US848134A - Railway-car. - Google Patents

Railway-car. Download PDF

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Publication number
US848134A
US848134A US34511406A US1906345114A US848134A US 848134 A US848134 A US 848134A US 34511406 A US34511406 A US 34511406A US 1906345114 A US1906345114 A US 1906345114A US 848134 A US848134 A US 848134A
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United States
Prior art keywords
car
bolster
railway
center
sills
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Expired - Lifetime
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US34511406A
Inventor
Charles A Schroyer
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WILLIAM A GARDNER
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WILLIAM A GARDNER
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Application filed by WILLIAM A GARDNER filed Critical WILLIAM A GARDNER
Priority to US34511406A priority Critical patent/US848134A/en
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Publication of US848134A publication Critical patent/US848134A/en
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61F—RAIL VEHICLE SUSPENSIONS, e.g. UNDERFRAMES, BOGIES OR ARRANGEMENTS OF WHEEL AXLES; RAIL VEHICLES FOR USE ON TRACKS OF DIFFERENT WIDTH; PREVENTING DERAILING OF RAIL VEHICLES; WHEEL GUARDS, OBSTRUCTION REMOVERS OR THE LIKE FOR RAIL VEHICLES
    • B61F5/00—Constructional details of bogies; Connections between bogies and vehicle underframes; Arrangements or devices for adjusting or allowing self-adjustment of wheel axles or bogies when rounding curves
    • B61F5/02—Arrangements permitting limited transverse relative movements between vehicle underframe or bolster and bogie; Connections between underframes and bogies
    • B61F5/04—Bolster supports or mountings

Definitions

  • My-inv'ention relates to railway-cars, and has for its olbfjrect to provide the contraction of the nude ame of the car so as to permit the use of center sills of full width extending from end to end oi the car.
  • Figure 1 is a top plan view of the body-bolster of my improved car.
  • Fig. 2 is an end elevation, partly in section, of the underframe of the car at the bolster.
  • Fig. 3 is a transverse sectional detail on the line 3 of Fig. 2.
  • the body has been made shallow and extends in a straight line beneath the lower edges of the sills from one side of the car to the other and rests upon the center late and side bearing of the truck-bolster.
  • the center sills have been contracted in width at the bolster-line for the purpose of obtaining a suflicient space between the lower edge of the sill and the upper edge of the truckbolster for the desired width of the bodybolster, and in its construction the center sill has been limited to narrow widths. This in a measure weakens the center sills of the car where they pass over the body-bolster.
  • the bolster in this case being built up of a number of pieces with top and bottom. plates and spacing-plates between them, making quite a complicated construction and one dillicult to maintain.
  • Tllcsc longitudinal sills extend fromend sill to end sill of the car.
  • the bodybolster is formed of the casting I), having its ends in the same horizontal plane and its central portion depressed below the level of the end portions, as at (1. Cast integral with this portion 1) are side portions b extending from end to end of the bolster and forming These destrengthening-flanges therefor. pending sides or flanges embrace at their middle point a truck-bolster h, as clearly indicated in Figs.
  • the Ody-bolster is provided at its ends with gusset-plates e, sultably secured thereto by rivets e, and the longitudinal sills of the car 9 g are secured to this gusset-plate.
  • the body-bolster is also provided with suit--.
  • the body-lmlstcr may be curved to the extent desired in order to permit the use of center sills of the desired Width- ⁇ hail is, the curvature may be greater or less, according to the width of the center sills to be used.
  • the construction of my improved bolster and the parts of the underi'rame connected therewith will be readily understood without further description.
  • a railway-car having an underframc comprising longitudinal center sills extend.- ing fromcnd to end of the car, and a bodybolstcr having a depressed central portion to which the center sills are secured said bodybolstcr having also d wiiwardly-curved side plates.
  • a bolster havin its end portions in the same horizontal dp ane and its top central portion curved ownwardly. to form a depressed bearing for the center sills and downwardly-curved side plates integral with the top.
  • a body-bolster having 1 downwardly-eurved sides, seals fortlle center sides curved downwardly at their 1n id(llo sills of the ear, and a center plate, substanpoint, and a gaglvbolster extending between tially as (lese'ribed. the downwardly-curved portion of the sides.
  • an integral casting said casting comprising W. T. JONES, end portions, a depressed central pmtion, ANNIE C. (JOIIRTENAY.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Train Traffic Observation, Control, And Security (AREA)

Description

PATENTED MAR. 26, 1907.-
0. A. SCHROYER.
RAILWAY GAR.
APPLICATION FILED NOV. 20, 1906.
"UNIT D surges {AT-ENT- OFFICE.
CHARLES A. SCHROYER, OF OAK PARK, ILLINOIS, ASsIGNOR OF ONE-HALF 'lO WILLIAM A. GARDNER, OF EVANSTON, ILLINOIS.
RAILWAY-CAR.
Patented March 26, 1907.
Application filed November 26, 1906. Serial No. 345,114-
:To all whom it may concern} Be. it known that I, CHARLES A. ScHRoYER,
My-inv'ention relates to railway-cars, and has for its olbfjrect to provide the contraction of the nude ame of the car so as to permit the use of center sills of full width extending from end to end oi the car.
To this end my invention consists in the combinations and details hereinafter set forth and claimed.
In the accompanying drawings, Figure 1 is a top plan view of the body-bolster of my improved car. Fig. 2 is an end elevation, partly in section, of the underframe of the car at the bolster. Fig. 3 is a transverse sectional detail on the line 3 of Fig. 2.
As is 'Well known, in the construction of cars heretofore the body has been made shallow and extends in a straight line beneath the lower edges of the sills from one side of the car to the other and rests upon the center late and side bearing of the truck-bolster. n the ordinary construction of the steel car the center sills have been contracted in width at the bolster-line for the purpose of obtaining a suflicient space between the lower edge of the sill and the upper edge of the truckbolster for the desired width of the bodybolster, and in its construction the center sill has been limited to narrow widths. This in a measure weakens the center sills of the car where they pass over the body-bolster.
extended for their full width from end sill to end sill, the bolster in this case being built up of a number of pieces with top and bottom. plates and spacing-plates between them, making quite a complicated construction and one dillicult to maintain.
in my improved construction I provide a car-undcrh'ame having longitudinal sills a,
which may be of channeled metal oi any dosircd width. Tllcsc longitudinal sills extend fromend sill to end sill of the car. The bodybolster is formed of the casting I), having its ends in the same horizontal plane and its central portion depressed below the level of the end portions, as at (1. Cast integral with this portion 1) are side portions b extending from end to end of the bolster and forming These destrengthening-flanges therefor. pending sides or flanges embrace at their middle point a truck-bolster h, as clearly indicated in Figs. 2 and 3, and cast integral with the body-bolster is the center plate 0, having formed on its under side an annular recess 0, Whichfreeeives a corresponding annular projection k upon the center plate h, which center lateis secured to the truckbolster. The Ody-bolster is provided at its ends with gusset-plates e, sultably secured thereto by rivets e, and the longitudinal sills of the car 9 g are secured to this gusset-plate. The body-bolster is also provided with suit--.
able side bearings b, and the transverse and longitudinal strengthening-ribs 11''" b. The center sills of the car rest upon the upper surface of the depressed portion of the bodybolster and are suitably secured thereto by rivets e Ribs f are formed integral with the bolster at this )oint, these ribs extending longitudinally of the car, and the-center sills are secured to these ribs by suitable rivets c".
It will be understood that the body-lmlstcr may be curved to the extent desired in order to permit the use of center sills of the desired Width-{hail is, the curvature may be greater or less, according to the width of the center sills to be used. The construction of my improved bolster and the parts of the underi'rame connected therewith will be readily understood without further description.
I claim- 1. A railway-car having an underframc comprising longitudinal center sills extend.- ing fromcnd to end of the car, and a bodybolstcr having a depressed central portion to which the center sills are secured said bodybolstcr having also d wiiwardly-curved side plates.
2. In a railway-car, a bolster havin its end portions in the same horizontal dp ane and its top central portion curved ownwardly. to form a depressed bearing for the center sills and downwardly-curved side plates integral with the top.
b. In a railway-car, a body-bolster having 1 downwardly-eurved sides, seals fortlle center sides curved downwardly at their 1n id(llo sills of the ear, and a center plate, substanpoint, and a truclvbolster extending between tially as (lese'ribed. the downwardly-curved portion of the sides. CHARLES A SCHROYER.
5. 4. A bolster for railway-cars, composed of Witnesses:
an integral casting, said casting comprising W. T. JONES, end portions, a depressed central pmtion, ANNIE C. (JOIIRTENAY.
US34511406A 1906-11-26 1906-11-26 Railway-car. Expired - Lifetime US848134A (en)

Priority Applications (1)

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US34511406A US848134A (en) 1906-11-26 1906-11-26 Railway-car.

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US34511406A US848134A (en) 1906-11-26 1906-11-26 Railway-car.

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