US933005A - Car-underframe. - Google Patents

Description

J. E. TESSEYMAN.

l GAB. UNDBRFRAMB-- APPLIOATION FILED .1.511.25, 1909.

Patented Aug. 31, 1909.

3 SHEETS-SHEET 1.

A TTOR NE Y,

J. E. TESSEYMAN, GAB. UNDERFRAME. APPL-IGATIQN FILED JAN. 25, 19-09.

3 SHEETS-SHEET 2.

Patented Aug. 31, 1909.

' ATToRNE-Y.

J. E. TBSSEYMAN.

CAR UNDERFRAME.

APPLICATION FILED 11111.25, 1909.

933,005, Patented Aug. 31, 1909.

WITNESSES.- INVENTOR.

' A TTORNE Y.

UNITED STATES PATENT oEEicE.

JOHN E. 'rEssEYmAN, orcoLunBUs, OHIO, AssIeNoE To' THE RALSTON STEEL CAR COMPANY,

or COLUMBUS, OHIO, A GORPORATION or OHIO.

CAR-UNDERFRAME Specification of Letters Patent. Patented Aug. 31, 1909.

Application led January 25, 1909. Serial No. 473,956.

To all whom 'it may concern:

Y into a oar underframe, retaining therein the wooden furring strips, end sill, and side sills. To accomplish this purpose it is necessary to provide connections between the furring strips and the metallic structure introduced, and also to provide improved means for seating the wooden side sills and end sills and bracing the same. By repairing a car with wooden parts in its underframe by the use ofmetallic parts as noted, much of the Old car can be retained and when adapted to the steel members introduced will last for a long time. 'On account of the height of the Old truck, it is apparent that the bottom line of the center sill can not be lowered into an alinement with the lower edge of the draft channels, and would maintain the usual distance from the center line of draft to the bottom of the draftl channels, this distance being a standard height; consequently it is essential to position the lower edge of the draft channels below the plane of thel lower center sill fia-nges. The constructionherein set forth is not primarily intended to be used in the original construction of a car, but has its chief application in repairing of old cars containing Wooden members in their underframes, and it isin this matter of repairing that my improvements hereinafter described find their chief use. It is apparent that my improvement may be embodied in new cars also and I do not intend to limit myself to the use thereof in making re airs.

The invention embodied 1n this applicationl comprises the method of splicing the draft sill to the center sill, improvements in bolster construction, means for supporting and attaching the furring strips to the men tal-'lic members, and construct-ions for seating the'side sill and the end sill and reinforcing' the' same.

In' the drawingswhich are hereto attached and hereby marde a part of this specification,

Figure 1 is an upper plan view of one of the car underfram'es; Fig. 2 is a. side"yiew of a center sill and draft sill connected`V thereto; Fig. 3 is a perspective of a draft sill and center sill and a bolster in place thereon; Fig. 4 is a detail of the bracket used for mounting the furring strip; Fig. 5 is a detail of the angle back-stopfer the end sill; Fig. 6 is a section .through a car having my improvements therein taken through the underfr'ame along the line A-A of Fig. l.

Referring to the drawings in which thev same numeral indicates the same part throughout, 1 is a center sill which .is pierced at 2 to receive the top cover plate 4 of the bolster construction; the `bolster is made up preferably of the pair of diaphragms 5 and 6 spaced apart back to backen each side of the center sill, to which they are secured at their inner ends vat 7 the flange 8 on the diaphragmsA being continuous around the upper, inner and lower edges thereof, and being appropriately curved at 9 to fit snugly over the lower fla-nge 10 of the center sill. At the` outer end each of the bolster diaphragms is -left open as clearly appears at l2. Seated upon the outer ends of the diaphragms is a Z-plate 13, adapted to have one of its fianges 14 resting upon the upper fianges 15 16 of the diaphragms and secured thereto by bolts or rivets as shown at 17 the lower flange lv18 of the Z-plate 13 is provided with holes 19, and forms the'v seat for the side sill member 20, which is ,secured by means of appropriate bolts to the seat 18. The bolster is provided with a lower cover plate 21 which extends beneath the center sill and is appropriately secured tofthe lower flange 22 of the diaphragm and also to the lower flange 10 of the center sill; it will be understood that the construction of the bolster on the opposite side of the other center sill is thesame as that yshown in Fig. 3, and is not further described for that reason.

In Fig. r1 is shown a furring strip 23 eX.- tending from the center sill. to the'side sill; it is appropriately secured in the side sill', and at its inner end is mounted upon the lower flangel 24 of theVZ-plate 25, and is appropria'tely secured thereto; vthe Z-plate is suspended by its upper 'flange 26 from the centers illf. Thel furring strip' 27 extends from the furring'stri'p 23.150 the' end sill 32, being gained out at the point where it crosses thebolster, so as to bring the upper surface of the furring strip into the proper "horizontal plane; at the point ,where the furring strip 27 is cut for application to the bolster it is weakened, and to `provide a support at this point, the Z- plates 28 and 29 on opposite sides of the bolster are used, the lower flange of the Z-plate underlying the lower; surface of the furring strip andthe upper flange thereof being secured upon the bolster, and as appears in Fig. 3, yto the upper flange of the diaphragm. Thus the Z-plate is made to t the cut-out in the furring strip, and gives adequate support thereto. The outer end of the furring'strip 27 is appropriately securedlin the end sill 32.

Draft sills 30 and 31 are-provided having their outer ends sheared vertically and bent laterally to form seats as @shown at 31 for the end sill `2. A top binding plate 33 is secured tothe upper flanges of the draft sills, and its outer edge preferably .is placed flush with the ends of the draft sills at the pointswhere the same have lbeen sheared..

To act-as back-stops and supports for the end sill, I provide 4the angler plates 34 and 35, which are riveted or otherwisesecured to the inner faces of the ydraft sill webs, and presenta broad surface' for engagement with the end sill.

In order that the draft sill may be spliced to the center sill and retainthe flanges on' each at their vpoint of junction .for some distance, so that these flanges may overlap and add strength to the union, I compress verticallythe inner end of each draft sill so that the top and bottom flanges 36 and 37 thereon are brought closer together and yet permitted to lie in a horizontal plane, parallel with .the original plane of the flanges. This compression forms shoulders 88 and 39 as shown, and the end of the upper flange 40 of the center sill abuts against the shoulder 38, while the end of the lower'flange'lll-of lthe center sill abuts against the shoulder 39. This abutting relation is effective in taking up end stresses. Th'e overlapping portions of the draft sill and center sil are thereupon securely riveted as shown aft 42. The top cover plate /43 of the center sill is extended continuously transversely of the bolster and across the union of the center sill and draft sill and is securely riveted to both of these latter members through the openings shown at 44 and 45; reference to Fig. '2, will dis-A close the fact that the top cover plate 43 is not bent or in anywise distorted-in passin over the line of union of the draft sill an the center sill for the apparent reason that the exposed ortion of the upper flange of the draft sill) lies in the same horizontal plane as the upper flange ofthe center sill. The construction just described is adapted to the repen of cars, but has been so devised that the wooden side sills and end sill and furl-ing strips may be retained and utilized;.

at the saine time the members inserted for repair purposes have been so constructed as toadapt themselves to the line of center draft, which was fixed when the old car was constructed, and also to the height of the truck and lower line of the center sill, which were fixed in the old car and which must be maintained therein,and to which accordingly all repairs must beV adapted. My im! proveinents herein described therefore render it possible torepair a car with metallic repair parts, at the same time utilizing the parts of the old wooden, construction which are still available, and thereby providing a car whose period of usefulness is greatly eX- tended. A l w l` do not desire to confine myself to the specific construction of the parts herein disclosed and described, but desire to avail my-` self of all the changes which are within the scope of the appended claims.

' fhat I claim is:

1. In a car underframe, av center sill, and a draft sill having its inner end compressed vertically and secured to said center sill. u

2. In a car underframe, a center sill,.a

draft sill having its inner end'compressed vertically and applied to said center sill byy overlapping the same,` and secured thereto.

3. In a car underf-rame, a center sill, a draft sill having its lower edge provided with a continuous flange and compressed vertically at its inner end and applied to said center sill 'by overlapping the same and be- Iing secured thereto.

4. In a car underframe, a center, sill having an upper lateral flange, a draft sill having its upper flange arranged in aA horizontal plane withfthe said flange of the center sill, said draft sill being compressed vertically at its inner end whereby said flanges are brought into overlapped relation at their ends, and a cover plate applied to the said center sill and draft sill and secured to the said' flanges.

5. In a car underframeJ center sills, draft sills applied thereto having their flanged surfaces compressed to-be inserted between the flanges on said center sills to cause the upper flanged surfaces of said sills to lie in a continuous horizontal plane, and a cover plate applied to said center sill and draft sill channels.

6. In a car underframe, a center sill, a

draft sill having a depression formed both in its upper-and lower faces adjacent` to its inner end to reduce the same for insertion between the yflanges of the center sill, a'

draft sill are caused to lie` in the same horizontal plane, means for securing said channels together, and a coverplate applied to` draft sill' reduced at-its inner end by compressing the same for insertion between the Hanges of said center sill, means for securing said sills together, whereby their eX- posed upper flanged surfaces lie in a horizontal plane, shoulders formed on the upper and' lower surfaces of said draft sill against which the ends of the flanges on said center sill abut, and a cover plate adapted to be applied to the upper surfaces of said sills and secured thereto.

S. In a car underframe, a. method of splicing draft sills to the center sills comprising the reduction of the inner end of the draft sill by vertically compressing the same, then inserting 'said reduced end between the flanges on said center sill to` cause the exposed upperiianges of said sills to lie in the same horizontal plane, then securing said sills together through their overlapping parts, and applying a cover plate thereto.

In a car underframe having a center sill and a body bolsterconnected therewith,

a side sill, a Z-plate seat member mounted on said center sill and afurring strip `secured at one end to saidside sill and having its other end mounted on said seat member and secured thereto.

l0. In a. car underframe having 'a center sill, a body bolster and an end sill, a Z-plate seat member suspended from the upper face of said body bolster at each side thereof, a-

furring strip out away throughout aportion of its length `and appliedto said bolster transversely and supported on said seat members. i

llfIn ay car underrame, a center sill, a draft sill having its inner end compressed verticallyand secured to said center sill and having its bottom flange located in a horizontal plane below the bottom flange of the center sill. v

In testimony whereofl aix my signature in the presence of two Witnesses.

JOHN E. TESSEYMAN.

. Witnesses:

ANTON BECKER, E. J. CULVER.

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