US825043A - Side or center sill for cars. - Google Patents

Description

No. 825,043. PATBNTED JULY 3, 1906.

' T. DUNBAR & E. I. nonns.

SIDE 0R CENTER SILL FOR CARS.

APPLIOATION FILED OCT. 30, 1905.

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UNITED STATES PATENT OFFIOF THOMAS DUNBAR AND ETHAN I. DODDS, OF PULL-MAN, ILLINOIS, ASSIGNORS TO THE PULLMAN COMPANY, OF CHICAGO, ILLI- NOIS, A CORPORATION OF ILLINOIS.

SIDE OR CENTER SILL FOR CARS.

Specification of Letters Patent.

Application filed October 30, 1905.

Patented July 3, 1906. Serial No. 285,158.

T0 ctZZ whom, it may concern:

Be it known that we, THOMAS DUNBAR and ETHAN I. Donns, citizens of the United States, residing at Pullman, in the county of Cook and State of Illinois, have invented certain new and useful Improvements in Side or Center Sills for Cars, of which the following is a specification.

Inorder to produce a bellied metallic side or center sill for railway-cars possessing both light weight and strength, the former being secured without sacrificing the latter, we have invented a sill preferred mechanical embodiments of which are described hereinafter and illustrated in the accompanying drawings. It involves two end beams joined together by upper and lower bars which are spaced apart and held in position by a number of short oppositely-inclined strips or lattice-work attached thereto. The lower bar desirably extends substantially the entire length of the structure, while the upper bar merely connects the inner portions of the end beams, the complete construction possessing great rigidity and facilities for repairs, since the sill is made of a number of small parts. Our invention, however, is not limited to a lower bar extending the full length of the sill, a short bar attached to the ends of the end beams falling within the scope of our invention.

In the accompanying drawings, which form a part of this specification, Figure 1 is a side elevation of substantially one-half of a sill embodying our invention. Fig. 2 is a vertical cross-section on line- 2 2 of Fig. 1 as viewed in the direction indicated by the arrow. Fig. 3 is a side elevation of a portion of a modified from of sill. Fig. 4 is a horizontal section looking downwardly on line 4 4 of Fig. 3, and Fig. 5 is a vertical cross-section on line 5 5 of Fig. 3.

The sill illustrated in Figs. 1 and 2 includes two end beams 10, of which only one is shown, each having an integral inwardly-extended top flange 11 and being deeper at its inner than at its outer end 10 and 10 respectively. To the outer surface of each end 10 is riveted a splice-plate 12, to the upper protruding part of which is fastened, by means of rivets, an end of a connecting channel-bar 13 with inwardly-turned top and bottom flanges Hlandgl 5 .EAtithejowerIportionZofithe sill we employ an angle-bar 16, which extends substantially the full length of the sill, being riveted to the end beams 10 and to the spliceplates 12. Lattice-work 17, which includes a plurality of inclined strips riveted together and to the parts which they connect, is attached to bars 13 and 16, holding the same spaced apart and in proper position. It will be noted that by this construction we secure a metal sill of great strength and rigidity, but which nevertheless is of comparatively light weight, owing to the use of the lattice-work between the top and bottom connecting-bars.

In Figs. 3, 4, and 5 there is illustrated a modified form of sill which includes two end beams 20, of which only one is shown, each having inwardly turned top and bottom flanges21 and 22, respectively, the inner end of each beam being deeper than its outer end. An upright stake 23, T-shaped in cross-section, is disposed vertically against the outer' surface of the inner end portion of each beam 20. Channel bars 2% and 25, which are spaced apart vertically one above the other, overlap the inner ends of beams 20 and are riveted thereto and to the flanges of the side stakes. In order to permit the top surface of bar 24 to be in the same plane with those of beams 20, the flanges of the latter are cut away, as at 26, to allow for the overlapping ends of bar 24. Flange 22 may be slightly cut away to provide for the ends of bottom bar 25, if desired. In this construction the top bar 24 acts under compression and the bottom bar under tension, the two being spaced apart and tied together by means of latticework 27, which comprises oppositely-inclined strips riveted to the bars and to each other, as s lOWll in Fig. 3.

It will be apparent to those skilled in the art that we have produced a construction which because of its light weight and considerable strength allows us to build a car of the usual capacity with sills under ordinary weight.

Our invention is not limited to the details of construction shown and described, and

for that reason should not be restricted thereto except to the extent that the details are made the subject-matter of specific claims.

To claim 1. A sill for a railway-car having two end beams,zandgtopfjandgbottomfbarsgjoining the I beams, a splice-plate secured to the inner end extending substantially the full length of the inner ends of said beams, substantially as described.

2. A sill for a railway-car having two end beams, top and bottom bars spaced apart joining the inner ends of said beams, and lattice-work connecting said bars, substantially as described.

3. A sill for a railway-car having two end beams deeper at their inner ends than at their outer ends, top and bottom bars spaced apart joining the inner ends of said beams, and lattice-work connecting said bars, substantially as described.

4. A sill for a railway-car having two end beams deeper at their inner ends than at their outer ends and each having a top flange, a top channel-bar and a bottom angle-bar spaced apart and joining the inner ends of said beams, and lattice-work connecting said bars, substantially as described.

5. A sill for a railway-car having two end of each beam, a top bar secured to and connecting said splice-plates, and a bottom bar extending substantially the full length of the sill and riveted to the end beams and to said splice-plates, substantially as described.

6. A sill for a railway-car having two end beams, and a splice-plate secured to the inner end of each beam, a top bar secured to and connecting the upper portions of said spliceplates, a bottom bar spaced from said top bar sill and riveted to the end beams and spliceplates, and lattice-work connecting said top and bottom bars, substantially as described.

7. A sill for a railway-car having two end beams deeper at their inner than at their outer ends, each having an integral inwardlyturned flange, splice-plates secured to the outer surfaces of the inner ends of said beams, a channel-bar secured to and connecting the upper portions of said splice-plates, a bottom angle-bar extending substantially the full length of the sill and riveted to said end 1 beams and to said splice-plates, and lattice' work connecting said channel and angle bars, substantially as described.

8. A sill for a railwaycar having end beams, and vertically-spaced bars overlapping the inner ends of said beams and secured thereto, substantially as described.

9. A sill for a railwaycar having end beams, a plurality of bars spaced apart and overlapping the inner ends of said beams and secured thereto, and latticework connecting said bars, substantially as described.

10. A sill for a railwaycar having end beams, spaced bars overlapping the inner ends of said beams, side stakes, and rivets securing together said end beams, side stakes, and spaced bars, substantially as described.

11. A sill for a railway-car having end beams, spaced bars overlapping the inner ends of said beams, side stakes, and rivets se- 'curing together said end beams, side stakes,

and spaced bars, and lattice-work connecting together said spaced bars, substantially as described.

12. A sill for a railway-car having two end channel-beams deeper at their inner ends than at their outer ends, spaced channel-bars overlapping the inner ends of said end beams and disposed against the inner surfaces of their webs, vertical side stakes disposed against the outer surfaces of said Webs opposite the overlapping ends of said spaced channel-bars, rivets securing together said end beams, side stakes, and spaced channel-bars, and lattice-work connecting together said spaced channel-bars, substantially as described.

As evidence that we claim the foregoing -as our invention We have hereunto subscribed our names in the presence of two Witnesses.

THOMAS DUNBAR. ETHAN I. DODDS. l/Vitnesses:

FREDERICK C. GooDWIN, WVALTER M. FULLER.

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