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Publication numberUS2184337 A
Publication typeGrant
Publication dateDec 26, 1939
Filing dateSep 3, 1936
Priority dateSep 3, 1936
Publication numberUS 2184337 A, US 2184337A, US-A-2184337, US2184337 A, US2184337A
InventorsOtho C Duryea
Original AssigneeDuryea O C Corp
Export CitationBiBTeX, EndNote, RefMan
External Links: USPTO, USPTO Assignment, Espacenet
Car body bolster
US 2184337 A
Abstract  available in
Images(2)
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Claims  available in
Description  (OCR text may contain errors)

Dec. 26, 1939. o. c. DURYEA CAR BODY BOLSTER Filed Sept. 3, 1936 2 Sheets-Sheet 1 Dec. 26, 1939. o. c. DURYEA CAR BODY BOLSTER Filed Sept. 3, 1936 2 Sheets-Sheet.2

Patented Dec. 193.9:

,PATENT orr cr.

2,184.83! can nonr nons'ma Otho C. Duryea,

Waterbury. Co missio er to 0. O. Duryea Corporation, New York, N. 1., a corporation of Delaware Application September a, 1936, serial No. 59,186.

4 Claims. (onus-22c This invention relates to improvements in car body bolsters and it consists of the matters hereinafter described and more particularly pointed out in the appended claims. The present invention is somewhat allied to but is an improvement over that illustrated and described in my prior United States Letters Patent No. 2,132,232 granted October 4, 1938.

The car body bolster with which the present invention is more particularly concerned, is of the kind used in the wellknown Duryea type of underframe. In such u'nderframes, a center sill passes through openings provided therefor in the body bolster, the connection being through cushion gears arranged between the sill and bolster.

Heretofore, such bolsters were made either as an integral casting or they were built up from prefabricated plates and a center casting, riveted together. Both the cast and the riveted bolsters are objectionable in certain respects.

Cast bolsters of this type are heavy and the cost is high. In riveted bolsters, overlapping joints are used and this necessitates care in matching up holes in the overlapped parts and difliculties are encountered in making tight rivets. Also, inside cornerseams are present in which water may lodge and thus start bolster corrosion. Again, the rivet heads on the top of the bolster require routing out of the car body flooring to accommodate said heads and this, of course, adds to the expense.

One of the objects of the present invention is to provide a car body bolster of this kind adapted for use in the Duryea type of underframe and which avoids the objectionable features of the cast and riveted car body bolsters.

Another object of the invention is to provide a car body bolster of this kind which is simple in design, lighter in weight than the cast or riveted bolsters and which at the same time provides the strength and rigidity required in the finished bolster.

A further object of the invention is to provide a body bolster made from a pluralityof plates of such pattern form that they may be secured together by butt welding, thus eliminating overlapping joints.

Again, it is an object of the invention to provide a bolster of this kind comprising two matched, longitudinal halves butt welded together, with each half in itself made up of a set of preformed plates welded together previous to the welding of said halves together.

A ain, it is another object of the invention to provide a body bolster of a general hollow box-like cross section made up from preformed plates, certain of which have openings therethrough for the passage of the center sill, the bolster being so braced in thevicinity of said openings as to resist all stresses and strains imposed thereon in use for its intended purpose.

. The above mentioned objects of the invention, as well as others, together with the advantages thereof will more full appear as the specification proceeds.

In the drawings:

Fig. 1 is a view partly in top plan and partly in horizontal section of a car body bolster embodying the preferred form of the invention, the plane of the section being indicated by the line ll of Fig. 2;

Fi 2 is a view in elevation of the bolster with parts of the left hand end thereof shown as broken away better to disclose the interior construction thereof;

Fig. 3 is a transverse vertical section through the bolster on an enlarged scale as taken on the line 3-3 of Fig. 1;

Fig. 4 is a transverse vertical section through an end portion of the bolster in the plane of the side bearing bracket, as indicated by the line 4-4 of Fig. l;

Fig. 5 is a detail transverse'vertical sectional view through a part of the bolster as taken on the line 5-5 of Flg. 2;

Fig. 6 is a detail horizontal sectional view through a part of the bolster as taken on the line 6-6 of Fig. 2;

Fig. '7 is a detail vertical sectional view through a part of the bolster as taken on the line 1-1 of Fig. 3, and

Fig. 8 is another detail vertical sectional view through the bolster as taken on the line 8-8 of Fig. 3 and with the center plate omitted.

In general, the body of the bolster is made up of two longitudinal channel-like halves, each'in turn being fabricated from a plurality of petterned plates welded together, said plates in the finished bolster body coacting to form the laterally spaced, vertical shear resisting diaphragms and the top and bottom tension and compression members respectively. In this instance, the tension member of the bolster body constitutes the cover plate of the bolster.

Of the two patterned plates which constitute the diaphragm, each has a pair of longitudinally spaced openings therein. In the finished bolster body, the openings in the two diaphragms register for passage of the center sill members through.

c to the presence oi these openings, certain stifiening elements and braces are employed in the mid portions of the body to bridge around said openings and strengthen and reinforce each half in the vicinity of said openings. Therefore, the bolster is not weakened by the presence of said openings. Certain of the bracing and stiffening elements associated with one body half project outwardly beyond the diaphragm thereof to provide a connection for the springs of the gear which cushion the relative movement between the bolster and center sill in use. Certain of the elements associated with the other half, also project outwardly beyond the diaphragm thereof to provide the connection for one end of a pair of associated torque arms, the other end of which is adapted for connection with an end sill forming a part of the car underframe.

Each diaphragm has its associated tension and compression members or plates welded thereto in operative relation to form the two channellike halves of the body. Before these two halves are joined in body forming relation, each half has its braces and stifiener plates welded therein and then both halves are welded together to form a substantially completed hollow box-like body which is open at both ends. A closure plate is then welded in each open end of the body to complete the same.

As each half of the bolster body is substantially the same in its general structure, a detailed description of one will suifice for both.

Referring now in detail to that embodiment of the invention illustrated in the drawings and particularly to Figs. 1 and 2 thereof, l0 and II indicate respectively, the two halves of the body. Each half, which is of a substantial channel cross section, comprises an upright web or shear resisting member l2, a top plate l3 and a bottom plate I4 which function as the tension and compression members respectively of the associated half. The top and bottom edges of the diaphragm |2 are each welded to one margin of the associated plates I3 and I4 respectively; a short distance inwardly from the edges thereof, as indicated at l5 and l5 respectively in Fig. 4. Preferably these welds are on the outside of the respective members of each body half.

In the mid portion of each diaphragm and spaced equal distances upon each side of the transverse median line thereof, coincident with the center of the center sill is a pair of rectangular openings I6 and I1 respectively. In the finished bolster, the openings in said diaphragms align so that the longitudinal members i8 and it of the center sill may pass therethrough. These members of the center sill best appear in Figs. 1, 7 and 8.

The openings l6 and I1 are so arranged vertically that the bottom edges thereof are closer to the compression members M-ll than the top edges are to the tension members.

The sides of the openings in each half of the body are formed by inner and outer stiifener plates 20-2l and 22-23 respectively. Certain upright edges of all of said plates are disposed in substantially the plane of the opposed edges of the tension and compression members l3 and I l. The top edges of said plates terminate in the plane of the top edges of the openings l6 and I! while the bottom edges of said plates rest upon the associated compression members M. The

atlas? outer corners of the inner ends of the plates 29 oi one of the body halves. are bevelled oil as at Zita in Fig. 6. The inner corners of the inner ends of the plates 23 of the other body half, are bevelled ofl as at 28a in Fig. 8. The purpose of it these bevelled corners 2011-2211 will appear later.

Each inner plate 20 of the body part ii is provided with an outer end extension 24 of a height to pass through and outwardly beyond the openings i0 and i! in the associated diaphragm for 10 a suitable distance. Said extensions are connected together by a pair of horizontal plates 25-20, arranged in vertically spaced relation about midway between the top and bottom edges thereof. These plates 25-28 provide the means 15 for connecting the links of a certain spring cushioning gear (not shown) but which is conventional in the Duryea underframe. The plates 25 are formed with oppositely facing bosses 25a to receive the pin whereby the link previously mentioned is operatively connected to the bolster.

The outer plates 2| of the body half II have no extensions corresponding to those of the inner plates. A line of welding 28 follows the bottom edges of the plates 20-2I where they engage the 26 compression member. The outer end of the outer plates 2| extend into the diaphragm openings l8 and I1 but not through the same so as to lap against that part of the diaphragm defining the outer edge of said openings as best appears in Fig. 6. A line of welding 26 is then laid in along the edges of said plates 2| and then another line of welding 21 is run along the inside comer as defined by the right angled surfaces of said plates 2|2| and the diaphragm I2. 36 These two welds thus form a lap weld instead of merely a butt weld at this point and the strength of the connection thus afforded is greatly increased.

The outer end of the inner plates 22 of the a) body half l0 are secured in the diaphragm openings l0 and II in the same manner as that above described in connection with the outer plates 2| of the body half H. Therefore, the lines of welding are indicated at 204:. and 21a in 45 Fig. 6.

The outer plates 23 of the body half I0 are formed outwardly beyond the diaphragm thereof with upright extensions 20-28 of a height approximating that of the associated diaphragm. 50 The top end part of each extension is bent outwardly to form a flange 29, the top surface of which engages the under side of the associated top plate I3. The purpose of said extensions and their flanges will appear later. A bottom part 'of the plates 23-22 are notched out as at 30 to fit over that part of the diaphragm below the associated openings l6 and I! therein as best appears in Fig. 3. Lines of welding 3l-32 secure said outer plates to the diaphragm and to the tension member ll of the body half l0. The least height of the plates 23-22 is slightly less than either diagonal dimension of the openings |6-|'| to permit placing of said plates in position during assembly of the body half I0. 65

Between the inner transverse stiffener plates 20-20 and 22-22 of each body half l0 and II, in a plane mid way between the diaphragm l2 and the edge of the associated compression member i4 is an upright, longitudinal stiffener strut 70 or plate 33. This plate is welded at its bottom and end edges to the tension member I! and to the associated inner plates 20-22 as at 34 in Fig. 6. A second upright longitudinal stiffener strut or plate 35 is welded as at 36 at its bottom 75 and end edges to the compression member l4.

and to the inner margins of the inner plates 23-22 respectively. The plates 33-33 in both body halves are of the same height as those 5 parts of the inner and outer transverse plates before mentioned so that the top edges of all of said plates are in the same horizontal plane.

The longitudinal plates 33-35 of both halves of the body, are each formed. at a point between its ends with a curved portion 31 opening into a recess 33 in the associated compression mem-' ber I4 to form one-half .of the opening in the bolster body bottom to receive the king or center pin of the truck, not shown. This curved portion 5 extends part way up the plate 33 from its bottom edge as appears in Fig. 3. The upright plates before mentioned all act'as shear'resisting stiffener struts as is apparent. Engaged upon the top edges of the previously go mentioned upright plates in each body half I0 and II respectively is a horizontal top plate 38. This topplate is welded to the top edses of said upright plates as at 40 and is also welded to the inner face of the associated-diaphragm l2 as at 26 4!.

Between the top plate 38 in each body half and the tension member l3 thereof are inner, outer and intermediate upright stiifener plates 42-43 and 44 respectively. The plates 42-86 are arranged in the planes of .the associated plates -35 while the other or outer plate 43 is engaged against the inner face of the associated diaphragm l2 as best appears in Fig. 3. The plates 42-43 and 44 have downwardly fac- 5 ing end hooks 45 (see Fig. 8) which engage the upper end end portion of the outer plates 2I-23 in the respective halves of the body. These plates 42-43 and 44 function as shear resisting ribs between the top plate 33 and tension memher l3 and are welded thereto and to the upright stiffener plates 2l-23 as at 43. Said plates 42-43 and 44 which assist in providing a hollow box-like structure above the top plates 39, are welded in-place dining their .assembly in the associated half of. the body. By means of the hooks 45 mentioned the plates 42-43 and 44 are secured not only to the tension member l3 and top plate 39 but also to the outer upright plates 2I-23 of the associated body half to form a rigid structure above each sill opening in the finished bolster body.

A suitable distance outwardly from the outer plate 2l-23 of each body half, I provide therein an upright rib plate 41 which is welded as at 48 along one vertical edge and its two horizontal edges to the diaphragm and to the tension and compression members of the respective body half. These plates 41 are arranged substantially in or near the planes of the side bearings to be employed with the finished body bolster to there form stifiening members therefor.

0n the outer surface of the diaphragm of each half of the bolster body, near its bottom edge, in the plane of the rib plates 41 are welded short channel brackets 49. Each bracket which has a cutaway inner corner to fit about the projecting margins of the compression member l4 as shown in Fig. 4, has an inclined bottom which corresponds to the inclination of the compression member at this point. The purpose of said brackets is to permit the attachment of a part of the associatedside bearing (not shown).

On the outer surface of the diaphragm of the body half II and spaced longitudinally from the sill openings l6 and I1 thereim angle brackets II are welded. Upon these brackets certain supports (not shown) .are engaged and upon which the flooring of the associated car body to be supported by the body bolster is secured in place.

. In the diaphragm of each body half Ill and II, I

midway between the tension and compression members at the center portion of each body half, are openings Bl-Sl. These openings. which are arranged within the brackets 33, are defined by inwardly extending flanges 42. Said l0 openings are intended for use in the finished bolster. for the passage of the usual train lines and brake rods .(not shown) through the bolster.

Each body half as thus far described is of a channel-like cross section and is open at its ends. 15 In each open end of each body half is welded a closure plate 63 having openings 54 therein whereby they may be riveted to the side sills (not shown) of the underframe in which the bolster body is embodied. Each compression 20 member I4 is provided near its ends with recesses 55, In the finished bolster body these recesses register to form an opening 56 for the insertion of a tool to buck up the rivets employed in securing .the ends of the body to the 25 side sills before mentioned. I

After the various parts before mentioned have been welded in assembled relation in their respective halves i0 and II of the bolster body, said halves are brought together with the edges as of the tension and compression members of one body half, abutting those of the other. It is to be understood that these edges have been previously bevelled off so that when brought together, they coast to define a groove to receive 88 the longitudinal lines of welding 51-58 respectively. These lines of welding extend the full length of the bolster and down the ends thereof to join the end closure plates 53 together. Of course, before these welding operations are 0 carried out, the body halves l0 and ii are sultably positioned to assure the alignment of the stiflener plates 20-2l of one body half with the stiifener plates 22-23 in the other.

After the two halves I0 and ii have been 5" welded together a center sill guide member 59 in the form of a rectangular bar is positioned in each corner as defined by the outer surfaces of the stiffener plates 20-22 and the top plates 33 of both halves. Lines of welding 63 are made so to secure these bars in place. Said bars are of such length as to have a considerable overlap with the plates to which they are welded and act not only as guides for the channels l8 of the center sill but they also assist in connecting the 5 two halves of the body together transversely. It is pointed out that in the application and welding of said bars, the same is performed through the openings I3 and I! in the diaphragms and which give complete access thereto. 50

It is apparent that when the halves of the bolster body have been welded together, the inner edges of the inner and outer plates 20-2! of one body half will register or align with and substantially engage the inner edges of the inner w and outer plates 22-23 of the other body half. With the edges thus arranged, the bevelled edges Net-23a before mentioned, will define grooves in which are laid lines of welding 20b and 23b as shown in Fig. 6 to weld said plates together 70 at said edges. These grooves are accessible for welding through the sill openngs i6 and II. It is preferable that said lines of welding 20b-23b be made before the guide bars 59 are welded in position.

To form a sliding bearing support or seat for the center sill member to, passing through the openings I arrange a member 88 between the associated inner and outer plates lid-2i and 22-423 of both body halves, and which member engages upon at least the tension member oi one of said body halves. Preferably said memher is in the form of a longitudinally extending piece of channel iron with its flanges 32 facing downwardly and engaged with and welded to both compression members H by lines of welding 63. These flanges are of such height as to bring the web 64 thereof substantially flush with the bottom edges of the openings I 6 and I1. Lines of welding 65 secure the ends of the channel member to the opposed faces of the plates 202l and 2223 of both halves of the body. With the channel members welded to the said plates of both body halves, as well as to the compression member -44 thereof, these members also act to tie the two halves of the body together transversely.

Either before or after the two halves l and II of the bolster body have been welded together, I provide on the outer face of each diaphragm l2, above the openings l8 and I1 therein, in the plane of the top plates 39, the solid bars 86-8'| respectively. The bar 68 (see Fig. '7) is of a length to extend between the upright stiffener plates 23-23 of the body half ID. The bar 61 is of such length as to extend between the extensions 24 of the plates 20 and is welded at its edges to the associated diaphragm I2. These bars act to form solid stops against which certain stop shoulders (not shown) on the sill engage, at the limit of the cushioned relation movement between the center sill and the body bolster as a whole.

After the bolster has been thus far assembled it is turned bottom up and a center plate 68 is arranged in position. This plate forms part of the center bearing between the car body bolster and associated truck bolster (not shown). It is made from a relatively thick metal disc having a center hole 69 which is lined up with the center pin recess in'the bolster proper as provided by the parts 31 and 38. The upper corner edges of the center plate are bevelled off as best appears in Fig. 3 to provide a welding groove in which annular lines of welding 10 and H are formed to operatively secure the plate to' the bolster body.

The bolster is of the kind embodying torque resisting arms whereby the bolster body is con- 'nected either to an end sill of the underframe .or to a cross bearer thereof. As shown herein, the bolster is of the kind wherein the torque arms are adopted for attachment to the body half 10 either before or after the two halves l0 and II are welded together.

In the present instance, said arms will be described as attached to the body half "I after it has been welded to the body half II but this is not to be considered in the restrictive sense.

Referring now to Figs. 1, 3 and 5, 12-12 indicate as a whole a pair of laterally spaced torque arms, each of a truss formation and comprising upper and lower arm members 13 and 14 respectively. Each arm member is preferably made of angle bar. In the case of the angle bars forming the top arm members 13, the top horizontal flanges face outwardly and the vertical flanges face downwardly. The arm members 713 are arranged in a horizontal plane extending at a right angle to the body half ill and the inner assess? ends oi the angle bars thereof, abut and are welded as at W to the top end edges of the plate. extensions 29 and to the wings 29 thereon, mfore mentioned.

In the case of the angle bars forming the bottom arm members 14, the bottom horizontal flanges face outwardly and the vertical flanges face upwardly. The arm members F4 are each welded at their inner ends as at 95a to the bottom end edges of the plate extensions 28 and to the wings 29 thereon before mentioned.

The arm members H extend upwardly and outwardly from their inner ends, toward their outer'ends and have horizontal outer and parts meeting in abutting relation with the outer end parts of the top arm members 13. The vertical flanges of the angle bars of both arm members are butt welded together at their junction. At the outer ends of said arms the vertical flanges of the angle bars of both arm members are ridged or corrugated as at T6 in Fig. 1. Said outer ends of said arm members are connected by a transverse bracket 11. The mid portion of said bracket is disposed in the plane of the top surfaces of the horizontal flanges of the top arm members 13 and is adapted for engagement and securement to an associated end sill (not shown) of the underframe.

To resist shearing strains in said arms, in their torque resisting functions, I provide between the converging vertical flanges of the arm members "-14, inner and outer web plates (not shown) which are butt welded along their top and bottom edges to the associated edges of said vertical flanges.

The tension member l2 of the body half I0 is made substantially wider at its mid portion than the width of the body half I l as best shown in Fig. 1. By this arrangement, the tension mem-- bers l2-l2 of both body halves coact to also function as the cover plate for the bolster body. In securing the torque arm members 13-43 to the body half l0 and still maintain the top surface flush with the top surface of the cover plate as a whole, of the bolster body, the inner ends of the arm members are offset as at 19 in Fig. 5. If desired, but not necessarily so, a weld 80 may be employed at this point as shown in Fig. 5.

In that part of the tension member l3, near the point of attachment for the torque arms, are openings l2a whereby one end of suitable diagonal braces (not shown) of the underframe may be attached.

It is apparent that when the two body halves Ill and ii are welded together, they form a hollow box-like bolster body. As there are certain openings in the bolster body through which water, snow or other foreign matter may at sometime flnd entrance into the bolster body, I provide in the compression members H-H near the plates 2l23, drain openings 82 as in Fig. 1. Also, in the bottom edges of the plates 41, suitable openings are formed so that any matter tending to enter the bolster body through any of the openings therein, drain from said body.

By making the body halves I0 and II from suitably patterned plates and welding them together as before mentioned, the necessity of forming dies are obviated and the cost of production materially reduced.

From the construction described, it is apparent that the body bolster is a welded one and is, therefore, free from rivets or bolts.

When the bolster thus made, it forms the equivalent of an integral structure much lighter in weight but stronger and less costly to produce than either a cast or a riveted structure.

Furthermore, the reduced weight of the body bolster greatly aids in contributing to a reduction in the weight of the car with which it is to be used.

In describing the assembly of the various parts in each body half, it is stated that an end plate 53 is welded in the end of each body half, before the two halves are welded together, the two end plates in each half being'welded together at the time the two body halves are welded together. If desired, the two body halves may first be welded together and then a single plate may be welded in each end of the body. Each plate of course, will have openings therein for the rivets whereby the ends of the finished bolster body are attached to the side sills of the center frame.

While in describing the invention, I have referred in detail to the form, arrangement and construction of the various parts thereof, as well as to the sequence and manner of the steps in installing and welding the parts in place, the same is to be considered only in the illustrative sense so that I do not wish to be limited thereby except as may be specifically set forth in the appended claims.

I claim as my invention:

1. A built-up body bolster of the kind described embodying a pair of laterally spaced diaphragms and tension and compression members respectively and with which the top and bottom edges of said diaphragms have a welded connection to form a hollow body, there being aligned sill openings in each diaphragm, upright transversely extending stiffener plates rising from the compression member into substantially the plane of the top of said openings, and means providing a box-like structure in said body between the top ends of said stiffener plates and the tension member and parts of the diaphragms above said openings.

2. A built-up body bolster of the kind described embodying a pair of laterally spaced diaphragms and tension and compression members respectively and with which the top and bottom ends of said diaphragms have a welded connection to form a hollow body, there being aligned sill openings in each diaphragm, upright, transversely extending stiffener plates rising from the compression member into substantially the plane of the top of said openings, means providing a box-like structure in said body between the top ends of said stifiener plates and the tension member and parts of the diaphragms above said openings, and means welded to said plates and forming guides for the sills to extend through the openings.

3. A car body bolster embodying therein, sheai resisting diaphragms and tension and compression members operatively secured together to provide a hollow box-like body, said compression member comprising two longitudinally extending plate-like parts having adjoining edges Welded together, one of said plate-like parts projecting laterally beyond one side of the body, and laterally spaced torque arms operatively secured to said side of the body and extending away therefrom and engaging with and being secured to said projecting portion of said one of said plate-like parts.

4. A car body bolster embodying therein, shear resisting diaphragms and tension and compression members operatively secured together to provide a hollow box-like body, said compression member comprising two longitudinally extending plate-like parts having adjoining edges welded together, one of said plate-like parts projecting laterally beyond one side of the body, and lateral- 1y spaced torque arms operatively secured to said side of the body and extending away therefrom and engaging with and being secured to said projecting portion of said one of said plate-like parts, said projecting portion of said one of said platelike parts being formed for the attachment of one end of a pair of diagonal braces therewith. OTHO C. DURYEA.

Referenced by
Citing PatentFiling datePublication dateApplicantTitle
US2804024 *May 20, 1953Aug 27, 1957Pullman Standard Car Mfg CoWelded bolster construction
US4180001 *Dec 22, 1977Dec 25, 1979Pullman IncorporatedCenter filler for railway vehicle
US4690072 *Apr 5, 1984Sep 1, 1987Pullman Standard Inc.Railway car body structural arrangement
US4744308 *Feb 24, 1987May 17, 1988National Castings, Inc.Combined center plate/center filler for railway freight cars
US4881470 *May 7, 1987Nov 21, 1989Trinity Industries, Inc.Gondola car having frameless radial truck
US6484644 *Apr 16, 2001Nov 26, 2002National Steel Car LimitedRailcar structure for accommodating a brake valve
US6915746Jun 30, 2003Jul 12, 2005Ronsco Inc.Center plate assembly for a rail road car
US20040261653 *Jun 30, 2003Dec 30, 2004Coslovi Ilario A.Center plate assembly for a rail road car
Classifications
U.S. Classification105/226, 105/228
International ClassificationB61F1/12
Cooperative ClassificationB61F1/12
European ClassificationB61F1/12