US752478A

US752478A - Metallic underframe for railway-cars

Info

Publication number: US752478A
Authority: US
Publication date: 1904-02-16
Anticipated expiration: 1921-02-16

Description

No. 752,478. PATENTED FEB. 16, 1904.

A. -STUQKL METALLIC UNDERFRAME POR RAILWAY GARS.

No MODEL. APPLICATION FILED MAY 1B, 1903. 2 SHEETS-SHEET L ivf? OOO w do

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MEMBRE-1.63.16, 1904. VA. sT-UGKL METALLICU-N-DBRPRAMETOR RAILWAY GARS.

APPLICATION FILED MAY 19.41903. N0 MODEL.

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Patented February 16, -1904.

UNITED STAT-Es PATENT OFFICE.

ARNOLD s'rnom, oE ALLEGHENY, PENNSYLVANIA, ASSIGNOE 'ro STAND- AED STEEL CAR COMPANY, or rrrrsnnne, PENNSYLVANLA A oon- PORATION OF PENNSYLVANIA.

METALLIC UNDERFRAME FOR RAILWAY-GARS'- SPEGIFICATION forming part of Letters Patent No. 752,478, dated February 16, 1904.'

Application filed May 18, 1903. Serial No. 157,654. (No model.)

.To all whom it may concern:

ABe it known that I, ARNOLD S'rUcKI, a citizen of the United States, and a resident of Allegheny, Pennsylvania, have invented certain Improvements in Metallic Underframes for Railway-Cars, of which the following is a specification. p

The object ofmy invention is to so construct a metallic underframe for railway-cars that the same will possess a high degree of strength and rigidity in proportion to the weight ofmetal employed. This object I attain in the manner hereinafter set forth, reference being had to the accompanying drawings, in which- Figure 1 is a plan view, partly in section, of one-quarter of a metallic underframe for railway-cars constructed in accordance with my invention. Fig. 2 is a side elevation of the same. Fig. 3 is a longitudinal section on the line aI a, Fig. l. Fig. 4 is an enlarged transverse section on the line Fig. l. Fig. 5 is an enlarged transverse section on the line c '0, Fig. 1. Fig. 6 is a plan view, partly in section, of one-quarter of an underframe made in accordance with my invention, but differing slightly from that shown in Fig. 1; and Fig. 7 is a side view of said frame.-

Experiments have proven that atrussed carsill can be madelighter in 'weight for a given strength than other forms of sills, trussed sill meaning a structure comprising top and bottom members, the top member ordinarily being thrown in compression and the bottom member normally acting as a tension member. The old wooden sill with the vwell known truss -rod and turnbuckle proved the elliciency of this class of sill under normal conditions, and numerous forms of trussed metallic sills have 'of late years been proposed. One of the drawbacks of the trussed sill, however, is its lack of strength under end shocks, for in such vcase the tension member becomes slack and the compression member has all of the 1,work to do, and it has frequently happened that liat cars having trussed sills when running light and near the center of a heavy train llave been buckled' upward and broken in two, and although inverted truss-rods have at times been used with the view of overcoming this objection they have never proven successful. In carrying out my invention, therefore, I so construct the trussed sill that its tension member can also act as a compression member when it is subjected to abnormal conditions# such, for instance, as end shocks. The center sills and `side sills are constructed substantially alike, with the exception that the bottom member of the side sills is in some cases brought inwardly, so as to reduce the width of that portion of the frame which isnearest the track in order to adapt the car to conditions of road-bed, trestles, and tunnels which exist in many places.

Each sill consists of an upper member 1 and a lower member 2, said upper member 1 consisting by preference of a channel-bar and the lower member of an angle, although other shapes may be used which will afford the proper resistance to strains exerted in the direction of theirlength. The top and'bottom bars of each truss are connected by vertical Struts 3, disposed at appropriate intervals, the struts 3 of the side sills being bent inwardly, as shown in Figs. 4 and 5, because of the setting inward of the lower membery of the truss. The lower memberof eachtruss extends diagonally upward at each end, as shown at 2 in'Figs. 2 and 3, and is secured to the upper member preferably at the point where the body-'bolster 4 of the car is located, said lower members of each. sill, or, at any rate, of the center sill, being extended longitudinally beyond said bolster for a purpose described hereinafter.

The upperv members of the center and side sills areconnected to each other by transverse floor-beams 5, and the center sills are stiliened by short vertical sections of channel-bar 6 extending from one tol the other, so as to impart lateral rigidity to the frame, and .at .two or more points in the length ofthe frame I form across-bearer, consisting of abottom bar 7, extending completely acrosstheframe', this bar being secured to the bottom members of the sills Aand also tothe vertical struts of the Same.

Secured to the bar 7 and extending therewith each Hoor-beam or cross-bearer,-serve to.

keep all of the sills in alinernent and prevent the compression members ifrom buckling' sidewise under end shocks even Without the coverplate frequently employed on top of the cen'-U ter sills.

Each of the body-bolsters 4 is continuous and runs from one side sill to the other across the frame, such continuous bolster being used in order to obtain the necessary strength and stillness and to keep the car from riding on the side bearings. The continuous bolster of course necessitates that the center sill shall be interrupted at the bolster instead of running continuously from end to end of the car, short draft-sills 10 running from each bolster to the corresponding end sill. These short sills carry the draft-rigging and are subjected to very severe shocks and strains, making periodical renewals necessary, and this can be done without affecting any other portion of the carframing.

In order to strengthenthe connection be tween the draft-sills and the center sills and bolster, the extensions 2b of the bottom members of the center sills are carried longitudinally beyond the bolsters and secured to the draft-sills, so as to provide a connection therefor independently of the U-shaped plates 11 and angles 11, whereby said draft-sills are secured to the bolster. Similar U-shaped plates 12 and angles 12a secure the bolster to the top member of each center sill, and the side members of said U-shaped plate 12 are, by preference, carried downwardly, as shown in Fig.

' 3, so as to be secured also to the bottom member of each sill, thus increasing the security of the connection between the sill and bolster at the point where the greatest amount of strength is needed.

In the construction shown in Figs. 6 and 7 the bottom members of the trusses constituting the sills are located alongside of the top members and are connected thereto by means of interposed plates 13, 14, and 15, the plate.

14 constituting a web-plate, which can be eX- tended throughout any desired portion of the length of the truss and which is preferably provided with openings in order to reduce its weight, this web-plate taking the place of the vertical struts 3 of the trusses,'as shown in the other iigures of the drawings, and being calculated to stilen the truss, so as to reduce the deiection of the same under load. Theplate 15 is U-shaped and is substantially similar to the plate 12, butwith longer side' members, so as to provide more space for rivets; but the plate 13`preferably passes between the end of the bolster and the top member of the side sill, as shown in Fig. 6, thus forming a liner between the two which distributes over a larger area of the side sill the strains concentrated at that point.

Having thus described my invention, I claim and desire to secure by Letters Patent; 1.. A metallic underframe 'for railway-cars comprising trussed, center and side sills and transverse body-bolsters, the upper members of the sills being in the same horizontal plane as the bolsters, the upper members of the center sill abutting against said bolsters, thebottom member of eachtruss extending continuously from one bolster to the other, and the bottom member vof the center sill being in the same vertical plane as the top member, both the upper and lower members of each truss being secured to the bolsters and both members of each truss being constructed to resist longitudinal compression strains, substantially as specified.

2. The combination in a metallic underframe for railway-cars, of the trussed center and side sills, the floor-beams connecting the same and vertical lattice-trusses interposed between the sideand the center sills, substantially as specied.

3. The combination in a metallic underframe for railway-cars, of the trussed center and side sills, the lower members ofthe sidesill trusses being carried inwardly so as to reduce the width of the lower portion of the frame, substantially as specified.

4. The combination in a metallic underframe for railway-cars, of the body-bolsters, the trussed center and side sills, both having their upper members in the same horizontal plane as the body-bolsters, and the upper members of the center sills being in the same verticalv plane as the bottom members and abutting against said body-bolsters, short draftsills extending from the bolsters to the end sills of the frame, and means for connecting said draft-sills and both the upper and lower members of the trussed center and side sills lo dthe body-bolsters, substantially as speci- 5. The combination in :a metallic underfrarne for railway-cars, of the transverse bodybolsters, the trussed center and side sills and the draft-sills, the upper members of said center sills abutting against the body-bolsters but their under members being carried beyond the bolsters and secured to the draft-sills, substantially as specified.

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6. The combination in a metallic yunderthe draft-sills, the top members of the centerA tom members of the center sills being secured to the draft-sills, substantially as specied.

7. The combination in a metallic underframe for railway-cars, of'a transverse bodybolster, a sill abutting against the same, and a U-shaped plate whereby the opposite side members of said sill are secured to the bolster, substantially as specified.

8. The combination in a metallic underframe for railway-cars, of a transverse bodybolster with a trussed sill, and a vconnectingplate having portions secured to the bolster, and to both the top and bottom members of the trussed sill substantially as specified.

9. The combination in a metallic underframe for railway-cars, of atransverse bolster,

a trussed center sill, and a U-shapedl plate whereby the opposite side members of the sill are secured to the bolster, the side members of said plate being continued downwardly so,

as to be secured to the bottom member of the trusses comprising said center sill, substantially as specified.

10. The combination in a metallic underframe for railway-cars, of a transverse bolster, a side sill, and a plate interposed between the end of the bolster and the sill and secured to both, said plate havingportions projecting longitudinally in front and rear of the bolster so as to distribute the strain upon the sill, substantially as specified. k 11. The combination in a metallic underframe for railway-cars, of a transverse bolster, a trussed side sill, and a plate interposed between the sill and the end of the bolster, and secured to both, said plate having a portion projecting longitudinally in rear of the bolster and depending 'so as to be secured to the bottom member of the truss constituting the sill, substantially as specified.

' 12. The combination in a metallic underrame for railway-cars, of a transverse bolster, a trussed side sill, and a plate interposed between the sill and the end of the bolster, and secured to both, said plate having a portion projecting longitudinally in front and rear of the bolster, said rear portion depending so as to be secured to the bottom member of the truss constituting the sill, substantially ARNOLD sTuoKr.

Witnesses:

J osnrn HARPER, EDWARD WrNDLE.