US1896434A - Railway car - Google Patents

Description

2 Sheets-Sheet l Feb. 7, 1933.

w. E. WINE RAILWAY CAR Filed April 29, 1930 W, E. WINE Feb. 7, 1933.

RAILWAY CAR F1ed April 29, 1930 2 Sheets-Sheet 2 I: Ib 413 10@ swim/Lto@ Patented Feb. 7, 1933 iu u stares I lttll WILLIAM 3E. WINE, 0F TOLEDO, OBE@ RAILWAY GAR Application led. .april 29,

My invention relates to railway cars and more particularly to improvements in body bolsters for railway cars of the hopper type.

A principal object of the invention is to 5 provide a body bolster which may be rigidly secured to the car center sill notwithstandiing variations in dimensions of the bolster and center sill.

Another object of the invention is to pro- 13 vide the body bolster with means for bracing the central portion thereof which overlies the center sill.

A primary feature ofthe invention consists in providing the bolster with downwardly converging strut members adapted to be rigi-dly secured to the topof the center sill.

Another feature of the invention consists in providing the bolster with truss members connecting its tension and compression members on opposite sides ofthe center sill in combination with strut members which extend downwardly from the upper ends ofsaid truss members and are adapted to be rigidly secured to the top of the center sill.

A still further feature of the invention consists in providing the bolster with truss members having longitudinally and transversely extending flanges, the longitudinally extending flanges being Wider adjacent their upper `portions than adjacent their lower portions and tbe transverse flanges being wider adjacent their lower portions than adjacent their upper portions.

35 Other and more specific features of the inventioi residing in advantageous forms, combinations and relations ot parts will hereinafter appear and be pointed out in the claims.

y ln the drawings illustrating a preferred embodiment of the invention:

Figure 1 is a transverse vertical sectional view ot a railway hopper car, the body bolster being in elevation and the upper portion 5 of the car being omitted.

Figure 2 is a horizontal view partly in section and partly in elevation taken on line 2 2, Figure l. I

Figure 3 is an enlarged Jfragmentary sec- :J tional view taken on line 3 3, Figure l.

1930. Serial No. 448,328.

Figure 4 is an enlarged fragmentary sectional view taken on line 4 4@ lil1 igure 1.

Figures 5 and 6 are respectively detailed sectional views taken on lines 5 5, and 6 6 Figure 1.

Referring more particularly to the drawings 1 indicates the car center sill formed by spaced beams 2 respectively'having substan ti-ally vertical webs 3, inwardly projecting top flanges 4 and inwardly and outwardly C9 projecting bottom llanges 5 and 6, respectively. interposed between the beams 2 and rigidly secured by rivets 7 to their webs is a center casting 8 for receiving the usual means (not shown) for pivotally connecting @5 the car truck to the car body, At their upper portions the center beams 2 are connected by a top cover plate 9 overlying and rigidly secured by rivets 10 to the inwardly projectk ing top flanges d. D

The body bolster, designated by thereference numeral 11 may advantageously be cast as a unitary structure. The upper portion of the bolster is formed with a tension member 12 spaced above the top of the center sill and l5 extending continuously from one end of the bolster to the other. The tension member is preferably of angle shape having legs or flanges 13 and 14, respectively, the latter being inclined to supportingly cooperate with 30 the under-sides of the inclined floor sheets 15 and 16 which ma be conveniently secured thereto by rivets 1977.

The lower portion of the body bolster is formed with compression members 18 dis- 85 posed on opposite sides of the center sill and extending outwardly and slightly upwardly therefrom to the ends of the bolster. Each of the compression members is preferably of -shape in cross-section having a bottom 90 flange 19 and an upwardly projecting substantially vertical stem 20. At their inner ends the flanges 19 are offset slightly up-` wardly to respectively overlie the adjacent outwardly projecting flanges 6 of the center 95 sill, being secured thereto by rivets 21. At their outer ends the compression members are connected to the tension member by vertically extending end flanges 22. These flanges are recessed or odset inwardly as at 10@ 23 to receive substantially channel-shaped side stakes 24. Each of the side stakes may conveniently be formed with laterally pros jecting marginal flanges 25 secured to the adjacent end flanges 22 by rivets 26. The side sheets 27 and side sills 28 are also rigidly connected to the end flanges of the bolster in any desirable manner.

Each of the compression members 18 is connected to adjacent portions of the tension member 12 by a plurality of pairs of truss members. The members 29 and 30, respectively constituting 'each of the outermost pairs of truss members diverge downwardly from the tension member inwardly of the adjacent end of the bolster and respectively intersect the adjacent compression member at its outer end and at the portion of the latter to which a side bearing wear plate 31 is attached. The members and 33 respectively constituting each of the innermost pairs of truss members diverge downwardly from the tension member and respectively intersect the adjacent compression member at its inner end and at the point of intersection of the latter with the truss member 30. This arrangement of truss members equally distributes throughout the bolster the forces to which it is subjected.

Each of the truss members is cruciform in cross-section having flanges 35 extending longitudinally of the bolster and flanges 36 eX- tending transversely thereof. The transverse flanges 36 progressively increase in width from adjacent the tension member to the compression members While the longitudinal flanges 35 decrease in width as the transverse flanges increase in width. Thus the crosssectional area of the truss members is substantially uniform from their upper portions to their lower portions notwithstanding variations in the width of their flanges. The longitudinal flanges are preferably disposed in the same plane as the upwardly extending stems 20 of the compression members and their marginal edges, together with the marginal edges of the stems 20 and the adjoining edges of the leg or flange 13 of the tension member, may be provided with rigidifying ribs or beads 37.

To permit of slight variations in the horizontal distance between the webs of the center sill beams and between portions of the bolster adjoining the center sill, the inner ends of the compression members and the adjacent truss members 32 are spaced slightly from the webs of the center sill. Passing beneath the centersill and underlying the bottom flanges 19 of the compression members is a bottom cover plate 38.` This cover plate terminates adjacent the. side bearing wear plates 31'and is secured to the flanges 19 of the compression members by rivets 39, to the outwardly rojecting .flanges 6 of the center sill by t e rivets 21 and to the inwardly projecting bottom flanges 5 of the center sill by rivets 40. Underlying the bottom cover plate'is a center bearing plate 41 which is secured to the bottom flanges of the center sill by the rivets 21 and 40. To strengthen the connection between the compression members of the bolster the center plate 39 extends beyond the outwardly projecting flanges 6 of the center sill and is rigidly secured outwardly thereof to the bottom cover plate and to the compression members. Since the compression members incline upwardly and outwardly from adjacent the center sill this construction is particularly desirable as the forces transmitted to the bottom cover plate from the compression members tend to buckle the plate where it angles upwardly.

To brace the center portion of the bolster against the vertical loads to which it is subjected and to transmit the forces developed in one half of the bolster to the other half the tension member is preferably integrally formed with strut members`42 which converge downwardly toward the top of the center sill Jfrom the upper ends of adjacent truss members T he strut members are integrally connected at their lower ends and are provided with a substantially horizon-` tal flange 43 overlying the top of the cover plate 9 and rigidly secured to it and the yinwardly projecting top flanges 4 of the center sill by rivets 44. Each of the Strut members may conveniently be of T-shapc in cross-section having a flange 45 and a substantially vertical stem 46 disposed in the plane and, in effect, constituting continuations of the longitudinally extending flanges of the adjacent truss members. The flanges 45 of the strut meznbcrs intersect slightly above the center sill and continue as one flange 47 to the horizontal flange 43. The flanges 45 progressively increase in width from adjacent the tension member and the marginal edges of the stem of the struts are formed .with rigidfying beads similar to those of the longitudinal flanges of the truss members.

From the foregoing it will be appreciated that the bolster is of such design that it may 1 be rigidly secured to the center sill and yet permit of slight variations in the horizontal dimensions of the center sill and variations in the distance between those portions of the bolster which adj oin the sides of the latter.

I claim:

1. In a railway car having a floor, the combination with a center sill having outwardly projecting flanges adjacent its lower portion, of a body bolster involving a tension member extending above the center sill affording a support for the floor, compression members disposed on opposite sides of the center sill and having their inner ends respectively secured to the flanges of the latter, and strut members converging downwardly from said tension member toward the top of the center sill and rigidly secured to the latter in a substantially horizontal plane.

2. In a railway car having a floor, the combination with a center sill having outwardly projecting flangesadjacent its lower portion, of a bolster involving a tension member extending above the center sill affording a support for the floor, compression members disposed on opposite sides of the center sill and having their inner ends respectively secured to the flanges of the latter, truss members extending between the tension and compression members on opposite sides of the center sill, and strut members converging downwardly from the upper ends of said truss members and rigidly secured to the top of the center sill in a substantially horizontal plane.

3. In a railway car having a floor, the combination with a center sill having outwardly projecting flanges adjacent its lower portion, of a bolster involving a tension member extending above the center sill affording a support for the floor, compression members disposed on opposite sides of the center sill and having their inner ends respectively secured to the flanges of the latter, truss members diverging downwardly from the tension members and integrally connected to the compression members on opposite sides of the center sill, and strut members converging downwardly from adjacent the upper ends 'of said truss members and rigidly secured to the top of the center sill in a substantially horizontal plane.

4. In a railway car having a floor, the combination with a center sill having outwardly projecting flanges adjacent its lower portion, of a bolster involving a tension member eX- tending above the center sill affording a support for the floor, compression members disposed on opposite sides of the center sill and having their inner ends respectively secured to the flanges of the latter. truss members converging downwardly from the tension member and respectively integrally connected to the inner ends of said compression members, and strut members converging downwardly from the upper ends of said truss members and rigidly secured to the toppf the center sill.

5. In a railway car having a floor, the combination with a center sill vhaving outwardly projecting flanges adjacent its lower portion, of a bolster involving a tension member extending above the center sill affording a support for the floor, compressionmembers disposed on opposite sides of the center sill and having their inner ends respectively secured to the said Hanges of the center sill, said tension and compression members being connected by a plurality of pairs of truss members respectively disposed on opposite sides bination with of the center sill, the members of each pair intersecting adjacent the tension member and diverging downwardly' therefrom, and strut members coni-erging downwardly from adjacent the points of intersection of the said' truss members of each pair nearest said center sill and secured to the latter in a substantially horizontal plane.

6. In a railway car having a floor, the combination with a center sill having outwardly' projecting flanges adjacent its lower portion, of a body bolster involving a tension member extending continuously from one end of the bolster to the other above the center sill, compression members rigidly secured to 'the said flanges of the center sill, and diagonally arranged strut members extending between the tension member and the top of the center sill, said strut members being'secured to the latter in a substantially horizontal plane.

7.- In arailway car having a floor, the combination with a center sill having outwardly projecting flanges adjacent its lower portion, of a body bolster involving a tension member extending continuously from one end of the bolster tov the other, compression members disposed on opposite sides of the center sill and respectively7 secured to the flanges of the latter, and strut members converging downwardly from the tension member and intersecting above the center sill, said struts beingrintegrallv formed with a substantially horizontal portion rigidly secured to the center sill.

8. In a railway car having a floor, the coma. center sill having outwardly projecting flanges adjacent its lower portion, of a body bolster involving a tension member extending continuously from one end of the bolster to the other, compression members disposed on opposite sides of the center sill and rigidly secured to the flanges of the latter, and diagonally arranged strut members integrally formed with said tension member and extending downwardly therefrom` the lower ends of said strut members being integrally connected and being rigidly secured to the center sill in a substantially horizony* tal plane.

9. A railway car having a body bolster pro vided with tension and compression members, said members being connected by a plurality of truss members having flanges extending longitudinally and transversely of the bolster, said transverse flanges being of greater width adjacent the compression member than adjacent the tension member and said longitudinal flanges being of greater width adjacent the tension member than adjacent the compression member.

10. A railway car having a body bolster provided with tension and compression members, said members being connected by a plurality of truss members having flanges extending longitudinally and transversely of the bolster, said longitudinal flanges progressively increasing in width from adjacent the compressionmember to the tension member and said transverse flanges progressively increasing in width from adjacent the tension member to the compression member.

v 11. In a railway car having a floor, the combination with a center sill having outwardly projecting flanges adjacent its lower portion, of a body bolster involving a tension member disposed above the center sill alfording a support for the floor, compression members respectively disposed on opposite sides of the center sill and having their inner ends respectively secured to the flanges of the latter, and truss members respectively disposed on opposite sides of the center sill for integrally connecting the ten.

sion and compression members, each of said truss members extending upwardly and outwardly from the inner end of its associated compression member in spaced relation to the adjacent side of the center sill.

12. In a railway car having a floor, the combination with a center sill having outwardly projecting flanges adjacent its lower portion, of a body bolster involving a tension member disposed above the center sill affording a support for the floor, compression members respectively disposed on opposite sides of the center sill and having their inner ends respectively secured to the flanges of' the latter, said tension and compression members being connected by a plurality of pairs of truss members respectively disposed on opposite sides of the center sill, the members of each pair diverging downwardly from the tension member and respectively intersecting the associated compression member adjacent its inner end and adjacent the portion thereof to which a side bearing wear plate is adapted to be secured, each of the truss members intersecting the inner ends of the compression members being disposed in spaced relation to the side of the center sill to which it is adjacent.

13. In a railway car having a floor, the combination with a center sill having. outwardly projecting flanges adjacent its lower portion, of a body bolster having a tension member extending continuously from one end of the bolster to the other above the center sill affording a support for the floor, compression members disposed on opposite sides of the center sill and having their inner ends respectively secured to the flanges of the latter, the inner ends of said compression members being integrally connected to the tension member by truss members convergingr downwardly from the latter.

14. In a railway car having a floor, the combination with a center sill having outwardly projecting flanges adjacent its lower portion, of a body bolster involving a tension member extending above the center sill affording a support for the floor, compression members respectively disposed on opposite sides of the center sill and having their inner ends respectively secured to the lian es of the latter, a strut means interposed etween the tension member and the top of the center sill and rigidly secured to the latter, and truss members converging downwardly from the tension member on opposite sides of and in spaced relation to the center sill for respectively integrally connecting the inner ends of said compression members to the tension member.

15. In a railway car, the combination with a center sill, of a body bolster involving a tension member disposed above the center sill, compression members respectively disposed on opposite sides of and rigidly secured to the center sill, and strut members converging downwardly from the tension member toward the topl of the center sill and rigidly secured to the latter in a substantially horizontal plane.

16. In a railway ear, the combination with a center sill, of a body bolster involving a tension member disposed above the center sill, compression members respectively disposed on opposite sides of and rigidly secured to the center sill, truss members eX- tending between the tension and compression members on opposite sides of the center sill, and strut members converging downwardly from the upper ends of said truss members and rigidly secured to the top of the center sill in a substantially horizontal plane.

17. In a railway car, the combination with a center sill, of a body bolster involving a tension member disposed above the center sill, compression members respectively disposed on opposite sides ot and rigidly secured to the center sill, and strut members converging downwardly from the tension member and intersecting adjacent the top of the center sill, said strut members being integrally formed with a substantially horizontal portion rigidly secured to the center sill.

18. In a railway car, the combination with a center sill, of a body bolster involving a tension member disposed above the center sill, compression members respectively disposed on opposite sides of the center sill and having their inner ends respectively secured to the latter, and truss members converging downwardly from the tension member on WILLIAM E. WINE.

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