US509300A

US509300A - The national uthosrapmw

Info

Publication number: US509300A
Authority: US
Publication date: 1893-11-21
Anticipated expiration: 1910-11-21

Description

(No Model.) 1 l 3 sheets-sheet 1. 1\[YVYVL EDGAR. 'Y :RAILWAY GAR.

` No'. 509,300. -Panted Novi 21,1893.

! Qdi l l r I Il I I v(No Model.) x 3 sneets-sneet 2. M. W'.l EDGAR.

RAILWAY GAR'.

No. 509,300. Patented N'o'vfZl, 18073.l n

(No Model.)

3 Sheets-Sheet 3 M. W. EDGAR.

. RAILWAY GAR. No. 500,300.

Patented Nov. 21, 1003..

V/EEEE 5 V.MALCOLM W. EDGAR, OF DETROIT, MICHIGAN, ASSIGNOR OF ONE- JAMES MCGREGOR, OF SAME PLACE. v

UNITED STATES i PATENT OFFICE.

RAILWAY-CAR.

AsrnclrrlcArrolv forming part ef Letters retentfNe. 509,300,01eted November 21,1893. Application tiled October 26, 1802.. V'Serial NoQ I9:50.050. (No model.)

To @ZZ- 1071/0191. it may concern: A

Be'l it known that I, MALCOLM W. EDGAR,

` a citizen of the United States, residing at Detroit, in the county of Vayne and State of Michigan, have invented certain new and useforzsecuring the roofing boards in position;

further in the peculiar construction, arrangement and` combination of the various parts.

In the drawings, Figure 1 is a top plan view l of the platform. Fig. 2 is a sectional elevaboards.

tion of the car frame. Fig. 3 is an end elevation of the car partly in section. Fig. 4 is an enlarged sectionall elevation of a part of Fig. 3, showing the manner ofsecuring the upper ends of the siding kand the rooting Fig. 5 is an elevation of one of the transoms. Fig. G is a horizontal section illustrating the manner of securing the ends of the diagonal bracerods, the tie rods and spacing sleeves. Fig. 7 is a vertical section through the two center sills, showing the ro'd in elevation.

Thepframe ofthe car consists of the two longitudinal 'side sills A A on each side of the center of the car, and "two center sills B. .The side sills are fianged beams, presenting i an outwardly opening channel, preferably I- beams. The central sills are preferably channelbeams with their flanges extending out- .Y ,j wardly and are of a considerable greater depth than the side sills.

, The central sills are separated to allow Yof Y 'inner faces, at the ends.

securing a suitable draft rig C between their The central beams f have the end extensions C at eachend, formed the channel extending outwardly, and secured to the ends .of the sills by suitable angle plates, or .in any other known manner.

. 'liciently to pass beneath the inner E-'are tie rods (see Figs. l, 6 and 7) passing e Vthrough aperturesin the webs ofthe sills, from side to side.

vE are spacing sleeves, preferably consisting of pipe sleeved over the tie rods,.in sec-v tions of a length to bear at each end against the webs of the sillsl and be tightly clamped between as shown in detail in Fig. 7.

HALF To..

AF'are tie plates, resting upon theupper fianges of the sills (which are arranged in line) and riveted thereto, extending from edge to Gare truss plates preferably in the form of I beams having their upper fianges riveted to thelowerflangesof the side sills and extendingf'rom the outer'e'dge of the frame to the outer'faces of the central sills, as shown in Fig. 3. At their inner ends they are se-` cured by angle plates G or inany other suitable manner to the outer faces of the central sills.

lHare bottom tie plates connectingthelower edges of the central sills, being riveted to the lower lianges thereof and preferably having the upwardly extending hook H engaging the outer edges of the flanges of the sill.

I are the truss posts having at their lower ends a pin J about which the truss rodsK are formedin coils K', as shown in Fig. 3, a suitable key K2 being passed through the pin beneath to prevent any possible disengagement of the truss-rods from the pin. The truss rods pass up overthe transoms and are secured to the end beams Yin the usual manner. l The transom consists 'of the upper member L passingfrom side to side of the car, over theftopof the centralsill and the side sills A', but at its outer ends bent down sufflanges of the sillsA and provided with the bent end-L', vadapted to Vtagainst theweb of the side sill A, being riveted or bolted thereto, the'lower member M passing beneath the centralsills and the intermediate sills A', as` shown in Fig.`5,"and abutswith its outer ends against th`e'bentbendL of the upper member, Ibeing secured tojthelhorizontal portion of vthe up-f per member. l f M are suitable. transom filling blocks be! side the sills, and vsecured thereto.

I desire to arrange diagonal braces from roe centrally of the ends of the car to the outside middle portions thereof and also to arrange these braces without making apertures in the sills through which to pass them. To accomplish this, I make the braces in sections; as

all of the braces are alike a description of one will sufiice.

The brace consists of the section o.' extending from the outer face of the central sill dito agonally to the inner face of the side sill A.

At its end it. is provided with an eye b, as

shown in Fig. 6, bent at an angle to the brace so that it will lie iiush against the side of the web of the side sill, and the tie rods E pass through that eye While thesspacing sleeves E clamp it tightly against the Web. The nextv section of the brace rod c is correspondingly formed with an eye on the opposite side of the web of the sill A sleeved over the tie rod and 2o clamped by the spacing sleeve, and extends diagonally to the center of the car where it is providedwith a corresponding eye, engaging the central tie rod, upon the inner face ofthe outside sill A, as plainly shown in Fig. l. Each z 5 section of the brace 'rod is provided with a suitable turnbuckle d so that necessary tension may be put thereon. These diagonal brace rods, extending the entire length, of the car will brace the car against any lateral 3o bending under any strain.

A metallic frame thus constructed gives me a maximum of strength with a minimum of weight. p From the description previously given, it will be seen that the side and end beams form an outwardly opening channel extending entirely around the car, and in this channel are secured filler blocks O of wood extending out ush with, or slightly beyond the 4o outer faces of the flanges of these beams, forming a means for nailing or otherwise securing the siding O thereto.

Upon the top of the side and end sillsv and riveted to the upper iianges thereof are secured suitable posts and brace shoes P in which the posts and braces P and P2 are respectively engaged, the upper ends of which engage corresponding shoes Q which are secured to the lower flanges ofthe channel 5o beams R forming the plates. These channel beams are arranged with the channel opening outwardly and Iilled with a suitable Wooden filler R', as shown in Fig. 4:. The siding is secured at its upper ends to this filler in the same manner as it is secured to the ller at the lower end.

S are metallic sockets secured to the inner faces of the plates in which the ends of the carlings S rest. The plates are tied together 6o by suitable tie rods and suitable rooting boards T are secured upon the carlings, projecting at their inner ends over the plates and secured at their ends to a cornice or molding strip T which is secured at the top of th-e siding, as shown in Figs. 3 and 5.

A ear of this vconstruction being a composite metal and Wooden car enables me to employ metallic beams for all the sills and plates Where long beams are required and to use short stuff for the posts, braces and roofing timbers.

To sec"re the lioor in position Ibolt to the upper faces of the sills suitable flooring strips U upon which the ooring is secured, as shown in Fig. 3. y

What I claim asmy invention isl. In a composite wood and metal car, the combination With sills of channeled iron, of wood filler in the outer faces of the sills, channeled plates at the top of the car having wood filling in their outer faces and sidings secured to the wood llings, at top and bot,- tom, substantially as described.

2. In a composite wood and metal car, the

combination with longitudinal sills forme-dV of channeled iron having an outer filling of wood, of a series of metal sockets secured on the top of the sills at intervals, brace posts having their'lower ends in the sockets anda siding secured to the filling, substantially as described.

3. In a composite metal and wooden car, a roof frame comprising metallic plates,shoes on their inner faces, carlings having their ends resting in said shoes, a wooden stripoutside the plates, and roof boards overlapping said strip and secured thereto, substantially as described. v

4. In-a composite metal and wooden car the combination of plates of metal, having an outwardly opening channel, ya wooden ller therein, the siding secured to said filler, molding or cornice strips at the vupper end of the siding, the roof frame, and the roof boards over lapping the cornice and secured thereto, substantially as described. l

5. In a railway car, a metallic frame comprising side sills, central sills of greater depth than the side sills, all arranged with their upper faces in line, tie rods passing through all the sills and separating sleeves upon the rods between the sills, substantially as described.

6'. In a railway car, a metallic frame comprising side sills and central sills of greater -depth than the side sills, all arranged with their upper faces in line, tie rods passing through all the sills, separating sleeves upon the rods between the sills, and tie plates extending across the topsof all the sills, substantially as described.

7. In a railway car, a metallic frame comprising flanged side and central sills, the central sills being of greater depth than the side sills, all arranged with the upper faces in line, tie rods passing th rough all the sills, tie plates riveted to the tops of all the sills, bottom tie plates connecting the central sill only, and end channel beams connecting the sills, substantially as described 8. In a railway car, fthe combination of flanged side and central sills arranged with their upperfaces in line,`the central sills be ing of greater depth than the side sills, of flanged truss plates secured on the under sides IOO TIO

of the side sills abutting against and secured at their inner ends to the central sills, truss posts depending from said plates, and the longitudinal truss rods, substantially as described. v

Y 9. In a railway car frame, the combination of the longitudinal sills and cross-ties, ofthe side and end sills having outwardly opening channels, a wooden filler in said channels eX- tending entirely around the car, and the siding secured to said filler, substantially as described. l

10. In a railway car, the combination of a frame having longitudinal sills, of diagonal braces extending from centrally of the ends of the car to the sides, substantially as described.

1l.- In a railway car, the combination of a framehaving longitudinal sills, of diagonal braces made in sections extending diagonally between the adjacent sills having their ends connected on opposite sides thereof, substantiallyas described.

l2. In a railway car the combination of a frame having longitudinal metalsills, of tie 25 rods, spacing sleeves between the sills through which the rods pass, and diagonal brace rods' made in sections extending diagonally between the sills, having eyes at their ends through which the tie rods pass, substantially as described.

13. In a railway car, the combination of the frame, the truss rods andthe truss posts having a piu at the lower end around which the truss rods are turned, substantially as de- 3 5 scribed. 1 4. In a railway car, the combination of the frame, the truss rods, the truss posts having a Vpin at the lower end, a coil in the truss' rods around said pin and a key through the 4o pin below the coil, substantially vas described.

En testimony whereof I aftix my signature in presence of two witnesses.

MALCOLM w. EDGAR.

Witnesses:

M. B. ODOGHERTY, N. L.`L1NDOP.