|Publication number||US1093657 A|
|Publication date||Apr 21, 1914|
|Filing date||Jul 15, 1912|
|Priority date||Jul 15, 1912|
|Publication number||US 1093657 A, US 1093657A, US-A-1093657, US1093657 A, US1093657A|
|Inventors||Vinton E Sisson|
|Original Assignee||Vinton E Sisson|
|Export Citation||BiBTeX, EndNote, RefMan|
|Referenced by (8), Classifications (4)|
|External Links: USPTO, USPTO Assignment, Espacenet|
. V- E- SISSON.
OARLINE. APPLIOATI ON FILED JULY 15,1912.
Patented Apr. 21, 1914.
2 sums-sum 1.
' .v; E. SISSON.
APPLIOATION FILED JULY 15,1912.
7 Patented Apr. 21, 191i .2 SHEETS-SHEET 2.
forthe roof structure of a railway car. The lmp'rovement OH$1StS n so shaping S PATENT OFFICE- vmmm Si$$n 01? Clarence, ,rnninois.
Specification of Iietters Patent; AD 21', 1914,
Application filed July '15; 1912; Serial no. 709,516.
.i'ul Improvements in Carlines,of which the following is a: specification.
My inyention relates'to "the oonstriiotion oi railway cars and has for its object topro- 'vide an improved form of pressed steel earthe carline, that it willhave a maximum load hearing strengthat the middle where the load-on thereof-is greatest, and a-t'the same time va]Ina;lrnulrr width at the endsjwhere spread is nemessary'tov check. thetendency" of the car to weave; and further,- inprovidi'ng' a channeled oarlinef with" lateral flanges, the ehan'nel 'offWhioh-is deepest and narrowest at -t-liie'" middle becomes, shallower and wider "toward theendsl, tlie'iflanges of which are correspondingly [narrowat the n lddle and widei'rtoward the ends so as tot given maxieimm'ioad hearing strength w th m1n1 whim-amount of? metal and hence a minimum reightgihnd, fnrthermorqso that the carline inn-y bemede from apleceoi metal of unl- :Zorin width, thereby minimizing cost of ma teriel and in ohyiating the. necessity oi trim;
t'lding norel'devicesand arrangements for.
secirrely'attelching the ends of the carline to the sidewallstructures of the car, and in proriding the carline with certain other novella'nd' advantageous features to behere inafter more claiined. I I
ihe invention is illustrated, in a preferred embodiment, in the accompanying-drawings,
wherein y I "Figured is a sidfeelevation oi the carllne oi iny-inyentiomcertainother parts oft-he canstructure being shown in section. Fig.
9. isjaplan view'of'the structuresshown in Fig.1. .Fig. 3, is an end-view of my car-line, showingit applied to'the side plate of a car. Figs. 4, 5, hand 7 are sectlonal'riew-s taken on lines 44, 5+5,'-6 and 77,,. respectively, Of Fig Q, 'lookinginithe direction of the arrows. Fig. 8 is a View, in perspective,-
of one end ofjthe' carlin'e, and Fig.9 is a decation.
tail 'yiew, idpers'pective, showing a modifi- I Like oharahtersof reference designate like parts in the several figures of'the drawings; Referring first to Figs. 1 to 8 of the draw ings, 10 designates the side plates of the car or, other equivalent portions of the side wall structures, 11 the ridge pole and-J12 the purlins;
I The carline of my invention is preferably made ofa sheetof steel of, uniform width which isflpress'ed into the form" of a channel with horizontally projecting-side flanges.
I3 designates'the channeled portion of the car-line, and, 14 the sideflanges which are preferably-formed with the upturned rims .1510 give additional stiffness -tothe structure. The depthor Vertical dimension-of the channel 13 is greatest atithe middle and diminishes-toward the ends oftheicarline.
This gives thh necessary slope to the roof.
Ths carline onthe other hand, is narrowest at" the middle and gradually widens toward the end in' the same proportion as its vertieel-dimension decreases. The purpose of this is twofold. --=It isn'ot particularly -nec es sary' to make the ca-rline wide at the niiddle,
but, depth at this point is'important'as the middle of the carline mnst'carry the great:
est load. On the other hand, the-ends of the cal-line do not-need to be s'o deeply chanv neled since they carry a comparatively" light l ned, l nt itisjv'ery" desirable to give them as- ,wide a spreadas possible in. order to checl: the tendency of. the car to-ldi'stort .on diagparticularly described and e end hich is proportioned rersely to thedepth of the channel, 'is
equally distributed between the channel and .7
the flanges; 1Th'atis, .as the channel widens the flanges 1 widen also. a result the metal at'each pointlengthwise of-rlthe carline has ,a symmetrical jdistril)ntion with res'peot to theftransvers'e'nentrel axis pass; ing through said point. v Or, to, put 'it. an-
other-.wamet any cross'section the. combined width ofthe flanges equals."suhstanminimum amount .of metal, hence of weight,
' in car-building. Asa matter of fact the.
while the angular extensions 16, 17, at each .channel. Since steel hassubstantially the heavy, but top heavy. ,It-is of the utmost importance, therefore, in carline construcsions 18 which are also bent downwardly at tially, the width of the middle web of the.
same strength in compression as in tension a steel carline so formed Wlll possess a maxi-- mum amount of load bearing strength for awhich latter is an important consideration strongest argument against the use of steel carlines in wooden box cars is that they. tend-t make the-car heavy, and not only tion to minimize weight as far as is consis,tent with" obtaining the necessary stren h. The other 'purposeof giving the carline t; 's particular configuration is to permit it tobe made from a sheet of metal of uniformwidth without. the necessity of trimming.
The decrease in depth of the channel'fr'om the middle tothe ends is just proportioned tot-he increase in width of the carline so pressing and no metal is wasted.
' The top .of the channel 13 has the extenof which is bent down as best shown in Fig. 8. The flanges 14 are formed with extenright angles to the carline. When putin place in the caithe extensions 18 bear against the inner surface of the side/plates endof'the carline, extend over the top of the side plates and overlap the same on the: outside. Bolts 19 are employed'forvsecuring' stood that certain modifications-might hr specifically limitations in certain of the claims herein.
The term top of the channel used in certainof .the claimshas reference to the referred arrangement of the carline shown in the first eight figures. With the carline reversed as shown in Fig. 9 this part, of course, becomes the bottom of the channel arid the claims containing this expression should be read with the understanding that "ifdesired the carline might be reversed so that the channeled portion extends downwardly 'insteadof upwardly.
1. A pressed steel channeled carline formed with lateral flanges, the channel of which is deepest at the center of the carline and becomes shallowertoward'the ends, the -width of the channel and the width of the flanges being least at the middle'of the car line and increasing toward? the ends.
2'. A pressed steel channeled carline formed with lateral flanges, the channel of which is deepest at the center oi the carline and becomes shallowergtoward the ends,
.thi width of the channel and the width of -the flanges being least'at the middle of the carline and increasing toward the ends, said flanges being formed -withangularly disposed stiflening rims.
; 3. A carline consisting ofaglieetof steel of uniform width pnessed so as to form a channel, and flanges extending laterally the carline to the side plates, In order to .strengthen the carline againstthe tendency.
to shear ofl the extensions 16, .17, the top of the channelis formed at'the-end with a therefrom, with the-depthofythe channel di-' miriishing and the width of the channel. and\ corrugation 20 which extends'over upon the of ;the fianges increasing from the middle of 106 ample, by means of the bolts 23.
extension 16. Preferably the metal is struck downwardly to form the corrugation, in which case the side plate is correspondingly grooved. I e
The top of -tween which the ridge pole 11 is seated, and with ribs 22 for positioning the purlins 12. The purlins and ridge pole may be secured to the carline in any suitable way,,-for ex- In Fig. 9 I have indicated a' possible; modification whereby the position of the carline is reversed, with the channel, designated 13", opening upward.- The. side side plate 10 The bottom of the channel is formed with the angular extension 17 wlhich bears against the'inside of the/side pate. While I have described my invention in a preferred embodiment, it will be under- I the channel preferably formed witha pair of transverse ribs 21'bethe carline toward the ends in such proportion that at any cross section the combined w'lidth of the flanges equals, substantially, the width of the middle web of the channel. 4:. A pressed steel carlinein the form of tending flanges, with the middle web ofithe channel extending at opposite ends beyond the side webs thereof so as to be attachable -with their extremities bent downwardly so as to bear against the inner surfaces of the vside plates.
5. A pressed steel carline in the form of an inverted channelha'ving laterally extending flanges, with the middle web of the channel extending at opposite ends beyond theside webs thereof so as to be attachable to the side plates of a car and with the flanges likewise longer than said side webs with their extremities bent downwardly so as to bear against the. inner surfaces of the 110 an inverted channel havin laterally ex-,
to the side plates of a car and with the flanges likewise ldngerahan said side webs side plates, the middle Web of said channel than the side Webs and: disposed so as to being formed at each end with a pressed out forfn attaching flanges for'fattaching said rib Whibh extends over the portion of the carline tofthe side plates of a ear.
' same which overlapsthe side plate. "VINTON E. SISSON.
5 6. A pressed steel channeled carline Witnesses;
formed with lateral flanges,the middle web L. A. FALKENBERG, of the'channel and said flanges being longer. Y. SKINNER.
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