US2862461A

US2862461A - Center sill end construction

Info

Publication number: US2862461A
Application number: US423454A
Authority: US
Inventors: Karl F Nystrom
Original assignee: International Steel Co
Current assignee: International Steel Co
Priority date: 1954-04-15
Filing date: 1954-04-15
Publication date: 1958-12-02
Anticipated expiration: 1975-12-02

Description

K. F. NYsTR'oM CENTER sILL END CONSTRUCTION 3 Sheets-Sheet 1 Filed April 15. 1954 H Ilm Hh Dec. 2, 1958 K. F.` NYsTRoM CENTER sTLL END CONSTRUCTION Filed April 15. 1954 5 Sheets-Sheet 2 INVENTOR m IEMMMI lA ORNEY K. NYTROM` CENTER SILL END CONSTRUCTION Filed Aprii 15. v1954 5 Sheets-Sheet 3 INVENT OR CENTER sILL END CONSTRUCTION Karl F. Nystrom, Chicago, Ill., assignor'to International Steel Company, Evansville, Ind., a corporation of Indiana Application April 15, 1954, Serial No. 423,454 v6 claims. (ci. 10s-41s) This invention relates broadly to railway car construction and more particularly to an improved construction of center sill and a` combination center filler rear draft lug and center plate casting for railway cars.

One of the objects of my invention is to provide a center sill construction having end center filler draft gear assembly pockets beneath center sill end caps resulting in the reduction of the car height to the extent of the thickness of the flooring.

Still another object of my invention is to provide a construction of combination bolster center llller draft gear and center plate casting adapted to be assembled within a center sill beneath a center sill cap which extends from approximately the bolster forward to the endof the center sill for maintaining .a uniform floor height above the center sill.

Still another object of my invention is to provide a construction of center sill for receiving a combination bolster center filler draft gear and body center plate casting within the center sill in a position intermediate offset top and bottom flanges carried by the center sill for insuring a substantially rigid assembly.V

Still another object of my invention is to provide an arrangement of center sill Within which there is assembled a striking casting'and a center filler and body center plate located in spaced positions with respect to the center sill and substantially beneath a center sill cap arranged to insure a uniform floor height over the Ycenter sill and the frame of the railwaycar. n

Still another -object of my invention is to provide a construction of center sill cap for railway car structures where the cap has substantially thesame thickness as the floor boards o-f the railway car and provides the vertical space necessary above the center sill for the location of the draft gear, rear draft lug and striking casting.

Other and further objects of my invention reside in an arrangement of integral center plate forming part of a center filler as set forth more fully inthe specification hereinafter following by reference to the accompanying v drawings, in'which: v

Fig. 1 is a vertical sectional view taken substantially on line 1 1 of Fig. 2 through the end portion'of a center ller and illustrating the striking casting in side elevation and the center-filler partially in elevation and partially in section with the center sill capV extending therebetween;

Fig. 2 is a vertical sectional view taken substantially on line 2 2 of Fig. l;

j 2,862,461 Patented Dec. 2, 1958 particularly the offset relationship of the chamfered top and bottom flanges of the center sill;

Fig. 8 is a fragmentary longitudinal sectional View through the center sill illustrating particularly the manner in which the bolster center filler, rear draft lug and body center plate casting is introduced to a position within the center sill intermediate the offset chamfered top and bottom flanges thereof;

Fig. 9 is a fragmentary perspective view looking at the top of the center sill of my invention; and

Fig. 10 is a fragmentary perspective view showing the s end portion of the center sill and the manner in which Fig. 3 is a vertical sectional view taken substantially on line 3 3 ofFig. 1;

Fig. 4 is a vertical sectional on line 4 4 of Fig. l; l

Fig. 5 is a vertical sectional view taken substantially on line5 5.of Fig. l;

Fig. 6 is a side elevational view of one of the I-beams constituting part of the center sill of my invention, the view looking in the direction of arrows 6 6 in Fig. 7;

Fig. 7 is a top plan view of the center sill illustrating `view taken substantially the integral rear draft lug, center ller and body center plate casting are assembled intermediate the offset chamfered top vland bottom flanges of the center sill and illustrating particularly the assembly of the center sill cap over the Vcasting located within the center sill.

My invention is directed to a construction of combined center filler, rear draft lug and center plate casting associated with a construction of center sill wherein the casting may be readily installed between top land bottom offset chamfered flanges Vof the center sill and beneath a center sill cap. The center sill cap extends from approximately the bolster position forward to the end of the center sill and over the striking casting installed in the -end of the center sill. The center sill `cap is so proportioned that projections or obstructions on the castings are accommodated beneath the cap without effecting the floor height. That is to say the floor height is reduced by the thickness of the floor board. The top ofthe center` sill cap extends coplanar with the top surface of the floor of.; the car. A minimum of labor and assembly time is required for installation of the bolster center filler and the associated parts thereof with the accompanying decrease in manufacturing costs. Y

Referring to `the drawings in more detail,

reference characters

1 and 2 designate I-beams which extend in spaced parallel relation along the longitudinal center of the railway car. The two I-beams coact in constituting the center sill and are provided with laterally extending top and bottom'llanges designated at 1a, 1b, 2a, and 2b, forming the top flanges, and 1c, 1d, 2c and 2d constituting the bottom flanges. The top flanges 1b and 2b which are directed toward each other in coplanar arrangement are chamfered or cut away on a bias at 1b and 2b. The

bottom flanges

1d and 2d are chamfered or cut away on a bias as represented at 1d and 2d. The chamfered or biased edges 1b and 2b' are offset with respect to the chamfered or biased edges 1d' and 2d' on an angle which extends approximately at 15 degrees to Vthe planes of the vertical webs of the I-beams. This offset relationship facilitates the assembly of the combination rear draft lug, bolster center filler and body center plate casting 11 within the center sill TheI-

beams

1 and 2 are laterally connected beneath flanges 1b and 2b by means of transverse bar 3. A plate 4 extends transversely with respect to the tops of the

flanges

1a, 1b, 2a, and 2b, as illustrated more clearly'in Figs. l, 3 and 8, in a position directly over bar 3 which `iswelded to the lower faces of the flanges 1b and 2b.

ing from the bolster center. ller forwardly of the center Vsill to a position overthestrking casting 8. The center sill cap 6 is closed at one end' by end plate 6a. The car flooring is indicated at 7 from which it will beV observed that the shallow center sill cap 6 extends coplanar with the top of the flooring 7 over the center sill between the bolster casting position and the striking casting position, enabling all projections and obstructions associated with the castings to be adequately housed beneath the center sill cap. The striking casting 8 is provided with oppositely positioned bearing

members

9 and 10 for horizontally extending draft keys.

Thel inverted shallow channel which constitutes the center sill cap 6 has depending

side portions

6b and 6c which extend coplanar with the

webs

1 and 2 of the I-beams constituting the center sill. The depending side portions serve as supports for the center sill cap for elevating the horizontal surface of the center sill cap to the level of the flooring 7.

The combination bolster centerV filler, integral rear draft lug and body center plate casting shown at 11 is provided with forwardly extending lugs 12 and rear draft lugs 14 with an integrally cast center plate 15 connected therewith forming a unitary casting which is readily moved into position through the open center sill as illustrated in Fig. 8 intermediate the chamfered or biased edges of the flanges 1b', 2b', and 1d', 2d through the open central portion of the center sill constituted by the I-

beams

1 and 2, represented at 16. When the composite casting is moved into position and welded in place the center sill cap 6 is installed as represented more clearly in Figs. 1, 4, 5, 8 and 10 and welded in position.

The transverse plate 4 and the bolster top cover plate 5 are then located in position and the flooring 7 laid. The center sill cap 6 has substantially the same thickness as the door-board 7 and, consequently, the draft gear, the striking casting 8, the rear draft lugs'14 and other projecting or extending parts of the castings may be accommodated beneath the under surface of the center sill cap 6 without affecting the floor height. That is to say the floor height is reduced by the thickness of the hoor-boards.

I have found the arrangement of the integral center plate, forming part of the combination rear draft lug, bolster center filler casting very helpful in aiding in the mass production of railway cars with inherent savings in labor and assembly costs. I have found the construction of my invention advantageous in increasing the structural strength of the center sill. The arrangement of the center sill cap has been found to aid in the laying of the car floor.

While I have described my invention in certain of its preferred embodiments I realize that modifications may be made and I desire that it be understood that no limitations upon my invention are intended other than may be imposed by the scope of the appended claims.

What I claim as new and desire to secure by Letters Patent of the United States is as follows:

l. In a railway car center sill structure, a pair of I- beams each having webs connected with top and bottom flanges directed toward each other but spaced edge to edge along a longitudinal axis, said top flanges being coplanar, with the adjacent inner top flanges cut away throughout a portion of their lengths substantially to the webs of said I-beams, the inner bottom flanges of said beams being cut away throughout a portion of their lengths substantially to the webs of said I-bearns, a composite bolster center ller with integral rear draft lug and body center plate located between said webs and intermediate the cut away inner portions of said top and bottom flanges, and a center sill end cap having downwardly directed longitudinally extending flanges supported by the top ila'nges of said I-beams substantially in coplanar alignment with the webs of said I-beams and a web between the ilanges of said center sill end cap forming a longitudinally disposed load support above the cut away portion of the top flanges of said I-bearn.

2. A railway car center sill structure as set forth in claim 1 in which the cut away inner portions of said top flanges of the I-beams are transversely offset from the cut away inner portions of said bottom inner flanges of the I-bearns whereby said composite bolster center filler with integral rear draft lug and body center plate may be introduced into said center sill in a direction suhstantially transversely of said center sill in a position intermediate the transversely offset inner edges of the top and bottom anges of said I-beams.

3 A railway car center sill structure as set forth in claim 1 in which transversely disposed plates extend laterally of the upperand lower surfaces of the top flanges of said I-beams and in which the opening through the top of saidv center sill from substantially the position occupied by said composite bolster center filler with integral rear draft lug and body center plate to substantially the ends of said I-beams is closed by said center sill end cap and wherein said cap has the same depth as the thickness of the hoor-boards supported by said center sill.

4. A railway c'ar center sill structure as set forth in claim 1 in which the pocket in said center sill extends between the inner surfaces of the webs of said I-beams and wherein said end cap is in the form of an inverted channel having a horizontally extending web and depending longitudinally extending side ilanges which are supported on the top flanges of said I-beams directly in alignment with the webs of the Lbeams and provides an inverted hood for accommodating obstructions projecting upwardly between said webs longitudinally of the axis thereof.

5. A railway car center sill structure as set forth in claim 1 in which a striking casting is secured between the spaced webs of said I-bearns at one end of the center sill and has portions extending slightly above the plane of said top flanges and wherein said center sill end cap includes an inverted hood extending above the top ilanges of said I-beams and above said striking bolster center filler with integral rear draft lug and body center plate and said composite casting through a distance intermediate said striking casting and composite bolster center Jller with integral rear draft lug and body center plate for providing Vhead-room for upwardly projecting portions of said casting and said bolster center filler with integral rear draft lug and `body center plate between said I- beams.

6. A railway car center sill structure as set forth in claim 1 in which a striking casting is secured between the spaced webs of said I-beams at one end of the center sill and has portions extending slightly above the plane of said top llanges and wherein said center sill end cap has depending side portions adapted to be longitudinally aligned Vwith the planes of the webs of said Lbeams for providing a hood extending longitudinally over said center sill for accommodating projections and obstructions on said casting, and in which the bottomv flanges of said I- beams are cut away in a position offset from the cut away portions of said top ilanges in a direction displaced a greater distance from the end of said center sill than the position of said cut away portion of said top ilanges with respect to the said end of the center sill.

References Cited inthe ille of this patent l UNITED STATES PATENTS 743,497 Hansen Nov. 10, 1903 1,270,324 Reading June 25, 1918 1,801,332 Clasen et al. Apr. 2l, 1931 2,056,137 Idoine Sept. 29, 1936 2,587,754 Osborn Mar. 4, 1952