|Publication number||US2640443 A|
|Publication date||Jun 2, 1953|
|Filing date||Sep 29, 1950|
|Priority date||Sep 29, 1950|
|Publication number||US 2640443 A, US 2640443A, US-A-2640443, US2640443 A, US2640443A|
|Inventors||Jackson Edwin C, Schieler Albert M|
|Original Assignee||Gen Steel Castings Corp|
|Export Citation||BiBTeX, EndNote, RefMan|
|Patent Citations (4), Referenced by (13), Classifications (8)|
|External Links: USPTO, USPTO Assignment, Espacenet|
June 2, 1953 A. M. scHlr-:LER ErAL RAILWAY VEHICLE FRAMING 3 Sheets-Sheet 1 Filed Sept. 29.v 1950 I i i I I i i I i 7 /lif c/dc 0/7 wry June 2, 1953 A. M. scr-HELER Erm.
RAILWAY VEHICLE FRAMING 5 Sheets-Sheet 2 Filed Sept. 29, 1950 IIIIIIJ FIG.
`June-2, 1953 A. M. scHlELER l-:TAL
RAILWAY VEHICLE FRAMING llll/ll,
I//Il/l/Il/\\\\\\\\\\\\ Filed Sept. 29. 1950 llIllllll/IIIIIIIIIII 7 /Il//ll/IlIIllllIlI/Il Flc. 12.
Patented June 2, 1953 RAILWAY VEHICLE FRAMING Albert M. Schieler, St. Louis, and Edwin C. Jackson, Clayton, Mo., assignors to General Steel Castings Corporation, Granite City, Ill., a corporation of Delaware Application September 29, 1950, Serial No. 187,372
27 Claims. l
The invention relates to railway rolling stock and more particularly to the framing at the end of a vehicle including an upright end post and consists in the construction of the end post and its `assembly with the underframe.
The main object of the invention is to form an underframe and upright end post assembly well adapted to withstand longitudinal thrusts delivered to the post by lading as well as buing shocks delivered to the underframe, and the invention is intended particularly for use in cars used for transportation of pulp wood which is loaded up against the end post and the latter forms the sole means for retaining the load.
A feature of the invention is the anchoring of the post to the underframe so that forces tending to tilt the post longitudinally of the car will be adequately resisted.
More specifically, the invention comprises a pair of elements in the underframe which are spaced apart a substantial distance and an upright end post with its lower portion fitting between the underframe elements and anchored thereby by shims or weldments, there being opposing faces on said underframe elements and posts to resist shifting or tilting of the posts. The underframe elements may consist of spaced apart end sills or brackets or recesses in the longitudinal sills.
In the accompanying drawings:
Figure 1 is in part a top View and in part a horizontal section taken on the line I-I of Figure 2 of one end portion of a railway car embodying the invention.
Figure 2 is in part a front elevation and in part a Vertical transverse section taken on the line 2--2 of Figure 1.
Figure 3 is a side elevation of one corner of the car shown in Figures 1 and 2 and is drawn to an enlarged scale.
Figure 4 is a detailed vertical section taken on the line 4 4 of Figure l.
Figure 5 is a perspective of the lower portion of the end post.
Figures 6, 7, 9, and l2 are detailed sections corresponding to Figure 4, but illustrating different forms of the invention.
Figure 8 is a horizontal section taken upon the section line 8-8 of Figure 7.
Figure l0 is in part a top view of the structure shown in Figure 9 and in part a horizontal section taken on the line Ill-lll of Figure 9.
Figure ll is a similar top view and horizontal section, the section being taken on the line I I-I I of Figure 12.
The Vehicle underframe includes a center sill I of inverted U section, with flanges 2 at the lower edges of its legs, side sills 3 of Z section, transverse bolsters 4 of box section, an outer end sill 5 and an inner end sill 6 at each end of the car, spaced apart a substantial distance and forming the ends of a vertically opening pocket. Both sills are of channel section although the outer end sill has a box-like vertical section lat each end with an inner web 5a and the inner end sill has a depending angular reinforcement 1.
Near the end of the car the cross section of each side sill changes, the Vertical web being inclined, as indicated at 8 to merge with the end of inner end sill 6, land then is offset inwardly from the side of the car as indicated at 9 and then merges with the inner web 5a of the outer end sill to form with the adjacent portions of the end sills a recess facing away from the side of the car.
Upright end posts I0 and II, preferably two of each, are mounted upon end sills 5 and 6. Each post is of channel cross section and comprises a main web I2 extending longitudinally of the car with flanges I3 and I4 respectively projecting laterally from the front and rear edges of the web. The lower portion of the post is offset horizontally inwardly from the front and rear of the post to form downwardly facing shoulders I5 and I6 respectively, which rest upon end sills 5 and 6 respectively, and the lower end of the post is provided with an upwardly facing lip vor shear lug I'I opposing shoulder I6. A rib I8 extends diagonally from lip Il to shoulder I5. Each post may be tapered from its lower portion towards its upper end and web I2 may be apertured at l 9 to lighten the post.
When the post is applied to the underframe, it is inserted sideways into the space between the end sills land tilted to the upright position as shown in Figure 3 with its shoulders I'5 and I6 resting upon the sills, its lip I1 hooked under sill 6 and the offset flange portion Ida bearing against the front face of sill 6. One or more shims 2D are inserted between lip II and the bottom of sill 6. This structureavoids tilting of the post lengthwise of the car irrespective of the securing of the post to the top of the underframe.
Weldments 22 are deposited in the space between the front edge of post web I2 and web 5a of the outer end sill to take up any play between the post and the end sills and to secure the post to the underframe. Additional weldments 23, 24, 25, and 26 are deposited between the post and upwardly facing elements of the sills and contribute to the rigidity of the structure. The use of Weldments as described avoids the necessity of machining the opposing portions of the underframe and end posts to secure a tight fit but the securing eiect of a, machined t between these structural parts is attained.
The posts are braced against tilting transversely of the car and are tied together to form a more nearly unitary structure by an angle 3U the flanges of which are welded to the horizontal top faces and adjacent vertical faces of the posts.
Preferably the underframe and posts are constructed of cast steel and when so constructed as shown on the drawings provide for a strong end post construction and a strong, rigid connection between end posts and the underframe. The durability, strength, and corrosion resisting qualities of cast steel structures are usually much greater than for built-up structures, resulting in less maintenance and repair expense. The use of Weldments to provide a tting and securing of the lower portions of the posts to the end sills without machining and riveting the tted parts smplies the production of the parts and the assembly operations and lessens the cost of the completed structure.
The end posts are rigidly secured to the underframe and the structure resists forces applied in either longitudinal direction of the vehicle. The end posts cannot tilt outwardly of the car in a longitudinal vertical plane due to any forces tending to shift the lading, and they cannot tilt inwardly in the same plane due to sudden bufng forces or other forces which would tend to move the heavy end post in the opposite direction in which the force would move the heavy underframe casting.
Figure 6 illustrates another form of the invention in which the end sills 4l) and 42 are of box section. Both upright walls of sill 4Q and the rear wall of sill 42 are substantially vertical but the front wall 43 of sill 42 is inclined rearwardly and downwardly. The lower portion of end post M has a substantial vertical front ange 45 opposing the inner wall 4i of the outer end sill and has an inclined rear flange 46 opposing wall 43 of the inner end sill.
The side post may be disposed parallel to the side of the underframe and slidlaterally into the laterally open pocket in the underframe. The `center post may be disposed at an angle to the end sills and lowered into the spacebetween the end sills and then twisted horizontally to bring it into the assembled position shown. Shims 41 may be inserted between wall 4l and flange 45 to thrust iiange 46 against wall 43. Downwardly facing shoulders on each end post rest upon the end sills. Weldments 49 are applied to the corners between each post and the end sills.
Figures '7 and 8 illustrate a structure in which sills 50 and 5| are of box section with their inner walls 52 and 53, respectively, disposed vertically. The lower portion of each post 54 has lips or shear lugs 55 and 56 underlying sills 5U and 5I, respectively. shims l are inserted between lips 55, 56 and the bottoms of the end sills. Shims 58 are inserted between the rear vertical lower portion of each post and the opposing wall 53 of the inner end sill. Weldments 59 are applied to hold the shims and posts in position, but the Weldments are not relied upon to resist forces tending to tilt the end post in a longitudinal vertical plane, either inwardly or outwardly of the underframe.
Figures 9 and 10 illustrate another form of the invention in which the end sill 60 is of box section, but in pla-ce of the inner sills shown in the other arrangements, there are brackets 6l and 62 extending inwardly and outwardly from the underframe side sill and center sill respectively and. spaced from the end sill. The lower portions of posts 83 are received between the opposing faces of end sills 60 and brackets 6|, B2. Shims 64 are inserted (between end sills 65 and the opposing vertical faces of posts 63, and weldments 65 secure all of the parts together. Forces tending to tilt the posts lengthwise of the underframe are resisted by the opposing elements of the posts and underframe independently of the Weldments.
Figures 11 and l2 show another arrangement for fitting the end posts to the underframe structure. In this arrangement the end sill 'l0 is of box section with its inner wall ll inclined rearwardly and downwardly. Brackets l2 and 73 correspond to the brackets shown in Figure 10, but their forward walls are inclined downwardly and forwardly. The front and rear flanges on the post 'I4 converge downwardly by providing clearance between the downwardly facing shoulders l5 on each post and the upper face of the adjacent part of the underframe. The post may be lowered into the underframe until there is contact between the front and rear portions of the posts and the opposing elements of the underframe, thus eliminating the use of shims. Any space between shoulders 15 and the underframe may be lled with shims or with weld- -ments 16.
In all of the arrangements the t between the posts and the underframe is made without requiring any machining of either casting adjacent to the nt. All play at the t is taken up by shims or Weldments or by the taper of the opposing surfaces. troductory portion of this speciiication are attained by any of these structures.
The details of the device may be varied otherwise than as shown without departing from the spirit of the invention and the exclusive use of those modifications coming within the scope of the claims is contemplated.
What is claimed is:
1. In a railway vehicle framing, underframe main members extending transversely of the framing and spaced apart longitudinally of the framing, an upright end post having a main body portion of greater extent longitudinally of the underframe than the distance between said members, the post having an inwardly offset lower portion of less extent, there being shoulders extending inwardly from the front and rear of the post and resting on said members, said post lower portion projecting between said members, and having elements opposing the upright sides of said members and cooperating with said shoulders to prevent tilting of the post in a direction longitudinally of the framing.
2. A structure as described in claim 1 in which the lowermost portionof the post has a lip un- The general objects set forth in the in- 4. In a railway vehicle framing, an underframe including members extending transversely of the underframe and spaced apart longitudinally of the underframe, an upright post with its lower portion positioned between said members and provided with an upwardly facing hook-,like part underlying one of said members, said post having a downwardly facing shoulder mounted on said member and having another downwardly facing shoulder mounted on theother of said members.
5. In a railway vehicle framing, an underframe including members extending transversely of the underframe and spaced apart longitudinally of the underframe, an upright post mounted on said members and extending downwardly between them alongside of one member but spaced from the other member, and a weldment filling the space between the post and the last-mentioned member and securing them to each other.
6. Structure as described in claim l which includes weldments connecting the post and adjacent elements of the end sill members.
7. Structure as described in claim 1 which includes a weldment extending vertically between the lower portion of the end post and the opposing elements of one of the end sill members, said weldment eliminating clearance longitudinally of the vehicle between the lower portion of the post and said end sill members.
8. Ihe combination with a railway vehicle underframe having an outer end sill and an inner end sill spaced therefrom and a longitudinal draft sill member Iconnecting the center portions of said end sills and a longitudinal inember near each side of the underframe and between said end sills and forming the inner face of a recess in the side of the underframe, of upright end posts with webs extending longitudinally of the underframe between said end sills and having shoulders resting on said end sills and having extensions projecting downwardly into the space between said end sills and fitting between said end sills to prevent excessive tilting of the end post on one end sill in a longitudinal vertical plane by engaging the swinging portion of the extension against opposing elements of the other end sill.
9. In a railway vehicle framing, an underframe outer end sill member, an inner end sill member spaced substantially from said outer end sill member, an underframe longitudinal sill extending between said members and spaced inwardly from the outer ends of said members and forming the inner face of a recess in the side of the framing facing away from the framing, and an upright end post with its lower portion positioned in said recess, the t between said portion and the end sills preventing substantial tilting of the post in a direction longitudinally of the vehicle framing.
10. A railway vehicle framing combination as set forth in claim 9 in which the end post includes a hook extending under the inner end sill, there being a shim between the hook and the underside of the inner end sill.
l1. In a railway vehicle framing, side sills, draft sills, inner and outer end sills spaced apart at one end of the underframe and extending from one side sill to the opposite side sill, a recess in each side sill opening towards the side of the vehicle, an upright end post in each recess, an upright post between each of said recesses and the longitudinal center line of the framing, each post Aprojecting downwardly between said end sills and extending substantially the full distance between them, and weldments securing the posts to the end sills, there being a tie extending transversely of the framing and secured to the upper portion of all of said posts.
l2. In a railway vehicle framing, an underframe having an end sill, elements on said underframe spjaced apart longitudinally of said framing, one of said elements being adjacent to said end sill and the other element being spaced inwardly from said first-mentioned element and from said end sill and extending below the top of said unclerframe, and-an end post having its lower portion between said elements and rigidly connected to said elements against tilting in a direction longitudinally of the vehicle framing.
13. A structure as described in claim 12 in which the lowermost portion of the post has a lip underlying the second-mentioned element.
14. Structure as described in claim 12 which includes weld-ments connecting the post and said underframe elements.
l5. In a railway vehicle framing, an underframe having an end sill, elements on said underfrarne spaced apart longitudinally thereof, one of said elements being adjacent to said end sill `and the other element being at a point spaced therefrom inwardly of the underframe, both of said elements extending below the top of said underframe, and an end post having its lower portion shouldered to rest on said elements and extending .between said elements and rigidly connected to said elements and holding said post against tilting in both directions longitudinally of the Vehicle framing. v
16. A structure as described in claim 15 in which the lowermost portion of the post has a lip underlying each of the elements.
17. In a railway vehicle framing, an underframe having an end sill, elements on said underframe spaced apart longitudinally thereof, one of said elements being adjacent to said end sill and the other element being at a point spaced inwardly of the yunderfrarne from said first-mentioned element, said elements having upright faces extending below the top of said underframe and opposing each other longitudinally of said framing, an end post having its lower portion positioned between said upright faces, a shim between the upright face of one element and the adjacent end post portion to rigidly connect said end post to said underframe against tilting in both longitudinal directions of the vehicle frammg.
18. A structure as described in claim 15 in which the upright faces of the elements are at an angle to the vertical with the longitudinal spacing of the upper ends of the faces being greater than the lower longitudinal spacing of the lower ends of the faces and with the lower portions of the end post which lies adjacent to the up-right faces of said elements extending in parallel relation therewith.
19. A structure as described in claim 1'7 in which the upright face of one of the elements extends vertically and the upright face of the other element extends at an angle to the vertical with the longitudinal spacing of the upper ends of said faces being less than the spacing of the lower ends of the faces and with the lower portions of the end post which lies adjacent to the upright faces on said elements extending in parallel relation therewith.
20. In a railway vehicle framing, an underframe having a longitudinal sill including an up- 7 right web with a portion offset laterally of the sill to provide a recess with opposing elements spaced apart longitudinally of the framing, and an end post having its lower portion positioned between said elements and rigidly connected to said elements and held thereby against tilting in a direction longitudinally of the vehicle framing.
2l. A railway vehicle framing end post of channel-like cross section comprising an upright web with front and rear iianges, said flanges at the lower portion of the post being oiset inwardly from the front and rear of the post, to provide downwardly facing shoulders, said webI and flanges extending a substantial distance below the level of said shoulders at the inner ends thereof and including elements facing forwardly and rearwardly of the post beneath said level.
22. A vehicle framing end post as described in claim 21 which includes a'lip near the lower end of the post extending from one edge of the post web and opposing one of the downwardly facing shoulders.
23. A vehicle framing end post as described in claim 2l which includes a lip near the lower end of the post extending from one edge of the post web and opposing one of the downwardly facing shoulders, there being a rib projecting from said web and extending diagonally between said lip and the shoulder on the other edge of the post.
24. A vehicle framing end post as described in claim 21 which includes lips near the lower end of the post extending from the edges of the post and opposing the downwardly facing shoulders.
25. A railway vehicle framing end post comprising an upright web with front and rear edges provided with downwardly facing shoulders, said web extending a substantial distance below said shoulders and increasing in width from front and back towards its lower end.
26. A railway vehicle framing end post comprising an upright web with front and rear edges provided with downwardly facing shoulders with its forward and rear faces being inclined to the vertical and converging downwardly.
27. A vehicle framing end post as described in claim 21 in which the lower ends of the flanges extend towards each other and merge together.
ALBERT M. SCHIELER. EDWIN C. JACKSON.
References Cited in the ile of this patent UNITED STATES PATENTS Number Name Date 860,029 Irwin July 16, 1907 1,247,822 Gregg Nov. 27, 1917 1,548,518 Edlich Aug. 4, 1925 1,863,995 Ponstingl June 21, 1932
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|US5228259 *||Apr 29, 1992||Jul 20, 1993||Ford Motor Company||Space frame connector|
|US5271687 *||Apr 3, 1992||Dec 21, 1993||Ford Motor Company||Space frame joint construction|
|US5332281 *||Apr 30, 1992||Jul 26, 1994||Ford Motor Company||Space frame construction|
|US5338080 *||Apr 22, 1993||Aug 16, 1994||Ford Motor Company||Space frame construction|
|US5343666 *||Oct 28, 1992||Sep 6, 1994||Ford Motor Company||Space frame joint construction|
|US5549352 *||Mar 23, 1995||Aug 27, 1996||Ford Motor Company||Split joint construction for a space frame|
|U.S. Classification||105/404, 296/203.1, 105/380, 105/410|
|International Classification||B61F1/00, B61F1/10|