US1730035A - Railway-car-frame reenforcement - Google Patents

Description

Oct. 1, 1929.

w. a GREGG RAILWAY CAR FRAME REENFORCENENT IDI/enfok Patented Get. 1, 1929 r: 5' a: ET

WILLIAM BURR GREGG, OF HACKENSAGK, NEW JERSEY, ASSIGNOR TO THE GREGG COMPANY, LTD., OF HACKENSACK, NEVI JERSEY, A CORE'ORA'IION OF YORK RAILWAY-CAR-FRAME REENFOBGEIVEEN T Application filed. May 12,

This invention relates to the construction of railway cars and has more particularly to do with a means of reenforcing the car frame against breakage or distortion above the pedestal.

It is well known that in railway cars of the type shown, particularly in small cars, such as a cane car or one in which the pedestals are directly attached to the car frame, certain unevenness in the tracks will cause extraordinary twisting in the frame structure. This is most noticeable when these small cars are used on light portable tracks laid through sugar plantations or the like, the extensive ballasting of the road-bed not being feasible. At such times, the twisting and turning as well as other direct stresses of loads so affect the car frame structure that it soon becomes unstable, and unfit for further use. It often shortens the life of a car so much as to make reenforcing bracing of the utmost importance.

It is'an object, therefore, of this invention to provide a means for bracing the car sills at the point of greatest strain to reduce the efiect of torsion and twisting that come into play during the use of the car and to do this reenforcing without greatly increasing the cost of the car.

It is a further object to provide a reenforcing means to brace the side sills adjacent the ends thereof and over the pedestal at which point the unusual strains are most effectively counteracted.

A further object of the invention is to brace and reen'force the car sills with a substantially imperforate plate which, due to its strength will adequately brace the car from uneven operating strains and, because of its size and location, will better protect the pedestal and journal box from dbris falling thru spaces in the floor, such as slat floors.

Further objects and advantages of the invention will appear from the following description of the drawings which illustrate one form of embodiment of the invention, and in which:

Fig. 1 is a top plan view of a car floor,

1927. Serial no. 190,730.

partially broken away to show thelocation of the parts comprising this invention.

Fig. 2 is a side elevational view of the car shown in Fig. 1.

Fig. 3 is an end detail of the portion of the car frame showing the adaptation of my invention and i Fig. 4 is a perspective view of the bracing plate. I

The railway car chosen to best illustrate this invention is a cane car 1 of the type to be used on branchor plantation tracks such as, for example, a light portable track through uneven country in which extensive ballasting is impractical. In this car, the wheels 2 are rigid with the axles 3, rotating in the journal boxes 4 which are resiliently, and slidably retained in the pedestals 5. The pedestals 5 are directly under and support the reenforcingplatcs 10 which are attached to the transverse or lateral frame members 7 extending across the car frame anol'also attached to the pedestal sills 11 and side sills 12 at each side of the car frame.

The reenforcing plates 10, which may be of rectangular shape, are attached at the ends of the lateral frame members 7 and between the side and pedestal sills 11 and12 by means of rivets, bolts or the like, one over each pedestal. The upstanding lateral pedestal braces 13, extending outwardly and upwardly from beneath the pedestal 5, are fastened to the edge and under the side sill 12 also by rivets or bolts, to reduce unusual side and weight stresses. .A single longitudinal brace 14 extends beneath the pedestals on each side of the frame'and is bent upwardly and attached to the pedestal sill 11 to brace the ournal box pedestals against longitudinal strains and tie the legs of the pedestals together.

The operation of the plates 10 is thus seen to reenforce both the longitudinal side sills 12 and pedestal sills 11 as well as the transverse or lateral frame members 7 and, together with the customary longitudinal and lateral pedestal braces, solidly secures all of the various members near each corner of the car together, effectively reenforcing and bracing the car against weaving and warping at thls polnt and damplng any tendency toward distortion at the point where distorting strains from the car wheels are transmitted to the frame.

Beside reenforcing the frame members, by placing the plate 10 over the pedestal, the size of the plate is such that it effectively prevents any dbris from dropping through the floor which is frequently of wood or spaced slates onto the journal box immediatelv beneath. It is thus a desirable protection of the Working parts which not only include the journals but the slides in which the journal bOX moves in the pedestal.

The advantages of this invention areapparent and such strains as overloading, uneven tracks or derailment, which normally destroy the rigid construction of the car frame, are taken care of at the point of greatest effect, where the pedestal is attached to the frame.

\Vhile I have shown one form of embodiment of the invention, I am aware that various modifications might be devised that are within the scope of the invention and I thus desire protection on the spirit of the invention within the scope of the appended claims. The description of the invention applied to light cars for cane or the like is to be taken as illustrative and not as limiting the invention to this class of cars as the invention is also applicable to heavier and larger cars.

What I claim as my invention is 1. In a structure of the class described, in combination with a car under-frame having end, pedestal and side sills, a separate plate of suitable material permanently secured to, and forming a part of the under-frame, and located in a position between the top surface of a pedestal and the sills of the said under-frame, and secured at its edges to said pedestal and side sills. I

2. In a structure of the class described, in

combination with a car under-frame having end, transverse, pedestal and side sills, a plate of suitable material secured to, and forming a part of the under-frame, and located in a position between the top surface of a pedestal and the sills of the said under-frame, and secured at its edges to said transverse, pedestal and side sills.

3. In a structure of the class described, in combination with a car under-frame having end, pedestal and side sills, a reenforcing plate, separate from the pedestal member, permanently secured to the side sill and extending therefrom to the adjacent pedestal sill, to which it is attached in position between the base of the said sill and a pedestal member.

4. In a structure of the class described, in combination with a car under-frame having end, pedestal and side sills, a plate of suitable material, separate from the pedestal member, permanently secured to the underframe of a railway car in position to bear upon and afford lateral bracing for a pedestal member.

5. In a structure of the class described, in combination with a car under-frame having end, pedestal and side sills, and lateral frame members, plates of suitable form secured to the lower portions of the said pedestal and side sills at points above the pedestal member and having inner edge portions secured be tween the pedestal tops and the said pedestal sills, and forward and rear edge portions secured to lateral frame members. i

6. In a structure of the class described, in combination with a car under-frame having end, pedestal and side sills, plates of suitable form, separate from the pedestal member, secured between the said under-frame and .the top of the pedestal members and extending outward therefrom to other points of attachment on the said frame, and brace members extending from the outward extremities of the said plates to the bottoms of the said pedestals.

7. In a structure of the class described, in combination with a car under-frame having end, pedestal and side sills, a quadrilateral plate of suitable material secured at its outer edge to a side sill, and at its inner edgeto a pedestal sill, and with its end portions secured to transverse members of the said under-frame, the said plate located at a point directly above a pedestal member and bracing members between the bottom of the pedestal member and the outer edge of the said plate. I

8. In a structure of the class described, in combination with a car under-frame having end, pedestal and side sills, at least two quadrilateral plates per under-frame secured at the side edges to the sill members of a car under-frame, and at the ends to cross members thereof, and resting on the inner portions between the top surfaces of the car pedestals and the pedestal sills, and bracing members from the outer extremities to the bottom of the saidpedestals.

9. In a structure of the class described, in combination with a car under-frame having end, pedestal and side sills, plates of steel 1 or the like permanently secured at the side edges to the pedestal and side sills of the said under-frame, and co-acting with angular side braces to reenforce the said structure at points above the pedestal and bearing members. i

10. In a car under-frame, the combination of longitudinal pedestal and side sills and transverse sills forming a rectangle over each pedestal, of a rectangular metal plate fitting in said rectangle secured at its edges to said longitudinal and transverse sills.

11. A railway car under-frame having a longitudinal side and pedestal sill at each side and a pair of spaced cross members over the Wheels at each end forming a rectangular enclosure over each journal, a rectangular fiat plate in each of said rectangular spaces secured at each edge to said longitudinal sills and cross members for reenforcement of the frame.

In testimony whereof I have aflixed my signature to this specification.

WILLIAM BURR GREGG.

Images