US727617A

US727617A - Car with truss-rods.

Info

Publication number: US727617A
Application number: US10658102A
Authority: US
Inventors: John M Hansen
Original assignee: Individual
Current assignee: Individual
Priority date: 1902-05-09
Filing date: 1902-05-09
Publication date: 1903-05-12
Anticipated expiration: 1920-05-12

Description

No. 727,617. PATBNTBD MAY 12, 1903. J. M. HANSEN.

OAR WITH TRUSS RODS.

, APPLICATION FILED MAY 9| 1902. H0 MODEL. I 4 SHEETS-*SHEBT 1.

Wdnesaes PATENTED MAY 12, 1903.

J. M. HANSEN. GAR WITH TRUSS RODS.

APPLICATION FILED MAY 9, 1902-.

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No. 727,617. PATENTED MAY 12, 1903.

L M. HANSEN.

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No. 727,617. I I PATENTED MAY 12, 1903 J. M. HANSEN.

GAR WITH TRUSS RODS.

v APPLIGATION FILED MAY 9. 1902. NO MODEL. 4 SHEETS-SHEET 4.

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No. ve ge-17.

UNlTED STATES Patented May 12, 1903.

JOHN M. HANSEN, OF PITTSBURG, PENNSYLVANIA.

CAR WITH TRUSS-RODS.

SPECIFICATION formingpart of Letters Patent No. 727,617, dated May 12, 1903. Application filed May 9,1902- Serial No. 106,581. (No model.)

To all whom it 77mg concern.-

Beit known that I, JOHN M. HANSEN, a resident of Pittsburg, in the county of Allegheny and State of Pennsylvania, have invented a new and useful Improvement in Cars with Truss-Rods; and I do hereby declare the following to be a full, clear, and exact description thereof.

My invention relates to railway-cars, and more especially to the underframe thereof; and its object is to provide a metallic underframe for cars adapted especially for cars having wooden superstructures.

In the accompanying drawings, Figure 1 is a plan view of one-half of the metallic underframe, the superstructure being removed. Fig. 2 is a longitudinal central vertical section through one-half of the car. Fig. 3 is a transverse section, the left half being on the line 3 3 and the right half on the line 3 3 Fig. 1. Fig. 4 is a similar view on the line 4 4, Fig. 1. Fig. 5 is a side view showing a detail. Fig. 6 is a transverse section through the bolster, showing one of the anchor-castings for the truss-rods. Fig. 7 is a plan View of the same. Fig. 8 is a cross-section of the bolster, showing a modified form of anchorcasting. Fig. 9 is a plan view of the same. Fig. 10 is a side view of a portion of the car, showing one of the post and brace shoes; and Fig. 11 is a detail sectional view of the same.

My improved underframe is especially adapted for cars having wooden superstructures-such as box-cars, gondola cars, and the like-but it is not limited thereto, as it may be used with cars having metal bodies. The underframe is composed of center, side, and endsills, d raft-sills,body-bolsters, and suitable transverse tying members. The center sills, preferably, are channel-shaped structures, such as the rolled channel-beams 1, placed parallel to each other with the flanges of the channels preferably projecting outwardly. These center sills project through and beyond the body-bolsters 2 and have the draft-sills 3 secured thereto between the body-bolsters and the end sills. The body-bolsters comprise top cover-plates or tension members 4, bottom cover-plates or compression members 5, and web-fillers 6. The latter are two in nu mber, one located on either side of the center sills and extending out and secured to the side sills. They preferably are of cast-steel or malleable cast-iron of a general I shape in cross-section. At their inner ends they are riveted to the center sills and preferably taper toward their outer ends, where they are provided with flanges 7, by means of which they are secured to the side sills. These web-fillers are of less height that the center sills, and the top cover-plate 4 extends through slots 8 cut in the webs of the center sills. These cover plates do not extend entirely to the sides of the car, but terminate inside the same, as shown in Fig. 3. To the lower coverplate 5 are secured the side bearings 9 and center bearing-plate 10,and these cover-plates extend only to the outer sides of the side bearings and pass underneath the center sills. Between the center sills in line with the webfillers 6 are the braces 11, which preferably are formed of cast metal and provided with a boss 12, having a vertical hole for the center pin. ,They are riveted to the center sills,

as shown, and preferably also to the top and bottom cover plates. Angle pieces 13 are used for securing the center sills to the top cover-plate.

The side sills 14: are Z-shaped in cross-see tion, with their webs placed vertical and having their lower flanges turned outwardly to serve as brackets for supporting the wooden sub side sills or stringers 15, which are bolted or otherwise suitably secured to said Z-bar side sills. These side sills are riveted to the ends of the web-fillers 6, and riveted both to the lower flanges of the side sills and the ends of the body-bolsters are the. strengthening angle-pieces 17. Between the center sills and sidesills are the wooden intermediate stringers 18, bolted or otherwise secured to the body bolsters and supporting the wooden floor 19. A cover-plate 20 is riveted to the top flanges of the center sills and extends from end to end of the latter.

The draft-sills 3 are Z-shaped in cross-section and have their upper flanges turned inward and their lower flanges turned outward. They are of slightly-greater depth than the center sills, and the webs thereof lie against the inner faces of the webs of the center sills and are riveted thereto. The upper flanges of the draft-sills project inwardly substantially on a level with the upper flanges of the center sills, while the lower flanges of the draft-sills project outwardly and lie underneath the lower flanges of the center sills and may also be riveted thereto. Draft-lugs 21 are riveted to the inner faces of the webs of the draft-sills.

The end sill 24 is of general angle form, having its vertical member of varying depth greatest at the central portion and decreasing toward the ends, while the horizontal member 25 is of varying width, being greater at its ends than at its central portion. The ends of the draft-sills are reduced at their outer ends by compressing the webs and forcing the lower flanges upward, as shown at 26, and said ends rest upon the horizontal flange of the end sill. At their upper end edges the draft-sills are notched, as at 27, for receiving the transverse strengthening angle-bar 28, which is riveted to the inner face of the vertical member of the end sill and which supports the wooden sub end sill o'rnailing-strip 29. At its central portion the end sill is cut away to provide an opening for the draw-bar, and a coupler horn-brace 30 is secured be tween the ends of the draft-sills and fits the horizontal and vertical faces of the strengthening angle-bar 28, this horn-brace being also notched or cut away to permit the shank of the draw-bar to pass therethrough. A bufier-casting 31 is riveted to the outer face of the end sill at its central portion, this casting being provided with an opening through which the draw-bar passes and having bolted thereto the draw-bar carrier 32 in the form of a section of angle-bar. Diagonal braces 33 are connected at one end to the gussetplates 34, secured at the corner of the underframe and at their opposite ends to gussetplates 35, riveted to the top cover-plate of the body-bolsters and the webs of the center sills.

The longitudinal sills are tied together at intervals by the comparatively shallow channel-diaphragms 36, which are connected to the center and side sills by means of the angle-pieces 37 and to the side sills by horizontal angle-pieces 37.

v are connected to these diaphragms by means of angle-pieces 38. Between the center sills in line with these angle-diaphragms are the braces 40, which preferably are box -shaped structures formed from pressed plates and having their flanges riveted to the center sills. The longitudinal sills are also connected by means of the deep diaphragms 42, which are provided with flanges at their upper edges, to which are riveted cover-plates 43, extending through slots in the webs of the center sills, as indicated in Fig. 3. These diaphragms are secured to the center sills by means of angle-pieces 44 and to the end sills by means of angle-pieces 45. Inter-posed between the angle-pieces 45 and'the outer sill are the depending connecting-plates 46, which project down to the lower edge of the diaphragms 42 The longitudinal stringers and which are stiffened by means of the angle-pieces 47, riveted to their outer faces and to the lower flange of the Z-bar side sills. Between the center sills, inline with the deep diaphragms 42, are braces 48, which also preferably are formed of box shaped pressed plates. Riveted to the lower edges of the diaphragms 42 on each side thereof are the angle-bars 50, which extend continuously from side to side of the car underneath the center sills and serve to tie the sides of the car together. These angle-bars have their horizontal flanges bearing against the lower faces of the center sills, while their vertical flanges project downwardly.

The underframe is strengthened by the truss-rods 51, which are secured to suitable anchor-castings 52 on the body-bolsters and pass underneath the queen posts 53, which are provided with notched upper ends, which fit over and are secured to the transverse angle-bars 50. The anchor-plates 52 are preferably formed of castings and are provided with perforated cars 54, which form, in efiect, a clevis for receiving the eye on the end of the truss-rods. These anchor-castings may be of several forms, depending upon the weight which the car is to carry. For instance, for cars of light capacity these anchor-castings will be merely riveted to the top cover-plate of the bolster, as shown in Figs. 8 and 9; but for cars of heavier capacity some or all of the anchor-plates will be provided with the downturned lips or hooks 55, which hook over the edge of the cover-plate, and preferably the top member of the center brace or bolster webfiller will be provided with the bulb 56, over which the hooks 55 take. In this case also the anchor-plates will be provided with the strengthening-ribs 57.

The superstructure may be of any preferred form of Wooden body and is supported on the underframe by being secured to the longitudinal stringers and subend sills or nailingstrips. To overcome the tendency of the body to bulge outwardly, I provide castings 60, which are secured to the side sills and which are provided on their upper faces with pockets 61 for receiving the lower ends of the posts and diagonal braces of the superstructure. These castings are provided either with one, two, or three pockets, as shown in the side view, depending upon the number of posts and braces they are to receive. They are provided with the vertical flanges 62, which are secured by means of bolts 63 to the end or side sills, and their horizontal members are provided with the bosses 64, which project into openings in a plate 65, riveted to the upper flange of the sill. The bosses 65 resist the shearing forces and help to prevent the load from forcing the side walls of the car outward.

The underframe described is very strong and efficient, and at the same time it is simple of construction and can be made largely of commercially rolled steel and without necessitating the making of many special shapes.

What I claim is' 1. In a car-underframe, the combination with the longitudinal sills and body-bolsters, of truss-rods for said underframe, and anchorcastings resting on and embracing the bodybolsters and provided with means for receiving the ends 01": the truss-rods.

2. In a metallic car-underframe, the combination with the longitudinal sills and bodybolsters, of truss-rods, and anchor-castings for receiving the ends of said truss-rods, said anchor-castings being provided with downturned lips or hooks which embrace the upper member of the body-bolsters and being secured to said body-bolsters.

3. In a metallic 'car-underframe, the combination with the longitudinal sills and bodybolsters, of diaphragms between said longitudinal sills, said diaphragms having their webs projecting downwardly beneath the longitudinal sills, angle-bars riveted to said projecting edges with their vertical flanges projecting downwardly, truss-rods secured to the body-bolsters, and queen-posts for said trussrods, said queen-posts being provided with notched upper ends which fit over the downwardly-projecting flanges of the angle crossties and secured thereto.

4. In a car-underframe, the combination with the metallic side sills and wooden superstructure, of horizontally-projecting plates secured to the side sills and provided with openings or recesses, shoes provided with pockets for receiving the ends of the posts and braces of the superstructure and pro vided with lugs fitting into the openings in the horizontal plates.

In testimony whereof I, the said JOHN M. HANSEN, have hereunto set my hand.

JOHN M. HANSEN.

Witnesses:

A. E. FRASER, WM. BIERMAN.