US2794403A - Decks for freight vehicles - Google Patents

Description

H. J. STEIN DECKS FOR FREIGHT VEHICLES June 4, 1957 2 Shee ts-Sheet 1 Fild Dec. 2. 1954 m 1 1 u H w m NEW 8 H 5 h. 3. E m J m; 9 H II 1 w m u H l @H Va EPA OH IGH PH 1m 7 Q mw v? N 5 ..r K f x I. l m 3E J I l ATTORNEYS June 4, 1957 H. J. STEIN DECKS FOR FREIGHT VEHICLES 2 Sheets-Sheet 2 Filed Dec. 2. 1954 J 5 i 2@ L 3 3 N.@ g .WN va; fx a Y 8 mm aw m B @N M W w r a HH A V g r U I U J M HP WM T mm 3 o @N Q NH 3 a! o m r w it) b Hll lJ l h mm .uvfifim 8 5 mdwm. 3 ma 4 E United States Patent DECKS FOR FREIGHT VEHICLES Harry J. Stein, Wilmington, N. C., assignor to Atlantic Coast Line Railroad Company, Wilmington, N. C., a corporation of Virginia Application December 2, 1954, Serial No. 472,723

4 Claims. (Cl. 105-422) This invention relates to decks for freight vehicles, particularly railway box cars. It can be used with various types of car underframe, and the exemplary embodiment, to be hereinafter described, will disclose the improved deck as combined with a conventional underframe for which underframe, as such, no novelty is here claimed. The invention, however, involves the way in which major structural members of the deck are connected with typical structural components of an underframe, to produce a composite load-bearing unit having superior characteristics.

A conventional underframe has as longitudinal members a center sill, two side sills, and at least two longitudinal stringers, say one between each side sill and the center sill. The transverse members comprise end sills, bolsters which transmit the load to the trucks, and (be tween the bolsters) a number of transverse frames, those beneath the door posts being commonly more massive than the others. Heavy diagonal braces are located at end corners.

The basic structural members of the deck are pressed steel beams, hat shaped in cross section, i. e. they are channels having outwardly turned secondary flanges on the flanges of the channel. These beams extend transversely of the underframe with the secondary flanges in contact with the longitudinal members of the underframe,

and slightly spaced apart. The secondary flanges are welded to each longitudinal member of the underframe and so contribute greatly to the rigidity thereof.

The beams thus offer a corrugated steel deck with a slot at the bottom of each valley. The valleys receive core timbers of wood which overlie the slots just mentioned, do not quite fill the width of the valley and fill only about three fourths of the depth thereof. The core timbers are bolted down to elements of the underframe. The bolts pass through the slots between the secondary flanges and in many instances engage clips which in turn engage the longitudinals. This preserves the strength of the underframe, members and saves the expense of forming specially located 'holes.

Welded to the top of each pressed steel beam is a galvanized plate or bar which extends the full length of the beam and overhangs both edges of its Web.

Grain strips are Welded throughout their lengths to the ends of the beams (which they cap completely), to the car body sheathing, and to posts and other verticals of the car superstructure. Thus the grain strips have an additional function. Each serves as a box girder, reinforcing both the related side sill and the body sheathing.

After all the above parts are in place a filling of oxychlon'de cement, or other nailable plastic is troweled around the core timbers and struck off level with the top faces of the galvanized plates.

This produces a floor structure having a face composed of alternate strips of galvanized steel and nailable plastic, the latter being about of the total area. The result is a waterproof, fireproof nonsplintering floor whose probable life will approximate that of the car.

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One embodiment of the above concept will now be described by reference to the accompanying drawings, in which:

Figure l is a plan view of the underframe.

Figure 2 is a plan view of one half of the car deck drawn on a larger scale.

Figure 3 is a fragmentary section on the line 33 of Figure l, showing half of one of the transverse members used at the plane of the door posts, with the deck structure in place.

Figure 4 is a fragmentary section on the line 44 of Figure 1, showing half of one of the lighter transverse frame members with the deck structure in place.

Figure 5 is a fragmentary section onthe line 55 of Figure 2.

The components of the underframe are all identified in Figure 1; as follows: Center sill 11, side sills 12, end sills 13, longitudinal stringers 14, bolsters 15, transverse frames 16 (the heavy ones at the door posts), lighter transverse frames 17, and diagonal bracing 18.

The above enumerated parts are typical components of a conventional underframe, and as to their form and arrangement no claim is here made. Hence no detailed description appears necessary and reliance is placed on the drawings which show forms for these parts familiar to any person skilled in the art.

Extending transversely of the underframe are deck beams indicated generally by the numeral 21. As indicated'on the middle beam of Figure 5 these are pressedsteel units extending substantially the full width of the underframe and each having a web 22 and flanges 23 each with a secondary out-turned flange 24. The flanges 24 rest on the top flanges of the side sills 12, which are illustrated as channel-irons on the top flanges of the stringers 14, which are illustrated Z-bars, and on the top flanges of angle iron bearers 25 extending the full length of the center sill 11 on each side thereof and welded thereto. The angle iron bearers are in eflFect components of the center sill.

The deck beams 21 are welded to each of the longitudinals 25, 14 and 12 and so contribute greatly to the strength of the underframe. V

The beams 21 are spaced to form slots between the proximate edges of the secondary flanges 24 and through these pass bolts 26 which hold wooden core timbers 27 in the valleys between adjacent beam (see Figure 5). The bolts 26 engage clips 28 which underlie flanges on members 12, 14 and 25 (see Figures 3 and 4). In some cases, hold-down bolts for the core timbers pass through a flange or the like. See, for example, the bolts 29 at the left end of Figure 3 :and in Figure 5.

Clips are preferred because they avoid the expense and the weakening effect of a hole, but their use is not a practicable in all cases. Similarly the angle bars 25 are an expedient adopted because in the underframe chosen for illustration the top of the center sill is below the plane defined by the tops of the side sills. Such details are controlled by design factors which vary with the design of the underframe.

Each core timber is narrower and shallower than the valley in which it is mounted, as is clearly shown in Figure 5.

Overlying the web of each deck beam 21 is a heavy plate 31 which extends the full length of the beam, is welded thereto throughout its length and is somewhat wider than the Web 22 of the beam. The plates 31 preferably are galvanized.

()lfset grain strips 32 extend continuously from each car door to each end of the car and cap the ends of the beams 21 to all of which they are continuously welded. Their upper edges are continuously welded to the side sheathing 33 of the car and to, all vertical frame members (not shown) above the deck.

After the parts above described are all welded in place, a'nailable' plastic filler 34 is worked in around the core timbers .27 and leveled off flush with the tops of bars 31. The plastic filler is well keyed in place by its entrance between the sides of the core timber and the main flanges ofthe deck beams, and by the overhanging edges of the plates 31. V

The final floor is fireproof, waterproof, and about 60% of its area comprises nailable strips which do not splinter as wood does. Thus many of the desirable qualities of a wood floor are had without its attendant disadvantages.

The improved car deck meetsthe severe demands imposed by the growing use of mechanical loading devices. It is much easier to clean than any type of wood floor. It permits the use of established methods of blocking and bracing lading. It greatly contributes to the strength of the underframe.

Thedescribed embodiment is exemplary and modifications within the scope of the claims are contemplated.

What is claimed is:

l. The combination of an underframe having longitudinally extending side and center sills; a plurality of transverse substantially identical deck beams each welded to each of said sills, ,said beams being of channel section with secondary flanges which extend outward from the margins of the channel flanges and seat on said sills; means substantially integral with the deck beams and affording keying flanges which overhang the upper margins of the valleys between successive deck beams; and a filling for each such valley, at least the upper portion ofsaid filling being composed of a nailable plastic overhung'by said keying flanges and having a top surface substantially flush with the tops of said keying flanges.

2. The combination of an underframe having longitudinally extending members including side and. center sills; a plurality of transverse substantially identical deck beams each welded to said longitudinal members said beams being of channel section with secondary flanges which extend outward from the margins of the channel flanges and seat on said sills said secondary flanges being spaced apart to afford slots; core timbers one mounted in each of the valleys between successive deck beams, overlying the secondary flanges and the corresponding slot, and only partially filling the width and depth of the valley in which it is mounted; threaded connectors passing througheach core timber and the slot which it overlies and connected with a longitudinally extending member of the under-frame; means substantially integral with the deck beams and aflording keying flanges which overhang the upper margins of the valleys between successive deck beams; and a filling of nailable plastic surrounding the top and sides of each core timber, overhung by said keying flanges and having a top surface substantially flush with the tops of said keying flanges.

3. The combination of an underframe having longitudinally extending members including side and center sills; a plurality of transverse substantially identical deck beams each welded to said longitudinal members said beams being of channel section with secondary flanges which extend outward from the margins of the channel flanges and seat on said sills said secondary flanges being spaced apart to afford slots; core timbers one mounted in each of the valleys between successive deck beams, overlying the secondary flanges and thecorresponding slot, and only partially filling the Width and depth of the valley in which it is mounted; threaded connectors passing through each core timber and the slot which it overlies and connected with a longitudinally extending member of the underframe; a plate welded to the web of each deck beam, substantially coextensive in length therewith :and wider than the web so as to overhang the edges thereof; and masses of nail-able plastic surrounding the References Cited in the file of this patent UNITED STATES PATENTS 1,640,796 Miller Aug. 30, 1927 1,922,814 M'acLean Aug; 15, 1933 2,056,137 Idoine Sept. 29, 1936 2,144,450 Comee Jan. 17, 1939 2,256,037 Reid Sept. 16, 1941 2,669,193 "Osborn Feb. 16, 1954 FOREIGN PATENTS 1,001,359 France Feb. 22, 1952

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