 A 7' TORNEV United States Patent Ofiice 2,753,813 Patented'July 10, 1956 BUILT-UP WELDED LOCOMOTIVE FRAME Joseph C. E sher, lhornton, Pa., assignor to Baldwin- Lima-Hamilton Corporation; a corporation of Pennsyl- Vania- Application May 8, 1950, Serial No. 160,773 18 Claims. (Cl. 105-172) This invention relatesto built-up welded underframes for locomotives.

Locomotive underframes, especially for diesel electric locomotives, have always presented a multitude ofproblems which have been attempted to be solved by many different types of construction, both cast and built-up welded structures, but these have been deficient in many well-known respectsreither functionally, structurally or economically.

The problems involve conflicting conditions such as trying to obtain maximum weight, strength and rigidity, but in. a limited space and at a low cost of manufacture. These opposing conditions, while serious in themselves, are even further aggravated when it is attempted to accomplish a suiflciently open structure so-that the cost of installation and maintenance of the piping and electrical cables is reduced to a minimum.

Prior castframes have involved difficulties both as to the inability to cast a maximum amount of weight economically and as to the inability toutilize maximum simplicity because of certain necessary casting techniques of a limitingnature. On the other hand, attempts to pro- Vide built-up welded frames out of plates and barsand other members has resulted in the need for a multitude of individual parts requiring special-jigs and fixtures to assemble the same thereby not only increasing the cost of material, labor and manufacturing equipment but also resulting in. astructure that does not have maximum simplicity and. frequently requires an excessive amount of ballast toobtain necessary Weight for tractive effort purposes.

An object of my invention is to provide an improved built-up welded locomotive underframe that can be made asheavy as possible at a minimum cost and within very small space limitations while still obtaining. a high degree of strength, rigidity and extreme simplicity.

Another object is to provide such an improved builtupwelded underframe' Which, while ofrelatively sh'a l low depth and of great strength and rigidity, still has suflicient flexibility in its principles of construction so that its weight may be varied, if desired, from medium to very large amounts for different classes of locomotive service and atthe same time preserve maximum ease and minimum cost in the assembly of the pipes and electric cables and their maintenance and also maintain the lowest possible cost for material, labor and manufacturing equipment.

A further object is to provide an improved built-up welded underframe whose extreme simplicity of'arrangement of parts permits the use, if desired, of only one type and size of standard structural steel member and to employ it in such. a. manner as to assure maximum ease and effectiveness of welding at low cost while, at the same time, providing a clean-cut appearingstructure.

Other objects and advantages will bemore apparentto those skilled in the art from the following. description of the accompanying drawings in which:

Fig. l is a perspective of the top side of a frame viewed from the front end thereof;

Fig. 2 is.a perspective of the bottom side of the frame, turned bottom side up, looking lengthwise along the frame from one end thereof, which end. is partially omitted;

Fig. 3 is a. plan view of the frame with top plates completely removed to show the arrangement of the structural parts;

Fig. 4 ista longitudinal section taken substantially on the line 4 -4 of Fig. 3;

Figs. 5, 6, 7 and' 8 are transverse sections taken respectively on their correspondingly numbered lines of Fig. 3;

Fig. 9 is an enlarged perspective of one end of the frame with the top plates removed to show certain details ofconstruction; and

Fig. 10 is a transverse section, showing the principles of my invention applied to a smaller Weight frame, similar to Fig. 7.

In my improved frame I employ longitudinally extending H-beam sills along each side of the frame as shown at 1, 2, 3,. and4, Figs. 2' and 6, these beams being placed on their side with their flanges extending vertically and their webs horizontally so that the neutral axis lies in the plane: of the web instead of transversely thereof as in the normal use of such structural members. With these beams so placed and running for the full length of the under-frame, I then Weld their upper and lower adjoining flanged edges as indicated ate and 6. The continuous straight and simple nature ofthis arrangement is readily observed in the bottom perspective view of Fig. 2 which also shows continuous and unobstructed pipev and cable channels 7, 8,. 9 and 10 constituting, broadly, apparatus channels. Center pins 12 and.13,. Fig. 2, are supported upon

bolsters

14 and 15, Fig. 2, which are identical and, hence, only one need be described. As shown in Fig. 9, each bolster consists of two Habeams 16 and I7, preferably identical to the longitudinal beams, andplaced with their Web'shorizontal and abutting against the inner flanges of longitudinal beams 2 and 3. The

transverse bolster beams

16 and 17 are longitudinally spaced apart'and. reinforcedby vertical plates 18 extending for thefulld'epth of the beams andzby shorter plates 19 and 20' extending to the Web of the beams. Additional strengthening plates" 21, 22,223 and Marc placed between the flanges ofth'e' longitudinal beams to form substantialfy atransverse continuation of the bolster.

To transmit longitudinal loads from. the usual couplers 27,, Fig: 1, tothe' longitudinal beams, I provide a pair of diagonal H-bea'ms' 28 and 29, preferably of the same size as the longitudinal beams, and also placed with their. webs horizontally, these diagonal members being cut at their rear ends. so: that their web: and outside flanges abut against the inner flanges of the inner longitudinal beams 2 and 3 as indicated at. 30' and 31. While the inner flange of the diagonal membersv abut against thev bolster beam as indicated at 32 and a small. portion 33 of. the'web of the diagonalzmembers' also abuts: against the bolster beams, yet the main longitudinal forces are transmitted directly to the longitudinal beams. A relatively heavy plate 34 extends entirely across the ends of theunderframe and? issupported on then-diagonal beams. 28" and 29 whose outer ends extend beyond the ends; of the longitudinal beams therebytoprovide-a space 35 to receive steps 36, Fig. l. The' ends of the longitudinal beams are joined together and to diagonal beams 28 and29 by

inner plates

37 and 37 which form onewall of the step passage. To further reinforce the diagonal members a bottom plate 38* ofv triangular form, as shown. in Figs. 5 and 9, is disposed between thetwo diagonal members 28 and'29-for their. full length. Supported up against'thezentire undersideof the bolster 14, Fig. 7, is a very heavy plate 39 which has a circular opening 40 to receive a center pin ring 41 which seats upwardly against the flanges of bolster H-

beams

16 and 17 and against the transverse reinforcing plates 18, Figs. 3, 7 and 9. A further plate 42, Fig. 8, then extends between the longitudinal H-beams 2 and 3 and for the full distance between the front and rear bolsters l4 and 15. Top plates 43, Figs. 1 and 6 to 8, divided into any desired number of pieces for convenience in welding and handling, overlie the entire top side of the frame to cover the same except for the triangular areas 44 and rectangular engine bed area 45, Fig. 1. As shown in Fig. 8, which is a section across the engine bed area, the top plate 43 overhangs the inner longitudinal beams 2 and 3 and is reinforced by a series of gusset plates 46. The engine is suitably mounted upon the top plate with the crank case extending down into the opening 45.

A conventional type of draft gear pocket is mounted at the underside of the frame adjacent the diagonal H-

beams

28 and 29. Such a pocket is generally shown in Figs. and 6 as comprising two longitudinally extending plates 48 supported up against the triangular plate 38 and having usual cut-out portions 49 and flanges 50 for receiving and supporting a usual coupler 27, Fig. 1. As shown in Fig. 5 the coupler pocket plates 48 are laterally supported by plates 51 extending along

end plates

34, 37 and 37', Fig. 9, which extend below the longitudinal H-beams as indicated at 52, Fig. 9. Longitudinal plates are then connected to plates 51, top plate 43 and the

end plates

34, 37 and 37 thereby not only reinforcing the coupler construction but also providing an inside wall for the step passage as shown in Fig. 1.

As shown in Fig. 1, suitable apron plates 53 may be removably supported upon the end plate 34 and a similar removable lower part 54 may be formed as a downward extension of

end plates

37 and 37 whereby upon removal of these lower portions and the lowermost one of steps 36, a relatively clear space is left beneath the frame whereby trucks may be readily moved out from under the frame by lifting the frame a very small distance. Lifting pads for this purpose, as shown in Fig. 2 at 56, are suitably mounted adjacent the outer flange of

longitudinal beams

1 and 4.

As shown in Fig. 10, the principles of my invention may be employed in making a lighter weight frame by utilizing along each side single H-beams 60 of lighter weight and greater horizontal width of web, e. g., from flange to flange, but still placed on their sides. The outermost flange of these beams then serves, as they do also in the preferred form, as a continuous frame apron for the full length of the frame without the need for adding decorative plates. This arrangement has all of the advantages of the preferred form including the provision of unobstructed pipe and cable channels, simplicity of construction, a shallow depth determined substantially by the vertical height of the beam flange, etc.

As an indication of the flexibility of the principles of my invention as to weight selection, the frame of Fig. l with four H-beams has been made with the H-beams alone weighing 40,000 pounds while the two H-beams of Fig. have weighed only 10,000 pounds with little or no variation in the shallow depth of the frame and with no sacrifice in the many other desirable qualities and features of my invention.

From the disclosure, it is seen that I have provided an extremely simple, compact and rugged underframe utilizing only one size of structural member for the various transverse, longitudinal and diagonal beams and being reinforced by simple, flat plate members whereby all of these various plates and beams can be effectively welded along all of their various lines of juncture with minimum time and effort. My improved construction permits the highest degree of ease and low cost of installation of pipes and electric cables in the

unobstructed channels

7, 8, 9 and 10 as shown in Figs. 2, 7 and 8 wherein such elements are diagrammatically indicated at 57 and held down by clamping members 58 whose bolts are secured to the web of the H-beams. It is seen that the channels are unobstructed from one end of the frame to the other including the area passing the bolster sections. Also the H-beam flanges afford complete lateral protection against possible injury to the cable and pipes.

For the sake of clarity only a few welded seams have been shown but it will be understood that all parts are welded together wherever there are lines of juncture or contact accessible between any two members.

It will, of course, be understood by those skilled in the art that various changes may be made in the construction and arrangement of parts without departing from the spirit of the invention as set forth in the appended claims.

I claim:

l. A locomotive underframe comprising bolsters spaced apart lengthwise of the frame, and longitudinally extending structurally shaped H-beams laterally spaced apart and each being a single continuous beam from bolster to bolster to constitute longitudinal sills of the frame and said beams being placed on their sides so that their flanges extend vertically and their webs horizontally, and said bolsters being secured to said H-beams.

2. The combination set forth in claim 1 further characterized by the provision of a bottom plate extending laterally between the inner flanges of said longitudinal beams and longitudinally between said bolsters and being welded to said flanges and bolsters along lines of contact therewith.

3. The combination set forth in claim 1 further characterized by the provision of a bottom plate extending laterally between the inner flanges of said longitudinal beams and longitudinally between said bolsters and being welded to said flanges and bolsters along lines of contact therewith, and a plate extending entirely over the top of said beams and thence inwardly so as to overlie only a portion of said lower plate adjacent each of the inner flanges of the longitudinal beams thereby providing an engine bed opening in between the longitudinal beams.

4. The combination set forth in claim 1 further characterized by the provision of a bottom plate extending laterally between the inner flanges of said longitudinal beams and longitudinally between said bolsters and being welded to said flanges and bolsters along lines of contact therewith, a plate extending entirely over the top of said beams and thence inwardly so as to overlie only a portion of said lower plate adjacent each of the inner flanges of the longitudinal beams thereby providing an engine bed opening in between the longitudinal beams, and a series of vertically extending plates disposed between said overhanging portion and said bottom plate and welded to said plates and to said inner flanges of the longitudinal beams along their lines of contact.

5. The combination set forth in claim 1 further characterized by the provision of beams extending from the inner side of said longitudinal beams diagonally inward toward the end of the frame and welded to the longitudinal beams along their lines of contact with each other so as to transmit tension and compression loads directly to the longitudinal beams.

6. The combination set forth in claim 1 further characterized by the provision of beams extending from the inner side of said longitudinal beams diagonally inward toward the end of the frame and welded to the longitudinal beams along their lines of contact with each other so as to transmit tension and compression loads directly to the longitudinal beams, and a plate triangularly shaped to correspond to the space between the diagonal beams and being disposed at the lower side thereof and welded thereto along their lines of juncture.

7. The combination set forth in claim 1 further characterized by the provision of beams extending from the inner side of said longitudinal beams diagonally inward toward the end of the frame and welded to the longitudinal beams along their lines of contact with each other so as to transmit tension and compression loads directly to the longitudinal beams, a plate triangularly shaped to correspond to the space between the diagonal beams and being disposed at the lower side thereof and welded thereto along their lines of juncture, and a plate disposed over the top side of said longitudinal and diagonal beams and welded thereto along lines of contact therewith.

8. The combination set forth in claim 1 further characterized by the provision of H -beams placed on their sides and extending from the inner side of said longitudinal beams diagonally inward toward the end of the frame, said diagonal and longitudinal beams being welded together along their lines of contact with each other so as to transmit tension and compression loads directly to the longitudinal beams, a plate disposed over the top of said longitudinal and diagonal beams and welded thereto along lines of contact therewith, and said plate terminating substantially at the inner flanges of the diagonal beams so as to leave an opening above said bottom plate.

9. The combination set forth in claim 1 further characterized by the provision of beams extending from the inner side of said longitudinal beams diagonally inward toward and beyond the end of the longitudinal beams, the diagonal and longitudinal beams being welded along their lines of contact with each other so as to transmit tension and compression loads directly to the longitudinal beams, and a vertical plate welded to said diagonal beams at their extended ends and disposed transversely of the full width of the frame so as to provide a space for steps between said plate and the ends of said longitudinal beams.

10. The combination set forth in claim 1 further characterized by the provision of H-beams placed sidewise and extending from the inner side of said longitudinal beams diagonally inward toward and beyond the end of the longitudinal beams, the diagonal and longitudinal beams being welded along their lines of contact with each other so as to transmit tension and compression loads directly to the longitudinal beams, a vertical plate welded to said diagonal beams at their extended ends and disposed transversely of the full width of the frame so as to provide a space for steps between said plate and the ends of said longitudinal beams, and transversely extending vertical plates welded to the ends of said longitudinal beams and to the outer flanges of said diagonal beams thereby to form an inner wall for the space for the steps.

ll. The combination set forth in claim 1 further characterized in that the bolster comprises a pair of transversely extending H-beams placed on their side and longitudinally spaced apart, the ends of said bolster beams abutting against and welded along their lines of contact with the inner flanges of said longitudinal beams, and a center pin ring supported upwardly against the underside of both of said transverse beams.

12. The combination set forth in claim 1 further characterized in that the bolster comprises a pair of transversely extending H-beams placed on their side and longitudinally spaced apart, the ends of said bolster beams abutting against and welded along their lines of contact with the inner flanges of said longitudinal beams, and a center pin ring supported upwardly against the underside of both of said transverse beams, said transverse beams being substantially identical to said longitudinal beams and the edges of the flanges of all of said beams being disposed in substantially common upper and lower horizontal planes whereby the thickness of the frame is substantially determined by the width of the H -bearn flanges.

13. A locomotive underframe comprising bolsters and structurally shaped H-beams connected thereto extending longitudinally for substantially the full length of the frame along the outermost sides thereof, each of said beams being a single continuous beam throughout its length and being placed on its side so that its flanges extend vertically and its web horizontally whereby clear lengthwise channels are provided on the underside of said longitudinal beams, and means for supporting pipes and electrical cables in said channels.

14. A locomotive underframe comprising, in combination, longitudinal beams disposed along each outer side of the frame, each beam having a pair of H-beams placed on their side with the faces of two of their flanges abutting against each other and welded by a seam along their lines of juncture at the top and lower edges, and bolsters disposed between said beams and secured thereto.

15. A locomotive underframe comprising beams extending longitudinally for substantially the full length of the frame along the outermost sides thereof, each of said beams having a web and oppositely extending flanges along each edge of the web thereby forming a double channeled beam, said beams being placed on their sides so that their flanges extend vertically and their webs horizontally, and bolsters disposed between and secured to said beams.

16. A welded locomotive underframe comprising a substantially fiat horizontal bed plate extending substantially the length of the locomotive underframe, a pair of oppositely disposed rolled channels of U-shaped section extending substantially the length of said bed plate, one of the flanges of each of said channels having a toe edge welded to said bed plate adjacent a side edge thereof so that the width of said underframe extends beyond the side edges of said bed plate and the webs of said channels lie .in a plane above said bed plate substantially parallel to said bed plate.

17. A welded locomotive underframe comprising a substantially flat horizontal bed plate extending substantially the length of the locomotive underframe, said bed plate comprising a unitary rolled plate of substantially equal thickness throughout, a pair of oppositely disposed rolled channels of U-shaped section extending substantially the length of said bed plate, one of the flanges of each of said channels having a toe edge welded to said bed plate adjacent a side edge thereof so that the width of said underframe extends beyond the side edges of said bed plate and the webs of said channels lie in a plane above said bed plate substantially parallel to said bed plate.

18. A welded locomotive underframe comprising a substantially flat horizontal bed plate extending substantially the length of the locomotive underframe, a pair of oppositely disposed rolled channels of U-shaped section extending substantially the length of said bed plate and acting as longitudinal strength members of said underframe, one of the flanges of each of said channels having a toe edge welded to the upper surface of said bed plate adjacent a side edge thereof so that the width of said underframe extends beyond the side edges of said bed plate and the webs of said channels lie in a plane above said bed plate substantially parallel to said bed plate, a pair of longitudinally spaced rolled channels of U-shaped section spaced from the end of said underframe and extending transversely between said oppositely disposed channels and having their ends welded thereto, the toe edges of the flanges of said longitudinally spaced channels being welded to the upper surface of said bed plate, the webs of said longitudinally spaced channels lying in said plane, and depending center bearings welded to the underside of said bed plate below each of said longitudinally spaced channels.

References Cited in the file of this patent UNITED STATES PATENTS 2,103,730 Lewis et al. Dec. 28, 1937 2,183,054 Tesseyman et al. Dec. 12, 1939 2,241,757 Baade May 13, 1941 2,253,676 Baade Aug. 26, 1941 2,299,421 Essl Oct. 20, 1942 2,409,730 Blomberg et al. Oct. 22, 1946