US716063A - Centric-draft underframing for cars. - Google Patents

Description

N0. "6,063. Patented D60, l6, I902.

W. G. LANGENHEIM. CENTBIB'DRAFT UNDEBFRAMING FOR CABS.

(Application filed Feb; 15, 1902.

4 Sheets-Sheet l.

Wlcwi GwZiaZ No. 7|6,os3. Patented Dec. 16, I902.

w. e. LANGENIIEIM. v

v CENTBIG DRAFT UNDERFBAMWG FOB CABS.

(Application filed Feb. 15, 1902.)

(no mum.) 4 Sheets-Sheet 2.

No. 7l6,063. Patented Dec. l6, I902. W. G. LANGENHEIM.

CENTBIG DRAFT UNDE RFRAMING FOR BARS.

' (Application filed Feb. 15, 1902.) (No Model.)

4 Sheets-S bset 3.

No. 7l6,063. Patented Dec. l6, l902.' W. G. LANGENHEIM'. CENTRIG DRAFT UNDE RFBAMING FDR CABS.

(Application flied. Feb. 15, 1902.)

4Sheets-Sheet 4.

(No Model.)

WILLIAM GUSTAV LANGENHEIM, OF CHICAGO, ILLINOIS, ASSIGNOR, BY DIRECT AND M'ESNE ASSIGNMENTS, TO ROBERT W. HUN'I & 00., OF

CHICAGO, ILLINOIS, A FIRM.

CENTRlC-DRAFT UNDERFRAMING FOR CARS.

SPECIFICATION forming part Of Letters Patent N0. 716,063, dated December 16, 1902.

1 Application filed February 15, 1902. Serial No. 94,300. (No model.)

To all whom it may concern:

Be it known that 1, WILLIAM GUSTAV LAN- GENHEIM, a citizen of the United States, residing at Chicago, Cook county, Illinois, have invented certain new and useful Improvements in Centric- Draft Underframing for Cars, of which the following is a specification.

This inventionreiates to steel railroad-cars, and particularly to tank-cars, the primary object of my.invention being to provide a car of larger capacity than has been used heretofore and which shall be lighter than others in proportionto its load capacity.

A particular object of my invention is to improve the underframing of steel cars, in-

cluding the means of attaching the couplers.

Another object of my invention is to improve the construction of tank-cars and adapt and provide an all-steel car for conveying liquids.

My invention consists generally in a carunderframing comprising two longitudinal girders for the support of the load, said girders being conne cted by a plurality of transverse girders or saddles and having coupler attachments at their ends.

My invention further consists ina car-underframing comprising, suitably-connected longitudinal sills or girders in combination with a draft plate or girder provided at each end of the underframing and short sills extending therefrom adapted to hold the couplers, said plates transmitting the coupler stresses to the underframin g.

My invention further consists in suitablyconnected metal girders with horizontal draftplates secured to the bottoms of said girders and connecting the same, said plates carrying the truck-centers and serving as coupler attachments, and, f urther, my invention consists in various details of construction and in combination of parts, all as hereinafter described, and particularly pointed out in the claims.

The invention will be more readily understood by reference toth'e accompanying drawings, in which- Figure 1 is a side elevation of a tank-car embodying my invention, a portion thereof being in vertical section. view of the underframing of the car, partly in horizontal section. Fig. 3 is an end view of the underframing. Fig. 4 is an isometric view of the underframing. Fig. 5 is an enlarged transverse section on the line a; a: of Fig. 1. Fig. 6 is a detailed isometric View of the end of the underframing with the coupler attachment. Fig. 7 is a cross-section of .a fiat-car embodying my invention, and Fig.

8 is a modification of the construction shown in Fig. 5.

Fig. 2 is a plan My novel underframing is characterized and distinguished from 'cars'of ordinary construction in two important particulars, to wit: first, the simplicity and light weight of the underframing, the same being composed of but two girders instead of four sills, commonly employed, said girders being rigidly connected by parts extending between them and widely enough separated to safely carry a load that is subjected to tilting forces, and, second, by draft attachments which occupy planes that incliide the axes of the couplers and are fastened under the end flanges of the girders, whereby the coupler stresses are transmitted in a straight axial line from coupler -to coupler, so that the underframing is relieved from detrimental vertical angular stresses.

It is well known in engineering that the strength of a steel structure depends largely upon the disposition or distribution of material and not wholly upon the mass or weight of same. I find that the quantity or weight of material required to support a given load increases and decreases in proportion to the directness or concentric application of the load upon the material. This theory leads to the conclusion that a given load will be supported by a minimum quantity of-steel in a single girder connecting. theitruck-centers of a car; but inasmuch as the car is subjected to tilting forces it is necessary that the underframing shall be Wide enough totallow for side bearings upon the trucksand sustain its load on two distinct lines distant from the center line and between which lines the load, such as a tank, will be safely sustained and held withoutneed of uprights or side braces. That which is true regarding the support of the load by an assemblage of parts as closely as practicable to the center line is also true as to the weight and strength of material required to sustain the coupler shocks and stresses and transmit the same from end to end of the car.

My car in its preferred construction takes the form illustrated in the drawings.

Referring now to the drawings, it will be noted that the longitudinally-disposed material of the underframing is concentrated in two widely-separated girders 2 2 of the full length of the car and of a cross-section suitable to the maximum load to be carried. These girders are at once the draft-sills and the carrying-girders of the car and are rigidly connected at intervals by transverse girders or saddles 3 3 and by the draft-plates 4 4, provided at opposite ends of the girders and whereon the girders may be said to rest. All parts are firmly riveted together, making an exceptionally rigid frame. The draft-plates are applied to the under sides or flanges of the girders 2 2 and are riveted to the bottoms of the end saddles 3. Beneath the end saddles and on the insides of the draft-plates or horizontal girders 4 4 I provide the truck-centers 5. It will be noted that the plates 4 4 closely approach the truck-bolsters 6 and that the girders 2 2 preferably lie just within or just outside of the truck-wheels, only sufficient space being allowed for the swing of the trucks. The girders are firmly tied together and stiffened by the transverse girders or saddles 3; but the frame is mainly dependent upon the large rectangular plates 4 for rigidity. The inner ends of the plates 4 are preferably stiffened by angles 8, as well as by the foot-flanges or angles of the end saddles or girders 8. The extreme ends of the girders are connected by the plates or angles a on the top thereof and by the plates 10 between the ends of the girders and somewhat below the lower flanges thereof. The height of the couplers above the rails is fixed by rule, and this construction of the underframing affords a draft-plate 4 at the exact required height, the same being in a place that includes the normalaxes of the coupler. This being the case, it is possible to arrange the coupler frame or attachment above and below the plate 4, midway thereof.

The coupler attachment or frame comprises the four short angle bars or sills 11, oppositely arranged and having their inner ends riveted to the plates 4. The forward ends of the short draft-sills are connected by Wide channelplates 12 13, completing the frame for the coupler, and the forward ends are supported by the cross plate or channel 10.

14 14 are the stops for the coupler, which are embraced by the coupler-strap 15, which incloses the buffer-springs 16. It will be noted particularly that the plates 4 include the projected axes of the couplers and that thesel plates are practically continued in the underflanges of the girders 2 and constitute a very light and strong connection from end to end of the car, the coupler-strains being transmitted by the plates 4 to the girders, and vice versa.

When the underframing is for the support of the tank 16, the saddles 3 are provided with concave upper flanges or surfaces 17, which conform to the bottom of the tank and which preferably rise slightly'above the surfaces of the girders 2 (see Fig. 5) in order that the tank shall not rest upon the sharp edges of the girders. The tank 16 is of sufficient width to rest firmly upon the frame; but I prefer to secure the same additionally by a number of strips 17, extending around the tank and attached to the bottoms of the girders 2. (See Fig. 5.) The tank 16 is nearly as long as the girders and after being placed thereon is blocked by the timbers 18 between the ends of the tank and the end plates 9 of the frame, these blocks taking the shock of the tank, if any. If desired, lugs may be provided upon the tops of the girders and the bottom of the tank to prevent endwise movement of the tank. In a flat-car saddles with straight tops are used, same being then flush with the tops of the girders 2 2. As shown in Fig. 7, nailing-strips 19 are secured on the girders 2, and the car-floor (not shown) is then nailed on the strips 19 and projects a considerable distance on each side of the girders 2. If desired, a low cross-saddle 3 may be provided above the coupler-space at each end of the frame, as shown in figure.

It is obvious that the advantages of the horizontal draft-plate 4to wit,lightness and simplicity of construction and connection to the girdersmay be secured in a vertical girder extending longitudinally of the frame and whereto the coupler-sills 11 would be similarly attached,with their stops occupying horizontal instead of vertical positions. It is also obvious that built-up girders and girders of different cross-sections may be employed in place of those illustrated, and it is further obvious that numerous modifications of my invention will readily suggest themselves to one skilled in the art, and I do not confine my invention to the specific construction herein shown and described.

Having thus described claim as new and desire to Patent 1. The centric-draft underframing for cars consisting of the two combined draft and carmy invention, I secure by Letters 'rying girders rigidly connected and having upon their under sides draft-plates whereto the couplers are centrically attached, substantially as described.

2. The car-underframing consisting of two parallel vertical girders rigidly connected by transverse saddles in combination with the centric-draft plates or girders whereon said vertical girdersrest and are secured, substantially as described.

two longitudinal vertical girders, in combination with a plurality of transverse connectinggirders arranged between the longitudinal girders and below the tops thereof and truckcenters and draft attachments at the ends of said longitudinal girders, thecenters or axes of said attachments being substantially in the plane of the bottoms of said girders, substantially as described.

5. The carunderframing comprising the. longitudinal girders connected by transverse girders, in combination with the draft-plates secured to the bottoms of the longitudinal girders, the truck-centers thereon and the coupler attachments extending from said plates, substantially as described.

6. The underframing for cars consisting of the two widely-separated girders joined by transverse saddles 3 and the truck-center plates whereon said girders rest, the short draft-sills extending from said plates, having suitable stops, and being concentric with "said plates, substantially as described.

7. The coupler attachment comprising the horizontal plate or girder 4c, in combination with the short auxiliary draft-sills extending therefrom and adapted to hold the coupler vertically midway of said plate and said plate being attached to the car-underframing, substantially as described.

8. The car-underframing comprising the parallel girders 2,the transverse girders 3 connecting the parallel girders 2 and the straight draft-plate 4whereon said girders rest and are attached, in combination with the short draftsills 11 having coupler-stops and attached to said plates 4, said girders 2 serving as both draft-sillsand carrying-sills. and the coupler loads and stresses being transferred thereto by said plates 4, substantially as described.

9. The coupler attachment comprising the horizontal draft plate or girder 4, in combination with the draft-sills 11 secured to the top and bottom of said plate 4 and holding the coupler with its axis in the plane of said plate 4, substantially as described.

10. The tank-car underframing comprising the two widely-separated vertical girders joined by a plurality of structural-shaped transverse girders, or saddles, the tank to the bottom of which said saddles conform and whereonthe tank rests, the horizontal girders 4: and the coupler attachments secured theretobetween the ends of the longitudinal girders, substantially as described.

11. The tank-car comprising the tank, the

underframing of less width than the tank, but

longerthan the same and comprising the two girders 2 connected by tank-supporting saddies, the tank-blocks upon said girders, the

horizontal draft-plates secured to the bottoms of said girders and the centric-draft attachments secured to said plates between the ends of the girders 2, substantially as described.

12. The combination with the coupler,of the draft-sills therefor and the draft-plate girder or web whereto said sills are attached and said plate occupying a plane that includes the pro jected axis of the coupler, substantially as described.

13. The underframing for cars consisting of the two combined draft and carrying I-beams or girders rigidly connected by transverse saddles and having upon their under sides and at their opposite ends draft-plates which serve as truck-center and coupler attachments,sub stantially as described.

14C. The underfrarning for cars consisting of the two combined draft and carrying I-beams or girders, a plurality of transverse girders rigidly connecting the two I-beams and having flanged upper edges conforming to the arc of a circle, the tank-holding means arranged at the ends of said draft and carrying beams, the draft-plates secured to the under sides of said I-beams at the ends thereof and 7 each also secured to one of said transverse girders and the coupler attachments secured to said draft-plates between the ends of said draft and carrying beams, substantially as described.

15. The underframing for cars comprising the parallel girders having their lower flanges in a horizontal plane, the horizontal draftplates joining the lower flanges of said beams at the ends thereof,'the truck-centers upon the under sides of said horizontal plates and the transverse saddles extending between said beams and across said plates and secured to said beams and plates, substantially as described.

16. The underframing for cars comprising the parallel girders having their lower flanges in a horizontal plane, the horizontal draftplates joining the lower flanges of said beams at the ends thereof, the truck-centers upon the under sides of said horizontal plates, the transverse saddles extending between said beams and across said plates and secured to said beams and plates and the coupler attachments each comprising a plurality of short draft-sills having their inner ends attached to said horizontal plates and havingtheir outer ends suitably supported between the ends of said girders, substantially as described.

17. The combination with the trucks of the horizontal draft-plates of greater width than said trucks, the truck-centers interposed between said trucks and draft-plates, the two draft and carrying sills arranged in parallel vertical planes and separated by a greater distance than the width of said trucks and a plurality of transverse beams or saddles exsills, substantially as described.

18. The combination with the trucks of the horizontal draft-plates of greater width than said trucks, the truck-centers interposed between said trucks and draft-plates, the two draft and carrying sills arranged in parallel vertical planes and separated by a greater distance than the width of said trucks and a plurality of transverse saddles extending from sill to sill and connecting the same, said sadd'les having convexed or recessed tops and the ends of said saddles rising above the tops of said sills, substantially as described.

19. The coupler attachments comprising the horizontal draft plate or girder 4 for attachment to the car-underframing and to rest upon a truck-center, in combination with four short draft-sills having their inner ends attached respectively to the upper and under sides of said plate 4, the vertical stops 14 connecting the upper and lower draft-sills in each WILLIA M GUSTAV LANGENHEIM.

In presence of J. W. BEOKSTROM, H. G. BARRETT.

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