US953176A

US953176A - Railway-car.

Info

Publication number: US953176A
Application number: US52159909A
Authority: US
Inventors: John O Neikirk
Original assignee: Individual
Current assignee: Individual
Priority date: 1909-10-07
Filing date: 1909-10-07
Publication date: 1910-03-29
Anticipated expiration: 1927-03-29

Description

J; O. NEIKIRK.

RAILWAY GAR.

APPLIOATION 211,21) 0011.1, 1900.

953,176. Patented Mar. 29, 1910.

2 8HBBTS-SHEET 1.

WITNESS-E51 J. 0. NEIKIRKL RAILWAY GAR.

AP PLIOATIOK FILED OUT. '7, 1909.

Patented Mar. 29, 1910.

2 SHEETS-SHEET 2.

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INVENTDR \MTNEEEEEE I JOHN D. NEIKIBK, OF MORGAN PARK, ILLINOIS.

RAILWAY-GAB.

Specification of Letters Patent.

Patented Mar. 29, 1910.

Application filed October 7, 1909. Serial No. 521,599.

To all whom it may concern:

Be it known that I, JOHN O. NEIKIRK, a citizen of the United States, residing at Morgan Park, in the county of Cook'and State of Illinois, have invented certain new and useful Improvements in Railway-Cars, of which the following is a specification.

The object of my invention is to improve the structure of steel cars, the invention relating more particularly to the underframe and side stakes and the relation thereof to other parts of the car.

The particular objects and nature of the invention will clearly appear from the following description, taken in connection with the accompanying drawings, in which Figure l is a slde View of a car embodying my invention, the central partof the car being broken away to make the view more compact. Fig. 2 is a plan view corresponding to Fig. 1, certain parts being broken away at different points to show the structure more clearly. Fig. 3 is a cross section entire line 3-3 of Flg. 2. Fig. 4 is a cross section on the line 44, of Fig. 2. Fig. '5 is an enlarged plan view of part of the car adjacent one end, certain parts of the structure being broken away. Fig. 6 is a section on the line 6'-0 of Fig. 5, looking in the direction of the arrow. Fi 7' is an enlarged view corresponding to Fig. 4 and showing part of the underframe. Fi 8 is an enlarged View corresponding to Fig. 3,

and also showing part of the underframe.

My improved car comprises an underframe having a center sill extending continuously from one end sill to the other, together with diaphragm cross members and side stakes of a form described below.

The center sill comprises a vertical web 1 which extends continuously from one end sill to the other. Between the bolsters the central web 1 is of full depth but just beyond each bolster the lower part of the central web is cut away, primarily for the purpose of making room for the draft rigging. The depth of, the central web between the bolsters and beyond the bolsters is clearl shown in Figs. 8 and 7 respectively, as well as in Figs. 3 and 4. Between the bolsters the center sill, taken as an entirety, comprises a central web having at the upper edge outwardly extending flanges and at the lower edge flanges which extend outwardly horizontally on each side, the edges of said lateral flanges being turned down vertically at their outer extremities.

The up er flanges consist of angle irons 3,

these ang e irons being secured to the central web 1 and to each other by a single set of rivets, each rivet passing through both of the angle irons and the central web. The angle irons 3, like the central web 1, extend continuously from one end sill to the other. The lower flanges between the bolsters consist of Z-bars 2 having their flanges disposed in vertical lanes and their webs directed outward horizontally from the central plate 1. The Z-bars 2, like the channel irons 3, are secured to each other and to the central web 1 by a single set of rivets passing through all three of the members referred to.

Between the bolsters and end sills, the lower flanges of the center sill consist of W- bars 4, the upper flanges of which lie against the sides of the central web 1 and are secured thereto and to each other by a single set of rivets, as in the case of the other flan es referred to above. As above stated, the c e th of the center sill is reduced at this point y cuttin away its lower part. The W-bars are pre erably of right an lar section and their upper webs exten horizontally outward from, the lower edge of the central web 1 of the center sill; the lower webs extend downwardly vertically, and the lower flanges extend outward vertically. By means of this arrangement, a rectangular housing is formed for the draft gearing. The cross members of the car are formed of diaphragms 12 preferably made of ressed steel. Each diaphragm 12 is flange at its inner edge and secured to the web 1 of the center sil by means of rivets, the same rivets passing through the flanges of opposite diaphragms and through the central web 1 of the center sill. I have shown the flanges of the cross members 12 oppositely directed for the purpose of avoiding the necessity of constructing right and left diaphragm cross members. The web of each diaphragm extends outwardly beyond the car side and the projecting end is provided with a flange 13 lyin parallel to the side of the car. --The side sta es consist of Z-bars 14 having their flanges lyin parallel to the side of the car. The web an outer flange of each side stake conform to the projecting end of the adjacent cross member and are riveted respectively to the web and flange thereof, and the ioo webs of the cross members 12 are preferably cut away at their inner corners as indicated at 18 to afford clearance for the angles 3. As will be apparent from the foregoing, the general form of each half of one of the cross members is that of a central webvhaying top, bottom and inner flanges bent in one direction and an outer end flange bent in the opposite direction.

The cross members may be provided at the top with cover plates 11 extendin across the car, and I have shown the b0 ster as provided with an under cover plate 10 consisting of a channel with upwardl directed flanges. A gusset plate 6 rein orces the junction of the center sill and bolster and lower flange of the Z-bar being cut away at the point of junction with the bolster, to the lower flange of the W-bar i and to the lower flanges of the cross members 12 of the-bolster. The center plate 5 is secured by rivets beneath the gusset 6. Thejunction of the W-bars 4 with the end sill 20 is reinforced by flanged gusset plates 21 riveted to the said parts. The end sill 20 is provided with an aperture 'at 23 for the draw-bar.

I claim:

1. In a car, a center sill comprising a central vertical web, flanges at the upper and at the lower edges of said web, said lower flagges comprising Z-bars secured to said we 2. In a car, a center sill comprising a central web, upper flanges formed of angles riveted to said central web, and lower flanges formed of Z-bars having one flange of each Z-bar riveted to said central web.

3. In a car, a center sill comprising a central web, oppositely disposed angle bars ex tending along the upper part of said web and secured thereto and to each other by a single set of rivets, and Z-bars extending along the lower part of said central web and also secured to eachother and to said central web by a single set of rivets.

t. An underframe for railwav cars comprising end sills, and a center sill extending continuously from end sill to end sill, said center sill comprising a vertical web with upper and lower flanges, said lower flanges corgprising Zbars secured to said central we 5. An underframe forcars comprising end sills, bolsters, and a center sill extending continuously from end sill to end sill, the part of said center sill between said bolsters is secured to the web of the Z-bar 2, the

comprising a vertical web with upper and lower flanges, said lower flanges consisting of z-bars secured to said web.

6. An underframe for railway cars comprising end sills, bolsters and. a center sill, said center sill. comprising a central vertical web extending from end sill to end sill, andupper and lower flanges, the lower part of said central web beyond the bolsters being cut away, said lower flanges between the bolsters consisting of Z-bars secured to each other and to said central web by a single. set of rivets. Y

7. An underframe prising, end sills, bolsters and a center sill, said center sill comprising a central vertical web extending from end sill to end. sill, and

' upper and lower flanges, the lower part of said oentral web beyond the bolster being cut away, sald lower flanges beyondthe bolsters consisting of W-bars secured to said central web and to each other by asingle set of rivets.

8. An underframe'for railway cars comprising end sills, bolsters and a center sill, said centef cal web extending from end sill to end sill, and upper and lower flanges, the lower part of said central web beyond the bolsters being cut away, said lower flanges between the for railway cars comsill comprising a central vertibolsters consisting of Z-bars secured to each other and to saidcentral web by a single set of rivets, and said lower flanges beyond the bolsters consisting of W-bars secured to said central web and to each other by a single set or rivets.

9. An underframe for railway cars com prising end. sills bolsters, and a center sill, said center sill comprising a web extending from end sill to end sill, and upper and lower flanges, the lower part of said central web beyond the bolsters being cut away, said lower flanges between the bolsters consisting of Z-bars secured to said central webj 10. An underframe for railway cars comcentral vertical prising end sills, bolsters and a center sill; I said center Slll comprising a central vertical web extending from end sill to end sill and upper and lower flanges, the lower part of said central web beyond the bolsters being cut away, said lower flanges beyond the bol sters consisting ofW-bars secured to said central web.

11. An underframe for railway cars com prising end sills, bolsters and a center sill, said center sill comprising a central vertical web extending from end sill to end sill, and upper and lower flanges, the lower part of said central web beyond the bolsters being cut away, said lower flanges between the bolsters consisting of Z-bars secured to saidcentral web, said lower flanges beyond the bolsters consisting of W-bars secured to said central web.

I beyond the car sides, and Z-bar side stakes,

12. A railway car comprising sides, an

underframe having a center sill and diaphragm cross beams, a flange at the inner end of each cross beam secured to the center sill, the webs of said cross beams projecting v its inner 'end tothe center sill and at its outer end projecting beyond the car side and having 'an end flange parallel to the car side, Z-bar side stakes, each. having one flange secured to the car side and the other secured to said end flange of one of the cross beams.

14. In a car, an underframe, sides and side stakes, each side stake comprising -a Z- bar-having its flanges arranged parallel to the car side and i"d1rectly connected to the -car side and underframe respectively.

15. In a car, an underframe, sides and side stakes, each stake comprising a Z-bar having one flange secured to'the car side and '-the other flange and Web secured to the underframe.

In testimony whereof, I have subscribed my name' JOHN O. NEIKTRK. Witnesses:

G. F. MoI-Itrorr, W. J. RYAN.