US2099164A - Railway vehicle structure - Google Patents

Description

' E. G. HALLQUIST I RAILWAYVEHIYCLE STRUCTURE "2 Sheets-Sheet 1 7 Filed July 12 1954 Nov. 16, 1937. E. G. HALLQUIST 2,099,154

RAILWAY VEHICLE STR UCTIURE Filed July 12. 1934 2 sh ets-sheet 2 Patented Nov. 16, 1937 UNITED STATES meant RAILWAY VEHICLE STRUCTURE Einar G. Hallquist, Wallingford,.la., assignorto General Steel Castings Corporation, Granite City, 111., a corporation of Delaware Application July 12, 1934, Serial No. 734,708

10.Claims. (01. 105-414) I This invention relates'torailway rolling stock and consists in novel framing construction for streamlined vehicles and particularly the underportions thereof.

Themain object of the present invention is to facilitate streamlining the railway vehicles and particularlyunderportions thereof. 7

Another object is to provide a closed pocket in the end structure into' which a swinging coupler may be moved when inoperative to avoid interfering with the end streamlining.

Another object is to provide adequate supporting framing for the vehicle floor, for oil-electric engine structure, and for the lower portions of the side and end walls which extend to a level in close proximity to the rails for enclosing the vehicle under-equipment, without undue increase in weight of the framing.

Another object is to form a fluid reservoir as an integral part of the center sill structure.

Another object is to combine underframe cross bearer cast units with structural bracing members also forming the center sill and side members of the underframe, the cross bearers being arranged for mounting vehicle under-equipment such as batteries, air conditioning units, etc., and the side members being of trussed construction and together with the cross bearers supporting closure structure for the underportions of the vehicle, which structure extends to a level in attained by the structures illustrated in the accompanying drawings in which- Figure l is a top view of a railway vehicle underframe structure illustrating one form of the invention."

Figure 2 is a side view of the same. 1 v Figure 3 is a top view of a railway vehicle underframe structure illustrating another form of the invention, portions being shown in broken lines to clarify the disclosure.

Figure 4 is a side view of the same. Figures 5, 6, and 9 are vertical transverse sec- 1 tions taken on the corresponding section lines of 50 Figure l. 7 Figures 7, 8, and 14 are similar sections taken on corresponding section lines of Figure 3.

Figure 10 is a partial horizontal section through the underframe and taken on the line ill-l0 of 551 Figure 2.

Figures .1 1 and 12 are enlarged vertical longitudinal sections taken on the center line of the structure in Figure 3 and showing the front and rear halves thereof, respectively.

Figure 13 is a partial horizontal section through 5 thevunderframe and taken on the line l3-l3 of Figure 4..

Figure 15 is a similar section taken on the line l5--l5 of Figure 11. A

Figure 16 is a detail vertical transverse section taken on the line lli- -lfi of Figure 1.

Figure 17 is a top view of the detail.

Figures 18, 19, and 20 are detail sections corresponding to Figure 16 but showing various modifications thereof. 7

Figures 1,2, 5, 6, 9, and 10 illustrate a railway 7 vehicle underframe including side structures A and center sill B extending continuously from end to end of the underframe, bolsters C, and intermediate cross bearers or transoms D, E, F, G 20 and H. The underframe is supported upon trucks indicated at J and is arranged for mounting body superstructure of any-desired form, a portion of which is indicated at K in Figure 2.

' The side structures A are formed of Vertically spaced to p 'and bottom members I and 2 connected by vertical posts 3, 4, 5, 6, l, and 8. The

upper side members i extend horizontally approximately at the level of the car flooringand may conveniently mount the same. side membersZ extend at a levelpin close proximity to the rails and mount the lower edges of the vehicle side walls Ill which depend substantially beneath the level of the floor. The underframe illustrated is intended for the leading car or locomotive of a trainand the side members I and {converge at the front end in smoothly curved streamlined portions la and 2a which are connected and braced by the ties 9. Element la 0 cooperates with diagonal Hi, the adjacent portion of center sill 'B and. an end sill I5 to form a front platform. At. the rear end of the underframe the side structures and the center sill-are connected by a 45 The bottom ing application Serial No. 703,806, filed December 23, 1933 by Harry M. Pfiager.

The center sill B extends from end to end of the car, the upper portion thereof being at the level of the upper side members i. The center sill is of box-section construction, as shown in Figure 5, except for an intermediate portion R of cylindrical construction with dished end walls ll which forms a fluid reservoir, the casting openings in this portion being closed by plates is welded in place. the reservoir part of the center sill is for the purpose of better resisting internal fluid pressures, while the box-section construction of the remainder thereof facilitates manufacture and is better adapted to withstand the vertical and horizontal loads applied to the center sill. Both sections are adequate to transmit the bufiing and draft forces.

Extending between and rigidly bracing the side members and center sill are the bolsters C and the cross bearers D, E, F, G, and H, some of which directly connect and merge with the side members and center sill and others of which connect the lower portions of the side members and extend beneath and clear the center sill. The bolsters include longitudinally spaced vertical webs l9, side bearing ribs 26, and center plates 2 I.

As shown in Figure 5, the cross bearer E includes side posts 5, a top horizontal bar 22, merging with the upper portion of the center sill and with side members i, and a bottom bar 25 extending directly between the lower side members 2 and clearing the center sill, bar 23 being braced by diagonals 2d.

The cross bearer F includes vertical posts 5, a horizontal top bar 25, connecting the top side members i and the center sill, a bottom bar 26, and diagonal braces 21. The bottom bars 23 and 26 are deepened at the center and are connected by longitudinal ties 28 forming therewith a tray for mounting vehicle under-equipment such as batteries, air conditioning units, brake cylinders, etc.

As shown in Figure 6, the cross bearer H includes vertical posts 8, a top bar 29, directly conmeeting the top side members i and the cylindrical portion R of the center sill, and a bottom bar 30, extending directly between the lower side members 2 and clearing the center sill.

The cross bearers G include vertical posts 1,

. the heavy top bar 3i, a bottom bar 32, extending only partially across the underframe from each bottom side member 2, and braces 33 and 34.

.Longitudinal ties 35 connecting the adjacent bottom bars 59 and 32 of cross bearers H and G on one side of the center sill cooperate with portions of bottom side members 2 to form supports for under-equipment.

Each of the cross bearers D, Figure 9, includes vertical posts 4, a top bar 36, extending between the top side members I, and the center sill braces 37.

The right hand portion of Figure 9 shows half of one of the bolster vertical webs I9 alined with one of the vertical ties 3 which support the portion of the side wall ll} extending beneath the level of the center sill. Each of the cross bearer vertical posts 5, 5, 6, 1, and 8 similarly supports the depending portion of the side wall. The cross bearer bottom bars 23, 26, 3d and 32 support bottom closure sheeting 38. The cross bearer top bars 22, 25, 29, Si and 35 and the tops of bolsters 18 are all flush with the top of the center sill and the top side members I for supporting the ve- The cylindrical construction of front and rear platform castings L and M and cross bearer castings N, O, and P tied together by structural members forming the built up center sill 39 and trussed side members generally indicated at Q. The front and rear platforms are irm'lar to those previously described except that these parts are separate units and have pads 40, i! and 42 for attachment to the center sill 39 and the converging diagonals it at the ends of the trussed side members.

The front platform unit L includes bolster structure 44 and forwardly converging side members 45 and 55a. connected by posts 36 and 45a. Member 65a extends at a level in close proximity to the rails for bracing the lower portions of the depending side and end walls A! and g l.

The rear platform unit includes vertically spaced horizontal side members 48 and 48a, connected by vertical posts 49, the bolster structure end sill 5i, and diagonal buffer beam 51a;

Each unit N includes a deep transverse member 52, a shallow transverse part 5 -5, and vertical posts 53. Members 52 have pads 52a for rigid attachment to the under surface of the center sill 39. Transverse member 54 is spaced longitudinally from member and extends beneath and clears the center sill and has short vertical posts 55 at the ends. Posts 53 and 55 are connected by ties 55 and 51. Intermediate ties 58 connect the lower portions of members 52 and 5d and form therewith trays for supporting vehicle under-equipment (Figures '7 and 13). The units N at each end of the truss are identical but are in reversed positions.

The unit 0 (Figure 8) includes transverse members 5E? and 6! and vertical posts 62 and 53 connected by horizontal ties 5 and 65. Member 69 is directly tied to the under surface of the center sill. Members 68 and 5! are also connected at the bottom by intermediate ties 6G for supporting vehicle under-equipment. Formed integral with unit 0 and extending through members 6c and 61 immediately beneath the center sill and tied thereto by the longitudinal rib '58 is a hollow cylinder 69 which serves as a fluid reservoir.

Unit P is similar to unit 0 but is in the reverse position and the integral fluid reservoir is omitted.

The longer posts 53 and 62V at the ends of the cross bearer units are provided at their tops with gussets ill and 'H for attachment to the struc tural angle top cord members l2 of the side trusses, the horizontal flanges of these members resting on top of the posts. At the lower ends of posts 55, 53, E52 and 63 are the projections 73 and 53a for attachment to the truss bottom cords it. The top and bottom cords on each side are further connected by structural vertical and diagonal members l5 and T6 to complete the trusses. The gussets iii and H and projections '53 and 1311 are slightly oifset inwardly whereby the outer surfaces of cast end members 45, 45a, 48 and 48a,

. buffer pocket 19 and draft pocket T1 with the.

a for mounting the car side walls 41. Each end of the center sill is provided, with the outer faces of the end membersof intermedi ate cross bearerunits, and the outer faces of the structural truss members arein flush relation means for coupling to an adjacent vehicle in a train. At the rear end of the sill (Figure 12) is a usual draft lugs 18.

At the forward end of the center sill (Figures 11 and 15) a pin 89 is seated in suitable bearings in the converging side walls of the sill and mounts a swinging coupler device including shank 8!, coupler head 82, and a counterbalance 83 rigid with the shank. In the'position illustrated'in solid, lines in Figure 11, the coupler extends through an opening in the lower portion of the 1 front streamlined sheeting 5A and is secured in said position by a pin 85 detachably seatedin the center sill side wallsforwardly of the pin 86. Removal of the pin 85 will permit the coupler shank and head to swing downwardly to the broken line position shown in Figure 11 inside the front sheet 8t, counterbalance 83 engaging the undersurface of the center sill in this position to limit the downward swinging of the coupler shank and head. When the coupler is in *the lowered or inoperative position, the door 865 maybe lowered over the coupler opening in the to resist both tensio-nal and compressional forces a front sheet 8A. to complete the streamlined surface thereof. Counterbalance 83 facilitates raising the coupler shankand head from the inoperative to the operative position as'well as limiting the downward swinging of the coupler.

In Figures 18, l9, and 20 are shown various f means for reinforcing the hollow cylindrical fluid reservoir, formed as an integral portion of the center sill illustrated in Figures 1 and 6, to better adapt this portion to withstand the longitudinal and vertical forces applied to the center sill. In Figure 18 the flanges Hi project laterally from the lower portion of the cylinder ill to resist tensional forces applied to the cylinder. In Figure l9, ribs H2 and H3 project laterally from the upper and lower portions of the cylinder i it applied to the cylinder. In Figure 20, the metal of the cylinder H5 is gradually thickened in section towards the bottom thereof In each of the forms described, the underframe structure is adapted to'lbe conveniently and 600- V nomically formedeither by casting as an integral structure or by casting portions thereof which are assembled with structural shapes. The structures are adapted to adequately support streamlined sheeting enclosing the lower portions of the vehicle and :means is provided for'stably mounting the usual vehicle under-equipment in connection with the rigid cast portions of the structures. Obviously the invention is not limited to the details described and illustrated but may, be

modified in various respects as will occur to those skilled in the art to which the invention pertains and the exclusive use of all such modifications which come within the scope of the appended. claims is contemplated. V

I claim:

1. A railway vehicle underframe including a center sill, side parts, and cross tie units bracing said parts and with elements for attachment to of said sill for mounting closure structure for the vehicle under-equipment and the dependingportion of one of said cross tie units being located at one end of the underframe and being of streamlined contour for mounting end closure structure for the vehicle under-equipment. 1

2. A railway vehicle framing integral cast unit including abolster member, end structure extending to a level in close proximity to the rails for supporting streamlined closure structure for vehicle under-equipment, and elements for attaching the unit to adjacent underframe members.

3. Framing as specified in claim 2"in which said end structure includes members spaced apart.

vertically and each extending around the end of the unit, there being tie members connectingand bracing said members.

4. Framing as specified in claim 2 including platform members between said bolster and said end structure. g

5. A railway vehicle framing integral cast cross tie unit including parts for attachment .to ve hicle side and center members, structure extending substantially beneath the level of said center member attaching part for supporting closure structure for vehicle under-equipment, and a:

fluid reservoir formed rigid with the lower part of said unit and spaced from said attaching part.

6. A railway vehicle framing integral cast cross tie unit including parts for attachment to vehicle side and center members, web structure extend-.

ing substantially beneath the level of said center member attaching part for supporting closure structure for vehicle under-equipment, and a fluid reservoir intersecting said structure and tied thereby to said center sill attaching parts.

'7.-In a streamlined railway vehicle, a center sill,- a plurality of cross tie units each secured to said sill, side structures each including .structural "9. Ina railway vehicle underframe, cross having posts at their ends extending vertically' said center sill, said side parts and cross tie V units depending substantially beneath the level substantially beyond the vehicle floorlevel, and 7 members connecting said posts on each side to form therewith trusses for supporting the vehicle 'walls.

10. A railway vehicle underframe cross tie unit 7 comprising a part for supporting flooring, there being horizontally spaced portions beneath said i part forming a tray for supporting vehicle operating equipment, both of said spaced portions being arranged at their ends for attachment to'vehicle side members and one of said portions being arranged for attachment to the vehicle center sill.

EINAR G. HALLQUIST.

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