US1663871A - Railway-cab hoof - Google Patents

Description

March 27, 1928.

W. E. WILLIAMS RAILWAY CAR ROOF Filed Feb.l5, 1926 3 Sheets-Sheet 1 March 27, 1928.

W. E. WILLIAMS RAILWAY CAR ROOF 3 Sheets-Sheet 2 Filed Feb. 15, 1926 March 7, 1928.

' W. E. WILLIAMS v RAILWAY CAR ROOF 3 Sheet est 3 6 2 9 l 5 l b e F d e l 1 F.

Patented Mar. 27, 1928.

UNITED STATES WILLIAM EBASTUS WILLIAMS, OF WILMETTE, ILLINOIS.

BAILWAY- CAR ROOF.

Application filed February 15, 1926. Serial No. 88,229.

My invention relates chiefly to freight box car roots but may be employed for other structures. The object of my invention is to provide a very strong, cheap, durable root and one that will stand all kinds of service without tearing or rupturing by the winding and twisting of the body of the box car due to uneven loading and to variations in the track surface, and at the same time make a in roof that does not require an internal sheathing for the support ot the rain shedding sheet. Further. to make a roof that can be adapted to housed with a lightweight sheet over ordinary carlincs used in the framing 1 of the box car.

Further, my invention also has for its object a desirable and efficient fastening for the running board saddle onto the roof body ot' the car.

Reference will be had to the accompanying drawings in' which Fig. 1 is a transverse elevational section of the roof of a car showing the root sheet on section 11 of Fig. 10. *ig. 2 is a plan of a portion of the roof across the car.

Fig. 3 is a plan view on a larger scale of the left end of what is shown in Figs. 1 and 2 where the carline and the roof sheet join the sideplate.

Fig. 4 is a vertical sectional elevation on line 1-1 of Fig. 10 through the cave section only of the car.

Fig. 5 is a similar view to that ofFig. 4 but showing a modified form of sideplate construction.

Fig. 6 an edge elevational view of my root sheet.

Fig. 7 is a plan view of the roof sheet on a larger scale than that shown in Fig. 6 and with a part of the root broken out in order to get both ends of a sheet within the figure.

Fig. 8 is a section on line 88 of Fig. 6.

Fig. 9 is a central transverse section on line 9-9 of Fig. 6.

Fig. 10 is a transverse View from carline to carline substantially on line 10-10 of Fig. 11 a sectional elevational view transversely of the running board and with the root sheet extending to what is a view from the right end of Fig. 10.

Fig. 12 is an elevational cross-section showing a wooden running board saddle.

Fig. 13 is an elevational cross-section through the running board showing the parts that are shown in Fig. 12 when wooden running board saddle is used.

In the drawing, see Fig. 4, the sideplate construction of the car is shown as a Z-bar having the lower extending leg 2 inside which the framing and sheathing of the car is fastened so that this leg 2 becomes the cave of the car in this form of construction. The web of the Z-bar indicated by 3 lies horizontally and forms a part of the roof sheathing surface, the vertical leg 4 of the Z-bar extends upward and the car-lines and the roof sheets are fastened to this leg, being, as it were, the modern standard adopted for freight carconstruction.

l/Vith my type of car roof and some other types of roofs there is provided an angle 5 secured by rivets 6 to the leg 4 of the Z-bar sideplate. The outwardly extending leg 7 of the angle 5 furnishes a means for securing the body of my roof sheet to the sideplate of the car. A specially constructed Z-bar, is shown in Fig. 5, which seeks to provide a sideplate of Z-bar construction having the horizontal web 8 inclined for better shedding of the water than is shown by the standard Z-bar having the horizontal web 3 of Fig. 4. With the Z-bar shown in Fig. 5 a flange 9 is made integral with the body of the Z-bar and thus dispenses with the angle 5 in the use of a roof of a type which requires a carline having an outward extending leg.

I prefer to make my carlines of I-beam section having the web 10, lower flange 11, and upper flange 12, and providing the I- beam at each end with a knee brace piece having stiifening flanges 13 and having vertically arranged web 14, and an inclined web 15 which latter web is underneath the lower flange 11 of the I-beam carline.

The web 14 of this angle knee brace piece is riveted by rivets 16 through the upwardly extending leg 40f the Z-bar sideplate and the inclined web 15 is riveted by rivets 17 to the lower flange 14 of my I-beam carline. In addition to riveting the web 15 to the lower flange 11 of the I-beam carline I 11 of the ll-bean'i and are turned over and become, as it were, additional rivets to seure the carline to the sideplate.

The upper flange? 12 of the lI-beam is curved dmvnwardly at each end and passes across and below the lower flange 141: and terminates in a downward end 19 see Fig. 4:. This curving down ward of the upper flange 120i the l-beam is thought about in two Ways; one o'l them by, cutting off the lower flange 1i and web shorter and then swaging down the web to permit oi the shape shown in the drawings but in place of this swagingalown operation I prefer to cut away the web in a curved form in the shape desired. to permit a bending down of the flange 12 to the position 19 as desired. The roof or coverin r-iheetitselt is made of a gal *anized steel sheet pressed into form as best illustrated by Figs. 7,, 8, and 9 and the sheet: extends ironreave to cave ot the car in an arched curved "term. This sheet is shop n in plan o'l. Fig; 7 wherein there is a central swell or bulge cma'ugalion 20 which is at its .ina imum height in the middle of the car as shown by the sectional View, Fig. 1.0,Land this bulge or corrugation, as some might preter to call it, tapers oil in the curved marginal portion 21 and tori'ninates at 522 while the valleys 23 on e: ch side retain the arch corresponding to approximately the lower flange Ill ot the l-bea'm carlinc and thus the valleys 23 will rest on the ridgepole asindicated. in Figs. 10, 11, 12, and. 13. Likewi e, when ,purlins are used these Valleys will rest on the purlins. llowcweiythe arch 't'oru and the depth 01": this corrugation 0r bulee ht) as eonioared to the rails s 23 are such, that the root sheet itself will sustain ltselt 'troni carhne to car-line because of the inherent strength lot this form. The hue load eapacity oteach sheet depends oi? course,, m the thickness of metal that is used for this sheet. The ed oi? the sheet at the central;portion of the root and extending on each side thereof for about hall. the d' tance between the running board and the carline is sluiwn in Fig. 9 wherein. there is; the flange w ich rests on the top of the upper flange 120i the TdJOEUIl, car-line and. there is a small inwardly projecting swell or curved inward projecting portion 25 which extends underneath this upper flange 12 of thel-beanrcarline. This portion 25 is in :tull form on each side of the centers but approximately. at the points 26, see Fig. 7, it begins to fade out ormerges at approximately the points 27 into the straight portion .28, asindicated in Fig.1 8 the flange 2 lremaininp: the same.

lathe assembling of the root sheets upon the earlines these inwardly projecting curved.portjionsfio are sprung down past t 1e edges oiithe upper flange 24 of the adp cenit l beam earlines and owing to the peculiar oosen shape and depth of the bulge or crown 20 and the Valleys 23 the roof sheet will s n'in "thisflringe 30 is hammered under as shown by 31, Fig. 4;. This underturned portion may extend as desired the whole width oi the sheet or only between the points and 33 in Fig. 7 and it will bcnoticed that between the points 32 and 33 and the edges 34- and 35 theroot sheet extends out a little further than the portion between the points 32 and 'lhepurpose of this arrangement is, that when a car body is given a serious twist or wind due to eccentric loading or wide Variation in the track surface the one sideplate will travel ahead or backward from a true opposite position and thus bring about a sort oi diagonal arrangement of the root sheet across the car. This diagonal movement, of course, is slight but sufficient to rupture the rooitin some instances, where the eorners or edges Sat. and 35 are secured to the sideplate. Thus, there is a little tearing strain on the turned down flange 30.

The flangeQ-it of the root sheet terminates at each end as is indicated by ill and thus this flange is absent over the curved ends of the upper flange 12 ot the I-beain earline.

The reason for the omission oi? this flange over this curved end is to allow a clearanci-i for a secure lit of the flange 24L oi the roof sheet into the main body of the cal-line withoutthe necessity of an exact lit over the curved nose of the ends of the carline.

On the top olthe upper flange 1E2 oi the I-beam carline and over the flanges 2t ot the roof sheet there is a cover strip 37 havinga no-rn'ial cross-section as shown at the left of Fig. 10 with downward extending flanges 38. These flanges 38 are retained in the shape shown in 10 from that portion of the carline from points 27 outward to the eaves while over that portion of the carline body and the root sheet where is the curved portion 25, these flanges 38 are bent inward as indicated by 39 at the right of Fig. 10. This bending; inward ot the flange 38, of course, taking place after assembling of the earlines and root sheets. This cover plate 37 extends over the ends oi. the carline downwardly as shown in Figs. 3 and at having the vertical portion 40 se cured by rivet through the lower end. 19 of the upper flange 12 ot the I-beain oarline. The flange 38 of the cover plate 87 is curved over atl the ends of the earlines as indicated by line 4 1, Fig. l, while the edge of the roojl sheet minus the flange 2t curved as indicated by 42, see Fig. 6 and shown in a dotted line in Fig. at. Thus the flange 38 of the cover plate 37 extends over the entire edge of the roof sheet from eave to eave and the roof sheet is held down in the center of the car not only by the portions 25 underneath the upper flanges 12 ot' the I'beam, but also by the tastenings ot' the running board saddle to the carline. While at the eaves the cover plate 37 is secured to the ends of the carlines by rivets thus holding down the root sheet at its edges at the eaves, ot' the car while the curved over flange 2-51 also holds the body of the roof sheet down onto the sideplate.

I secure the ridgepole 4,3 to the lower flange 11 ot the I-bea1n carline by bolts 4%, see Fig. 10.

The running board 45 secured by a eo1npound fastening composed of 3 pieces comprising suitable attaching bolts to, an iron plate t? and a U-shaped bracket 4-8 united thereto by rivets 49. This bracket 4L8 has a lower leg 63 secured by bolts 51 through both flanges ot' the I-beam and through the cover plate 37. In order to prevent leakage around the bolt holes through which these bolts 51 pass there is provided a packing piece of asphalt felt 52 lying underneath the portions (33 ot the U-shaped bracket 4.8. Not only that, underneath the heads of the bolts 51 1 place a metal washer on top of a soft metal washer 5st so that as bolt Si is tightened the soft metal washer will make a close tit into the lower leg 63.

Thus I insure against leakage around the bolt hole passageway.-

In order to enter the bolts 51 I provide an aperture 55 in plate at? and bracket piece 48 which aperture 55 is covered up by the. running board 45.

Underneath that portion oi. the cover plate. whereat there is fastened the running board saddle I provide a metal filler strip 56 see Fig. 10 which is slightly thicker than the thickness of the flange 24 of the root' sheet so that the main strain of holdingthe running board saddle onto the carline is taken up by this tiller strip 56.

Thus provision is made for a slight longitudinal yielding movement along the length of the carline by the edge of the roof sheet before the root sheet itself will tear which may be due to an extreme twist or wind in the car body. However, the spring of the root sheet itself is all that is normally needed to take care of any twist or wind of the car body due to unequal loading or variations inthe track surface and this spring of the sheet is permitted to take place by the peculiar shape of the root sheet itself. lVhen it is desired, to use a wooden running board saddle this sort of a saddle is shown in Figs. 12 and 13 wherein there is a wooden block saddle 57 which saddle straddles the cover plate 37 and the carline underneath it has projections down the sides indicated by 58. The block is riveted across by rivets 59 to prevent splitting and is secured to the carline by means of the bolts 60 passing through with their nuts on the inside of the car. The heads ($1 of these bolts are. in little re cesses in the top of the block 57 and these recesses are tilled with asphalt pitch after the bolts are in place which together with the covering of the running board 45 thus prevents leakage down, through, and around the bolt holes to the inside of the car, the running boards being secured to the saddle block 57 by the bolts 62.

In place of the saddle here shown, any suitable running board saddle may be applied with my root sheet and carline.

The relatively deep valleys and deep middle or central bulge of my root sheet are substantially corrugations of wide area and relatively deep as relates to each other as compared to corrugated iron generally and thus the sheet may be compressed across its width somewhat in the manner in which a coiled spring might be compressed or stretched as will be observed from the contour of the sheet as shown in Fig. 10. \Vhen the body ol the car is twisted by uneven loading or uneven track surface the sideplates do not lengthen or shorten as between the spaces of the carlines and thus no variation in the distance ot' the width of the sheets takes place. in the ends oi the sheet at the location of the. sideplates but: when the carlines, as it were, swing in advance, of a true right angular position as relates to the other side of the car then there does take place a compression in the width of the root sheet or the shortening of the distance between the carlines as compared with a direct longitudinal line and this compresses the root sheet across its width and in this movei'nent one end of the root sheet; is made to travel for ward or backward as relates to the other end and produces, as it were, a hinged action of the end of the root sheet at the sideplate. \Vhere the end flanges of my carline turn down vertically over the edge of the sideplate there would then be dangerot the tearing of the root sheet at the corners of the root' sheet on the sideplate. By making my flange 30 with clearance at each edge and fitting the sideplate at the middle of the sheet and with clearance at each end there is permitted this hinge motion without danger of rupturing the roof sheet.

Thus, by the springing ot the main body of the root sheet and this hinging action at the sideplates I secure a safe root against the tearing of the root sheet through the twisting action of the body of the car and at the same time provide a snug fit of the edges of the roof sheet with the edges of the carlines.

I have disclosed novel features in this applicationuwhieh arefalso disclosed in my co pending applications :Ser. .Nos. 86,817 and 96,529, and I expressly reserve the rightvto claim anyznovcltjy disclosed, but not claimed, herein in another co-pending application.

I claim- 1. In a roof of the class described, the combination with a car provided with carlines and sideplates, of a root sheet extending transversely of the car and having a relatively high central bulge portion, a rel atively deep valley portion on each side thereof and having its edges curved:upwardly and provided with flanges extending horizontally and adaptedto rest on top of the cal-lines, the ends of the sheet in the region of the sideplates terminating in a relative- ]y tiatsurface as "relates to the bulge, valleys and turned upedgesxot the sheet, the end flangesprojecting downwardover the edge of the sideplate at each end oi? the root sheet.

2. In a root of the class described in corn bination with 'two sideplates, a root sheet extending over the edge of a sideplate and provided with a downwardly projecting flange, said'flange fitting closely to the edge of the sideplatein the middle portion of the root sheet'there being a clearance space between the edge of the sideplate and said flange at each corner ot the root sheet.

'3. In a root structure of the class described, the con'il'iination with two sideplates, of one ormore carlines resting on the top ot the sideplates and having its ends curved downward. in a'rounded form over the edges ofthe'sideplates, a roof sheet having relatively deep valleys and a central bulge extending parallel with said carlinc whereby the main body of thesheet may be sprung wider or narrower by bending action of the body of the sheet lengthwise ot the sheet, substantially on the principle of a coiled spring, the saidsheet having horizontal flanges extending on the top ot the carline and the uptnrned'edges of the sheet adjacent to the carline fitting closely between adjacent carlines and a cover plate covering the horizontal. flangesolthe root sheet and extending over the earlines and curved down ward over the end of the carline.

4. In a railway car provided with a sideplate, a root sheet of the class described, having a turned over flange extending over the outer edge of the sideplate and said flange fitting the vertical edge of the side plate in the middle portion of the sheet and spaced from the sideplate at each of the sheet.

Ina car roof structure the'conibination with one or more I-beani carlines each haw ing its web vertically arranged oi a root sheethaving upturned edges approximating the depth of the ear-lines and also a central bulge portion substantiallyparallel with the over the top ot the car-line for ashort dis tance in combination. with a tiller strip on the top- 0f the carline-anjdbetween. the horizontal flanges of the root sheets the said filler strip being slightly thicker than the thickness of the flanges of the root sheet and lying between'the flanges and across the region underneath the running board saddle "for the purpose of limiting a positive solid connection oi the running board saddle with the top of the I carline.

In a root structre having carlines, roof sheets havingedges lying on top otthc carlines and a cover plate over each of the carlines and edges of the root sheets, a running board saddle composed of illllGtill plate supportedon brackets each of said brackets being bolted to-the top of a carline by bolts passing through acover plate, a strip lying between each of the cover plates and the top oi? the carline and extending between said edges ot' the root sheets, said strip heing' thicker than the metal of the edges of the roof sheets.

8. 11141 root, the combination with carlines, of aplurality ot root sheets, each of said sheets having lateral flanges terminating at a distance from each end of the sheet and supported on a top flange of a carline, a filler strip thicker than said rooit' sheet flanges interposed between the edges ottadj acent roof sheets, a. cover plate enclosing an edge of each of two adjacent sheets, the said tiller strip and the top flange ot a supporting cal-line, and a running board saddle secured to said car-lines by bolts pass ing through holes in said cover plate and filler strip.

9. In a ear rooflthe con'ibin-ation with one or more 'I-bealn c-arlines having vertically arranged webs, a pairof sideplates co-operating with said cal-lines to form a roof frame, a plurality of root sheets each fit tingsnugly between adjacent carlines and having a lateral flange overlappinga portion of an upper flange of a car-line, a central portion of each edge of said sheets curved under an edge of a roof tramemelnher, and eachsheet curved downwardly and away from the adjacent carhne to provide a relatively deep valley.

10. In a roof structure one or more car- IUD lines having a normally flat surface at the summit thereof and curved downwardly near each end, a roof sheet having a central bulge portion, lateral flanges resting on the top of the carline and a curved portion extending downward into a relatively deep valley on the side adjacent to the carlines and the ends of the said roof sheet likewise curved downwardly and near the margins merging into an approximately flat surface over each sideplate.

11. In a car roof structure of the class described a carline, a roof sheet having upturned edges terminating in horizontal flanges resting on and fitting to the top corners of the carlines, the ends of the carlines curved downward at the eaves of the car and the said horizontal flanges of the edges of the roof sheet cut awayat the curved ends of the carlines.

12. In a roof structure of the class described, a plurality of roof sheets and carlines, said root sheets having upturned edges of a width between the said edges substantially the width between adjacent edges of the carlines said roof sheets provided with a central bulge portion and deep valleys running across the car and adapted to be sprung transversely of the rool'- sheet and rigidly secured to the car at the central portions of the said edges only to accommodate by spring action the winding and twisting of of the body of the car.

13. In a roof of the class described having carlincs and roof sheets, said roof sheets turnishing the full covering for the car without interior sheathing and provided with horizontal flanges extending on the top of the upward corners of the carlines and provided with a valley at each edge of the roof sheet adjacent to the carline and with a central upward corrugation of a distance of relative, considerable depth adapted to allow for contraction and expansion by the springing action of the sheet itself across its width each of said sheets being provided with down turned terminal flanges, said flanges extending down over the edge of the sideplate and fitting the edge of the sideplate in the middle portion of the roof sheet and with clearance at the corners of the r001 sheet.

Signed at Chicago in the county of Cook and State of Illinois this 11th day of February, 1926.

WILLIAM ERASTUS WILLIAMS.

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