USRE12463E - Beissued mae - Google Patents

Description

, REISSUBD MAR.'13, 1906.

No. 12,463. e. I. KING.

UNDERFRAMING FOR BOX OAR-S.

P l A PLIGATION FILED FEB 12 1906 2 SHEETB SHEET 1 Elumzwlroz Q\ ink/ N0. 12 463. REISSU n I G. I. KING. E MAR 1a, 1906. UNDERFRAMING FOR BOX CARS.

APPLICATION FILED I'EB.12.1906.

2 SHEETS-SHEET 2.

@Vihwana UNITED sr rns PATENT OFFIGE.

GEORGE 1. KING, MIDDLETOWN, PENNSYLVANIA, ASSIG NOR. TO AMERICAN UAR & FOUNDRY COMPANY, ST.- LOUIS, MISSOURI, A CORPORATION-OF NEVK JERSEY.

UNQERFRAMING FOR BOX-CARS.

i No. 12,463.

Specification of Reissued Letters Patent. Reissued Mar. 13, 1906.

Original No. 678,573, dated July' 16, 1901. Application for reissue filed February 12, 1906. Serial No. 300304 To all whom it may concern/.-

Be it known that I, GEORGE I. KING, a citizen of the United States, residing at Middletown, Dauphin county, Pennsylvania, have invented a certain new and useful Improvement in Underframing for Box-Cars, of which the following is a full, clear, and exact description, such as will enable others skilled in the art to which it appertains to make and use the same, reference being had to'the accompanying drawings, forming part of this specification, in which Figure 1 is a, horizontal sectional view, part of the floor-decking being broken away to more clearly show my improved underfra1ning'. Fig. 2 is a sectional View on the line 2 2 of Fig. 1. portion of said underframin Fig. 4 is a sectional view on the line 4 4 0 Fig. 1. Fig. 5 is an end elevational view showing a portion of the end sill. Fig. 6 is a sectional view on the line 6 6 of Fig. 1, showing the bolster; and Fig. 7 is a sectional view on the line 7 7 of Fig. 1, showin the truss, intermediate supports for the sills, and nailing-strips.

This invention relates to a new and useful improvement in underframing designed particularly, though not exclusively, or use in boxcar construction.

The object of my present invention is to support the load of the car on a single girderlike structure, in which are included metallic members, usually designated-as the center sills of the car. This single center sill, in addition to supporting practically the entire load of the car, also forms struts for trussed structures arranged intermediate the bolsters, said trussed structures carrying some of the longitudinal sills ,or nailing-strips. The longitudinally arranged box-girder sill practically terminates at the bolsters of the car, he members thereof extending beyond said bolsters for supporting the draft-rigging. An end 'sill is provided to which. the draft. and side sills are secured, said end sill extending above the draft and side sills to'form an abutment for the transverselyarranged nailingstrip at the end of the-car, to which nailing strip or timber the end wall is secured.

The invention consists in the construction,

. arrangement, and combination of the several parts, all as will hereinafter be described, and

afterward pointed out in the claims.

Fig. 3 is a perspective view of a draw-bar.

In the drawings, 1 indicates channels having theirflanges presented outwardly, which channels are commonly known as the center sills, they extending from end to end of the car. These channels carry draft-rigging between their ends, as is well known, and consequently take up' and transmit the bufiing stresses communicated thereto. 7

2 indicates a casting arranged between the sills 1, and 3 the I-shaped members arranged on each side of said sill 1 opposite the casting 2. 4 is a top cover-plate, and 5 a bottom cover-plate. All of said .parts are approwhat is commonly known as the body-bolster. The 'bottom cover-plate 5 carries the usual center and side bearings.

To the ends of the web members 3 of the bolster are secured channels 6, said channels having their flanges preferably presented inwardlv, as shown more clearly in Figs. 6 and- ,7. These channels 6 serve practical y as slde sills.

Channels 6 have continuous or discontinuous angles7 riveted to their outer faces, whlch angles not only serve to strengthen the channels 6. but also afford a support for a wooden sill 8, which wooden sill serves as a na1hngstrip for the attachment of the side Walls 9 and floor-decking 10' of the car. This sill 8 is secured in position upon the angle 7 by the vertical, suspending-rods 11, which passtherethrough and through said angle 7, and, 1f de- ,priately attached together by rivets, forming sired, horizontally-arranged bolts maybe em pioyed for clamping the sill to the channel 6.

Channels 6 preferably extend. continuously the length of the car and are attached through suitable connection-plates to the end sill 12.

This end sill, as shown in Figs. 4 and 5, is made up of a channel whose flanges are presented outwardly,.the upper edge of said end sill extending above thechannels 1 and 6.

Pole-pockets 13 are preferably riveted to the ends of the end sill. The end sill is recessed or notched in its lower edge at about its center, as at 14 for the'reception of theshankof the draw-bar, and a casting '15,

stren'gthenedby suitable webs, is riveted to willie end sill, sa1d casting preferably extending below the end sill flush with thebottom flanges "of the channels 1, said casting being recessed to accommodate the shank of the By referring to Fig. 4 it will be seen that this casting is soshaped as to receive the bottom flanges of the end s1ll on each side of the recess 14, in addition to which said casting projects forwardly beyond fous said channels forming members of the Y. sters the channels have riveted to them top bodybolsterfand between these body-boland bottom cover-plates, (designated the numerals 16 and 1 7, respectively,) whichcover plates form with the channels a box-girder structure practically continuous between the bolsters; The to cover-plate 16 forms the compression member of the box-girder, while the bottom coverlate forms the tension member, and if the oad to be carried so demands additional cover-plates may be added, as required in reinforcement of the plates shown. This box-girder center sill is preferably stron enough to carry the entire weight of the carody and its contained load, being what mightbe termed the backbone of the car. While this construction results in an unusually-heavy center sill, it is very desirable on account of the extreme alternation of stresses to which this'member is subjected andlobviates the necessity for using small floor-beams, which have heretofore been em ployed, which beams extended from center to side sills, being'supported in position by numerous connection-angles.

.In order to support the 'side sills between the bolsters, I provide one or, more trussed structures, such as illustrated in Figs. 3 and 7. This trussed framing consists ofaflat plate or bar 18, which is riveted to the top cover-plate through the flan es of-the channels 1, said plate extending ownwardly and outwardly, the ends thereof being riveted to the bottom flanges of the side-sill members 6.

19 indicates one of thecompression mem bers of the trussed structure, which are riveted to the bottom flanges of the channels 1 and to the plates- 18 at points practically midway between the center and side sill members. 20 indicates the other compression member of the trussed structure, in the form of a chan nel-bar whose ends are riveted coincidently with the ends ofthe plate18 to the bottom flanges of the side-sill members 6, said channel 20 being also riveted to the bottom flanges of the 'channels 1. In addition to serving as one of the compression members of the trussed structure this channel-bar ZOalso serves to tie the side sills in. position and strengthens the entire framing.-

21 lndicaes a saddle or seat block riveted to the plate 18 for supporting the longitu-.

dinal wooden sill-nailing strip 22. If desired, a plate 22 (shown in otted lines in Fig, 7')

may be riveted to the top flange of the sidesill member 6 and to the plate 18 coincident with the 'point of attachment of the member 19. I

The structure above described forms what might be designated as acompound truss,

of which the box-girder center sill forms a central strut, affording considerable bearing area to the members 18 and 20. The weight applied through the sill 22 places the inner end of plate 18 in tension and the plate 19 in compression. The above statement is made disregarding the presence of the side-sill member 6, which side-sill member also transmits some of the load to the extreme outer end of the trussed framing above described and in so doing places the plate 18 in tension and the bar 20 in compression, (the upper end of said plate being in additional tenslon, due to the load transmitted through the sill 22..) If the plate 22 is present, it will serve to tie the upper edges of the sidesill members 6 in position against displacement from side blows. As shown in Figs. 1 and 2, I prefer to use two trussed framing s, which may be designated as supports for the side sills, said frames extendlng on each side of the main or center sill;

23 indicates nailing-strips for the floor-,

decking, which are arranged upon the boxgirder center sill, as shown in Fig. 7, said strips being held in-position in any suitable manner. The sills 22, heretofore referred to, a

While I-tha ve stated that the box-girder center sillis preferably capableof carrying the. weight of the car and its contained load between the body-bolsters, (orbetween trucks, as it is commonly termed,) it is obvious that the side sills and truss-frames herein describedYare-capable of and do, in .fact,

carry some-portion of the weight of the car and its load, which portion, however, is relatively small, being estimated at about twotenths, the box-girder center sill carrying the remainder, or eight-tenths, of the weight of the car and its contained load..

It will be observed from the drawings that the manner in which the box-girder center sill ismade and the way in which the trussframes are mounted thereon obviates the necessity to get at any portion of the interior of g the box-girder beam. all the rivets in my construction being driven from the exterior.

permit of the use of an intermediate sill of: good depth without requiring said sills to be notched at each truss-sup ort. This is desirable where the wooden SlllS are unsupported for a considerable distance, in the instance of the car shown in the drawings being over eight feet for a .thirty-four-foot car.

While I have shown the plate 18 as continuous from side sill to side sill, it is obvious that said plate can be widened at its connec tion to the center sill to provide room for a greater number of rivets, so as-to permit the plate to be discontinuous.

I am aware that minor changes in the arrangement, construction, and combination of the several parts of my device can be made and substituted for those herein shown and described without in the least departing from the nature and principle of my invention.

Having thus described the invention, what is claimed as new, and desired to be secured by Letters Patent, is y 1. In an under-framing for cars, the combination with body-bolsters and the center sill,

of a side sill attached to the ends of the bodyb'olsters, a truss-frame intermediate the body bolsters for supporting the side sill from the center sill, said truss-frame comprising a tension member in the form of a flat plate or bar, and a compression member in the form of a commercially-rolled bar; substantially as described. V v

2. In an underframing for cars, the combination with thebody-l'mlsters, of a center sill extending from bolster to bolster, said center sill bein capable of carrying the entire weight 0'. the car and its contained load, a

side sill attached to the ends of the bolsters,

and a truss-frame supported by the center sill intermediatethe bolsters, said trussframe supporting the side sill 'at its extremity and comprising a flat-plate tension member at-' tached to the under side of the side sill and the top of the center sill, and a commerciallyrolle'd compression member attached to the under side of the side and center sills; substantially as described. V

3." In an underframing fer cars, the combination with body-bolsters, ref side-sill members attached totlieemls of saidebolsters, a center sill, and trussed frames of the charac ter described for supporting said side sills intermediate the bolsters; substantially as described. i

4. In an underr'raniing for cars, the combination with body-bolsters, of side-sill rnem bers attached to the ends thereof, center sills supported by said holsters, truss-frames for supportin the side-sill members intermediate the bdlsters, and interrm-adiate sills which "are likewise supported by said truss-frames intermediate the bolsters 5.- In an underframing for cars, the combi nation with the center and side sills, of a metallic end sill projecting thereabove, and a wood en nailing-strip abutting against the upwardly-projecting edge of the metallic end sill; substantially as described.

- 6. In an underframing for cars, the combination with draftand side sills, of a metallic end sill whose upper edge projects above the same, and a wooden nailing-strip supported by the side and draft sills and abutting against the upwardly-projecting edge of the end sill, said wooden nailing-strip extending above said end sill to form a nailing-base for the end wall of the car; substantially as described.

nation with theibolsters, of a side-sill memher, an angle secured to said side-sill member beloW its upper edge, and a wooden sill supported by said angle and resting against the upper edge of the side-sill member; substantia ly as described.

8. In an underframing for cars, the combination with a side-sill member in the form of a channel 6, an angle 7 riveted to said channel at a point below the upper edge thereof, a Wooden sill 8 su ported by said angle and resting against tiie upper edge of the chan-- nel, and means for securing said sill 8 in position; substantiall as described.

9. In an under aming for cars, the combination with body-bolsters, of a center sill and side sills attached to said bolsters, a plate 18 attached to the upper edge of the center sill and to the lower edge of the side sill and a plate 19 attached to the lower edge of the center sill and to the plate 18 ata point intermediate the center and side sills, said plate 19 extending only to the plate 18; substantially as described. 1

10. I. an underframing for cars, the combination with the body-bolsters, of center and side sills attached to said bolsters, a plate 18 having its ends attached to the lower faces of the side sills, the middle portion of said 19 riveted to the-lower portion of the center sill and to the plates 18 at points between the center and side sills, and a tie-bar 20 extend ing from side sill to side sill, said tie-bar passing under the center sill; substantially as described.

bination with the bolsters, of center and side sills attached to said bolsters, and trussframes for supportin the side sills at oints intermediate the boIsters, said trussrames comprising a plate 18, plates 19, a channel 20, and tie-plates 22; substantially as described.

12. In an underframing for cars, the combination with the center and 'side sills, of a plate 18 extending from the upper edge of the I center sill to the lower edge of the side sill 7. In an underfrarning for cars, the combi-.

plate extending up. over the center sill, plates 11. In an underframing for cars, the com-- roo and riveted to each, a saddle carried by said plate for affording a seat for an intermedi ate'sill, and'a plate 19 riveted to the lower edge of the center sill andto the plate 18 at a point approximately beneath the saddle; substantially as described.

i j 13. In an underframing for cars, the combination with a center sill, of a side sill, an intermediate sill, and'a compound truss-frame lying in a transverse plane for supporting said side and intermediate sills; substantially as described.

14. In an underfrar'ning for cars, the'comw bination with the body-bolsters, of the boxgirder center sill supported thereby, channel .mately over the points of attachment of the plates 19 thereto, all of said parts being made of suitable metal, and wooden intermediate sills supported by said saddles; substantially as described.

15. The combination with a channel forming the main member of an end sill whose lower edge is notched or recessed to receive the shank of a coupler, of a casting riveted to said channel for strengthening the same around the notched portion, said casting. accommodating the bottom flanges of the chan- .nel on each side of the notch and projecting forwardly to serve as-a buffer; substantially.

as described. 1

16'. The combination with a channel-bar forming. the main member of an end sill which 1s notched in its lower edge to accommodate the shank of the draw-bar, a casting riveted to said channel and provided with Webs for strengthening the same, said casting having a notch or recess to accommodate the shank of the draw-bar,-"and a carry-arm removably secured to said casting; substantially as described. 1

17. Thecombination with a center sill, of a wooden sill 22 and plates 18 and 19 forming a truss-frame for sup orting thesill 22, the

' vertical axis of the s11 22 meeting the'line of intersection of the plates 18 and 19; substantially as described.

18. In a car, the combination with bodyv bolsters, of a center sill-supported thereby, and transversely-arranged truss frames on the center sill intermediate the body-bolsters for supporting the sides of the car substantially as described.

19. In a car, the combination with bodybolsters, of a center sill supported thereby, and laterally-extending truss-frames on each side of the center sill, said truss-frames being in approximately the same transverse plane, for supporting the sides of the car; substantially as described. r

20. In a car, the combination with bodybolsters, of a. center sill. supported thereby, T

and truss members secured to-the upper-and lower edges of the center sill and extending laterally in converging lines forsupportingthe sides ofthe car; substantially as described. In testimony whereof I hereunto aflix my signature, in the presence of two Witnesses,

this 29th day of January, 1906..

' GEORGE Ii KIN-G.

Witnesses:

JOHN H. FRANK, WM. A. GROLIL.

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