US743499A

US743499A - Flat-car.

Info

Publication number: US743499A
Application number: US11078602A
Authority: US
Inventors: John M Hansen
Original assignee: Individual
Current assignee: Individual
Priority date: 1902-06-09
Filing date: 1902-06-09
Publication date: 1903-11-10
Anticipated expiration: 1920-11-10

Description

J. M. HANSEN.Y

FLAT CAR.

APPLICATION FILED JUNE 9` 1902,

No MODEL.

3 SHEETS-SHEET 1.

PATEN'I'BD NOV. l0, 1903.

L M. HANSEN.

` PLAT GAR.l

APVPLIOATON FILED JUNE 9. 1902.

3 SHEETS-SHEET 2.

N0 MODEL.

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J. M. HANSEN. y

FLAT CAR.4

APPLJGATION FILED JUNE s, woz. N0 MODEL. 3 SHEETS-SHEET 3.

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UNTTED STATES Patented November 10, 1903.

PATENT OEEICE.

FLAT-CAR.

SPECIFICATION forming part of Letters Patent No. 743,499, dated November 10, 1903.

Application filed June 9. 1902. Serial No. 110.786. ille modelg:

To all whom t may 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 Flat-Cars; and I do hereby declare the following to be a full, clear, and exact description thereof. My invention relates to underframes for cars, and more especially to metallic underframes for cars provided with a wooden superstructu re. lts object is to improve underframes of this character in details of construction which are hereinafter fully described and claimed.

In the accompanying drawings, Figure 1 is a plan view of the underfrarne of one half of the car. Fig. 2 is a central vertical longitudinal section throughone half of the car. Fig. 3 is a side view of the other half of the caij. .Fig. 4 is an end view of the car. Fig. 5 is a'transverse cross-section, the left-hand portioumbeing taken on the line 5 5 and the rightlhand.` `ortion on the line 5a 5a, Fig. l; and Fig. Gis perspective view of the end sill.

The inventioiiis' shown applied to an ordinary fiat-car;` butit will be understood that it is not limited thereto. The underframeis composed of "-inetallic center, side, and end sills, draft-sills,,body-holsters, and suitable cross-ties. 'Thefcen'ter sills preferably are channel-shaped structures, suchas the rolled channelbeams l, placed parallel to each other, with their anges' preferably projecting outwardly. The'flside sills also preferably are rolled channels@ of less depth than the center sills and placedwith their flanges projecting inwardly. *Both the center and side sills are reinforced by b ars 3 of L-shape cross-section and varyingqwidth, being deepest at their middle portions and tapering toward their ends. The vertical Webs of these L-shaped members overlap the webs of the longitudinal sills and are riveted thereto. The llanges of the L-shaped members applied to the outside sills preferably project inwardly, while those applied tothe center sills have their flanges preferably projecting outwardly. The L-shaped members attached to the center sills are reinforced by anglebars 4, riveted to the webs of the L-shaped members near their bottom and have their secured thereto.

horizontal flanges flush with the lower [langes on the L-shaped members. In this manner a ,truss-shaped girder is provided for both center and side sills.

The center sills project through and beyond the body-holsters 7 and 'have the draftsills 8 secured thereto between the body-bolsters and the end sills. The body-holsters comprise top cover-plates 9, bottom coverplates lO, side web-fillers 11, and center braces 12. The top cover-plates 9 pass through slots cut in the webs of the center sills and extend nearly to the side sills. Bottom cover-plates 1Q pass beneath the center sills and extend beyond the body side bearings 13, which are The side web-fillers l1 are so shaped at their ends as to tit neatly against the side sills and to provide suitable means for the attachment of the side sills thereto.

The draft-sills are of Z shape in cross--section and extend from the center sills to the end sills 15. They are of slightly greater depth than the center sills and have their webs bearing against the inner faces of the webs of the center sills and riveted thereto, with their upper flanges projecting inwardly substantially iiush with the upper flanges of the center sills and with their lower flanges projecting outwardly and lying underneath and preferably also riveted to the lower flanges of the center sills. The draft-sills are united to the end sills by connecting-angies 16 and are also connected by the transverse tie-plates 17 and 18. Draft-lugs 19 are riveted to the inner faces of the webs of the center sills. The end sill is of L-shape cross-section, the depth of the web and the width of the iiange 15a being variable. The web is deeper atits center than at the ends, and the flange is wider at the ends than at the center, the idea being to form the end sill of rectangular fiat plates of uniform width and throwing into the iiange to produce extra width the metal which is diverted from the web on account of its decreased depth. Openings or holes 20 are cut through the webs of the end sills near their centers at the lower side j ust above the flange 19 to permit the passage of the draw-bar shank. Budercastings 21 are attached to the end sills and servel as a partial support for the draw-bar IOO carrier,as well as striking-blocks for the drawbar horn. Draw-bar carriers 22 in the form of angle-bars are bolted to these castings. Reinforcing angle-bars 23 are riveted to the inner faces near the upper edges of the webs of the end sills and lie on top of the draft and side sills and preferably with their vertical anges projecting upwardly. These angles serve to support the end floor-planks, and the upwardly-projecting portions of the end sills and angles keep the door from shifting endwlse.

The underframe is tied together and rein; forced by two sets of

diaphragms

24 and 25. The diaphragms 24 are made of chan nel-bars and extend transversely and horizontally from center sills to side sills, being connected thereto by angle-pieces 26. The diaphragms 25 are pressed pan-shaped members having anges on all sides thereof,by means of which they-are riveted to the center and side sills. The flanges are cut away, as shown at 27, and the web slightly notched to receive the flanges of the side and center sills. A t-ie-v plate 28 lies beneath each set of diaphragms 25 and passes beneath the center sills and is riveted to the lower flanges of the diaphragms. Center braces or diaphragms 29 are placed substantiallyin line with the side diaphragms 24 and 25. These also are preferably formed from channel-bars and are united to the center sills by angle-pieces 30. If desired, the diaphragms 25 may have secured to their upper flanges cover-plates 3l,which pass through slots in the center sills in the same manner as the cover-plates of the bolsters.

The center sills have riveted to their upper lianges the cover-plate 32, which extends only to the bolsters. longitudinally of the car and rest upon the body-bolsters and transverse diaphragms, being secured to each by means of anglebrackets 34, riveted to the diaphragms and having the stringers bolted thereto. The wooden decking or oor is laid upon the longitudinal stringers 33 and extends from end sill to end sill. Stake-pockets 35 are riveted at intervals to the side sill, and push-pole pockets 36 are secured to the underframing. at the corners thereof. Diagonal braces 37, of

angle-iron, extend from the corners of the car, where they are riveted to gusset-plates 38, toward the center sills and bolsters and have their inner ends riveted to gusset-plates 39, which in turn are riveted to the top coverplates of the bolsters and to the webs of the center sills, being secured to the former by Wooden stringers 33 extend the same rivets which unite the cover-plates and webillers. Y.

The underframing described is very simple and strong. It is composed'of a smallnumber of parts, most of which can be made from commercial rolled or other shapes, thus avoiding the expense of special shapes.

What I claim as my invention, and desire to secure by Letters Patent, is-

1. In a metallic car-underframe, a metallic end sill of L-shape cross-section having its ange turned inwardly, said end sill having a hole cut in its web just above the flange for the passage of the shank of the draw-bar.

2. In a metallic car-underframe, a metallic end sill of L-shape cross-section having a web of varying depth and a bottom flange turned inwardly, said end sill having a hole cut in the web just above the liange for the passage of the shank of the draw-bar, and a reinforcing-angle applied to the inner' face near the upper edge of its web.

3. In a metallic car-underframe, the combination with the end sill comprising a metallic member L s'hape in cross-section having a bottom ange turned inwardly and having a hole cut in its web just above the bottom Hange, of a buffer-block attached to the end sill at its center and notched on its under side to register with the hole in the end sill, and a draw-bar carrier secured to said bu ffer-block and serving to support the draw-bar shank.

4. Ina met-allie car-underframe, a longitudinal sill comprising a member of uniform lianged cross-section, an angle member having a web of varying depth overlapping and riveted to the web of the flanged member, and a reinforcing-angle secured to said angle member.

5. In a metallic car-nnderframe, the combination with longitudinal sills comprising metallic members of uniform channel cross-sec- IOO longitudinal sills, and rivets uniting said dia- Y phragms to said longitudinal sills.

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

JOHN M. HANSEN. Witnesses:

WM. BIERMAN, ROBERT C. To'rTEN.