US432276A

US432276A - Car construction

Info

Publication number: US432276A
Authority: US
Publication date: 1890-07-15
Anticipated expiration: 1907-07-15

Description

(No Model.) 4Sheets-Sheet1 G. L. HARVEY.

OAR CONSTRUCTION. No. 432,276. Patented July 15,1890.

4 Sheets-8heet 2.

(No Model.)

G. L. HARVEY.

OAR CONSTRUCTION.

No. 432,276. Patented July 15, 1890.

THE NORMS PEYERs co PNDTOYLITHO, wAsHxNGTON, D. c

(No Model.) 1 4 Sheets-Sheet 3'.

G. L. HARVEY. CAR con TTTTTTTT N.

Patented J 11111111111 (No Mod m 4 Sheets-Sheet 4.

G. L. HARVEY.

GAR CONSTRUCTION.

No. 432,276. Patented. July 15, 1890.

NITED STATES,

GEORGE L. HARVEY, OF CHICAGO, ILLINOIS.

CAR CONSTRUCTION.

SPECIFICATION forming part of Letters Patent No. 432,276, dated July 15, 1890. Application filed April 3, 1890- Sen'al No. 346,399. (No model.)

nois, have invented certain new and useful Improvements'in Car Constructions, of which the following is a specification.

My invention relates to certain novel features in the construction of railway-ears.

My improvement-s relate more particularly to means for bracing ear-frames transversely by the tie-rods extending diagonally from the floor to the side walls and from the walls to the car-roof; also, to a novel construction of the standards so as to secure a well-braced and strong frame, and yet not so heavy as to be expensive in construction or transporta tion, and which shall be so anchored to the floor-sills as to withstand endwise shock with out being raised from the sills; also, to a certain novel construction of a metallic frame for the windows or other openings in the car, and to provisions for supporting the non-eonducting filling or lining by which thewalls of the cars are insulated.

In the accompanying drawings I have shown my invention embodied in a sleepingcar; but it is applicable as well to other kinds of cars.

Figure 1 is a perspective view of a sleeping car. Fig. 2 is a transverse sectional elevation thereof. Fig. 3 shows two forms of composite beams having wooden stringersto receive the floor-fastenings. Fig. 4 is a detail view, in perspective, of the side wall of the car at the connection of two of the diagonal bracing-rods. Fig. 5 is a perspective view of an end sill,

showing the manner of securing the side sills thereto. Fig. 6 is an interior perspective at the window-opening, and particularly designed to show the braces for the standards, the means for securing a section of wall below the Window in place, and a stringer on the side wall for securing the floor. a perspective of the section of side wall below the window. Fig.8 is a broken perspective of one of the standards. terior elevation of the side wall of the car, intended particularly to show the means for supporting the non-conducting filling or lining and diagonal braces for the wallsections Fig. 7 is Fig. 9 is an inbelow the window. Fig. 10 is a sectional plan view below the line 10 10 of Fig. 9.

In the preferred construction I employ for the side sills of the car metallic channel-beams A,which willinclose, by preference, the wooden filling B, and be secured with the open sides of the channel-beams downwardly. At the ends of the car these beams will be secured with suitable end sills, preferably U-beams C, the flanges whereof project outwardly. The intermediate floor-sills may be composite I-bean1s,sueh as shown in Fig. 2, or of the modified constructions illustrated in Fig. 3. In each case the I-beam is marked D, and, as shown in Fig. 2, the flanges thereof (marked d) are formed by plain an gle-bars, while in the form shown in Fig.3 the horizontal members of these angle-bars extend out a sufficient distance to furnish a bearin g for a wooden stringer E, and in one of the constructions an upturned flange (1' embraces the sides of the stringer. In both of the modified forms of construction shown in Fig. 3 the wooden stringer may be secured to the flange members by woodscrews. Referring particularly to Fig. 5, the ends of these I-beams have their webs bent at right angles to their body to form a bracing-foot, whichis welded or riveted to the web of the end sill, while the anglc-barshave one member cut away and the other extended to overlap the flange of the channel-beam of the end sill, to which they will be secured by welding or riveting. The end flange of the side sills will also be preferably slitted at its junction with the web, and the freed portion bent to an angle, so as to be secured flatwise upon the inner side of the web of the end sill, as shown by the dotted lines at the left of Fig. 5. On the inner faces of the side sills a Z-bar F is secured, one of whose flanges will be secured by welding or riveting one of its flanges to the face of the side sill, and its other flange will thus be adapted to'reeeive a wooden stringer F to provide for fastenihg the floor. The standards are metal beams, U-shaped in cross-section, and are marked G. At the foot of the standards the flanges thereof are turned inwardly, leaving the web secured thereto, while the inturned portions g may be welded or riveted to the sill. By this form of construction I am enabled to make a metallic car of light weight, and yet secure great strength and prevent the strip ping of the body of the car from the floorframe, which is quite likely to happen with cars of the ordinary construction when in collision, the weight of the superstructure and the momentum of the car tending to separate the framework at this point. These standards may be extended from side to side of the car, being arched, as shown particularly in Fig. 2, to form the deck-fran1es. To strengthen these laterally, I employ the diagonal braces II, which are welded to the flanges of the standards. These standards may of course be constructed in two or more pieces;

but to secure rigidity I prefer the integral.

construction shown and described. By the employment of the U-shaped standards and intermediate panel-sections I am enabled to utilize the web of the standard as a part of the exterior wall of the car, while the flanges serve to brace the structure and afford means forsecuring thepanels; but the panelsmayconsist of plates with unbent margins, and these margins may overlap the web of the standard and be secured thereto. Both forms are shown in Fig. 10.

I, Fig. 2, represents a beam secured to the standards in a longitudinal position above the window-line to tie the upper part of the frame together and furnish a plate and also a letter-board.

In sleeping-cars or passenger-coaches of modern construction the sides of the car have the windows so placed as to provide narrow panels only between the sash, and consequently the side walls of the car are chiefly composed of windows, panels, and short sec tions above and below the windows.

In Fig. 7 of the drawings I have shown a metal plate which is adapted to be secured between the side sill of the car and the window-sash, and it consists of a metal panel having three flanged marginal edges. The body portion of this panel is marked J in the drawings, the side flanges thereof J, and the top flange is marked J". The lower edge of the body portion will be adapted to pass down on the outside of the side sills and be riveted or welded thereto. The lower ends of the side flanges J are bent, as shown at j, to adapt them to be welded to the tops of the side sills, and the top flange J is joined to the body portion so as to form the apron, stool and sill.

In Fig. 9 an interior view of the frame-work is given, showing on the inner side of the panels J longitudinal strips K, which may be of tin and brazed to the iron and adapted to support a non-conducting filling or liningsuch as asbestusand prevent its packing. Diagonal braces L give lateral strength to the panels and serve also to brace the frame.

In Fig. 10 provision is shown for securing a wooden stringer with the metal standards to receive the inside finish. In this figure the flanges of the standards and panels are offset toward their outer margins to embrace the wooden stringer M.

By referring to Fig. 11 of the drawings the manner of securing the window-frame in place will be understood. I prefer to employ a T-beam N, whose web lies flat against the flange of the standards, and one of whose flanges n is welded to the web of the stand ard. \Vhere a narrow window is used, a panel will be employed to support the windowframe, and this panel will be secured with the T-beam. The window-jamb will then be secured at one of its margins to the inside finish and to the web of the -beam by screws, while its outer side will be confined by the otherof the flanges n of the T-beam,the head of said beam covering the joint and forming a neat finish andoutside casing.

The structural features above described f u rnish a strong frame and one which possesses greater strength than is furnished by the common construction of car, either wooden or metal; but in order to provide a car which shall be practically indestructible from collision or by shock from overturning or derailment I anchor the floor, side sills, and roof structure together substantially as follows:

Referring to Figs. 2 and 4, P represent bracing-rods arranged to connectthe floor and the side walls and the side walls with the roof structure. As shown, the lower braces have their lower ends secured on opposite sides of the longitudinal center lineof thecar by means of nuts 1), and beveled washers 99', through which the braces pa ss, rest in the an gle formed by the floor-sill and floor. The upper ends of these rods may terminate in eyes, and the lower ends of the upper rods may be similarly formed and a transverse bolt P passed through the flanges of the standards and through the eyes, thus tying the side walls and the floor structure together. The upper ends of the upper bracing-rods are similarly secured--say at the angle of the upper deck with the main deck-and their upper ends will be joined together by the tie-rods Q, which may have the central turn-buckles q. I prefer to employ a series of parallel sets of bracing-rods and so place them that the lower ones will project between the backs of the seats R, forming the berth ends in a sleeping-car, or along the backs of the seats in an ordinary passenger-coach, and the vertical partitions 9 over the backs of the seats may be two in number and spaced a sulficient distance apart to permit of the passage of the upper bracingrods between them. The upperbracing-rods maybe entirely concealed without taking up any space available for other uses. The tierods Q will, as shown, extend across the central space between the vertical walls of the upper deck, and they maybe utilized for the support of coat and hat hooks or for the bracing-rod for lamps, and their presence therefore willnotbe objectionable. Ofcourse,instead of extending the upper rods only to the junction of the two decks, they may be extendedto the top of the upper deck and there secured together by atie-rod-such as Q-orby having their upper ends directly connected. These bracing-rods are so constructed as to stand tension as well as compression, and therefore they serveboth as ties and struts. I prefor to make them of T or X iron. In end collisions the destructive shocks are those which tend to separate or spread the side sills of the car. IVhen cars are derailed, the destruction results, generally, from the collapse of the side walls. Now a car with this system of bracing, which I have shown and described, will have its walls so anchored together that the danger of collapse from these causes will be very greatly reduced, if not entirely averted.

The roof of the upper deck I prefer to construct from sheet metal, the side margins of the sheets projecting beyond the vertical plane of the side walls of the upper deck, and this roof-covering I secure to the frame-work by welding. In Fig. 2 of the drawings S represent the roofplates, and the edges 8 thereof form the cornices.

I claim 7 1. The combination, with the frame of a car, of diagonal bracing-rods for the car-body secured with the floor-timbers, the sides and the roof structure in planes parallel to the car ends, substantially as described.

2. The combination, with a car-frame, of bracing-rods having their lower ends secured to the floor-timbers toward the longitudinal central line thereof outwardly and upwardly projected and connected to the side walls, and

o bracing-rods connected with said side walls and projected inwardly and upwardly and connected to the roof structure, substantially 1 as described.

3. In car construction, the combination, .5 with the frame thereof, of bracing-rods secured at their lower ends to the floor toward l the longitudinal central line thereof and proj ected outwardly and upwardly and connected with the standards of the car, and bracingrods having their lower ends secured with the upper ends of the first and projected upwardly from opposite sides of the car and secured to 1 the roof structure at the decleline, and tierods connecting the upper braces, substan- 5 tially as described.

4-. In car construction, the combination, with the frame thereof, of lower bracing-rods connected with the floor between the sides of the car and with said sides above the floor, and 0 an upperset of bracing-rods connected at their lower ends with the sides and at their upper ends with the roof, and tierods connecting the upper bracing-rods and extended across the upper deck-space and having a turnbuckle provided therein, substantially as described.

5. In car construction, the combination, with the side sills thereof, of metallic standards, U-shaped in cross-section, having their flanges at the foot of the standard inturned and secured to the top of the side sill and their webs projecting along the vertical face of the sill and secured thereto, substantially as described. I

6. In car construction, the combination, with the side sills thereof, of metallic standards, U-shaped in cross-section, having their flanges at the foot of the standard inturned and secured to the top of the side sill and their webs projecting along the vertical face of the sill and secured thereto, and diagonal'braces extending between. the flanges above the sill, substantially as described.

7. In car construction, the combination, with metallic panel wall-sections, of a metallic strip or strips projecting horizontally from the body of the panel, whereby to support an insulating'material, substantially as described.

8. In car construction, the combination, in the frame-work of metallic standards spaced to provide window-openings, of a flanged beam or plate secured to said standards above the window-openings and adapted to provide a longitudinal brace for said standards, and a letter-board, substantially as described.

9. In car construction, the combination, with a metallic frame-work for the upper deck, of a roof-covering for said deck structure, consisting of metal plates welded or welded and riveted to the frame-work and projecting at its edges to provide a cornice, substantially as described.

10. A car having a portion of its exterior wall formed by the face of a flanged metallic standard, and intermediate panels or sections having their margins secured to said standards, substantially as described.

11. In a car-body having openings therein for windows or doors, an angle-bar having its web secured with the wall or body of the car around said openings and having a flange or head to cover the joint, substantially as and for the purpose described.

12. In a car-body having openings therein for windows or doors, the combination, with a frame around said openings, of an an gle-bar having its web secured with said frame and the wall or body of the car and having a flanged head to cover the joint betweenthe lrVitnesscs:

FREDERICK O. Goonvvnv, O. C. LINTHICUM.