Патент USA US2083553код для вставки
June 15, 1937.: M. P. ÀBLOMBERG TOP SILL ` Filed July 16, 195.4 .. __ .. .. __.... .. .... ä . .... u... .. In .. u l 2,083,553 2 Sheets-Sheet 1 June 15, 1937. M, P_- BLOMBERG .~ TOP SILL Filed July 16, 1954 By 2,083,553 2 Sheets-Sheet 2 m, ww ¿4am/3 Patented June 15, 1937 " _ 2,083,553 UNITED STATES PATENT OFFICE 2,083,553 TOP SILL Martin P. Blomberg, Chicago, Ill., assignor to Pullman-Standard Car Manufacturing Com pany, Chicago, Ill., a corporation of Delaware Application July 16, 1934, Serial N0. 735,360 7 Claims. (Cl. 105-397) This invention relates to railway cars, or sim ing the belly, a part of the sheathing being indi ilar vehicles, and has for its principal object to cated in Fig. 2. provide a` relatively light but strong longitudinal Each of the top sills I9 and 20 is preferably stress member for use in the car or vehicle roof, formed of aluminum alloy in one piece, this be 5 and preferably toI have this member in the form ing readily accomplished by employing the ex of a boxgirder so that the lower portion of the trusion process. The sills, however, could be girder may be used for an air duct, and the upper made of high tensile steel, or other suitable mate-A portion for insulation. rial, and certain of the objects of this invention Further Vand other objects and advantages will 10 become apparent as the disclosure proceeds and the description is read in conjunction with the vmediate iiange 33 which also projects outwardly, Fig. 2 is an enlarged, perspective view of a frag provides a ledge upon which the ends of the ribs ment of the longitudinal stress member in the 23 may rest, the ribs being of channel form and having flanged feet, as indicated at 34. The ends of the ribs are secured to the ledge 33 by rivets 35 passing through the flanged feet of the ribs. Sheet metal stress plates 36 and 3l join, re spectively, the top and bottom of the sills I9 and 20, thus forming a box girder which runs the ~ Fig. 3 is a perspective view showing the man 20 ner in which the top sills are secured to the door end post; Fig. 4 is a plan section taken4 on the line 4_4 of Fig. 2. It will be understood that this specific disclo 25 sure and illustration of a preferred form of the invention are for the purpose of disclosure only and should not be construed as imposing limita tions upon the appended claims except as may be required by the prior art. The body framework shown in Fig. 1 is particu larly adapted to the new type streamline trains, and comprises a center sill I0, end sills II and I2 secured to opposite ends of the center sill, door end posts I3 and I4, and I5 and I6, respectively, 35 anti-telescoping plates I'I and I8 supported by the door end posts, and top sills I9 and 20 connected by stress plates 2I and 22 to form a box girder. which rests upon and is secured to the anti telescoping plates Il and I8 and the door end 40 vIn the embodiment of the invention shown, each top sill has a relatively deep web portion accompanying drawings, in which Fig. 1 is a diagrammatic, perspective View of body framework illustrating an application of this invention; car roof; 30 are achieved even when the top sills are made in more than one piece. 10 posts I3, I4, I5 and I6. Preferably this portion of the car framework is designed to carry a major part of the car load. The shell of the car is formed by a plurality of ribs 23 which connect the top sills I9 and 20 with 'I'hese ribs lie in vertical planes and are connected together by various longitudinal framing members, such as roof stringers 24, window header stringers 25, belt rails 26, side sills 21 and various floor stringers 45 the upper part of the center sill I0. 50 (not shown). The ribs when made in one piece (as shown in Fig. 1) serve as combined carlines, side posts and licor supports. The belly of the car is formed by arcuate J-bars 28 which connect the side sills to the bottom of the center sill. 55 Metal sheathing 29 covers the body shell includ 30 terminating in outwardly extending top and bottom flanges 3| and 32, respectively. An inter full length of the car. The rivets 38 which se cure the top stress plate to the sills I9 and 2U also serve to hold the sheathing 29 in place and provid-e further anchorage for the ribs 23, the rivets passing through the wall 39 of the ribs. The bottom stress plate 3l is secured to the flanges 32 of the top sills by rivets 40. 30 An intermediate plate 4I secured to inwardly extending ñanges 42 of the top sills, divides the box girder into an air duct 43 and a space 44 above, which may be used for insulation, as indi cated at 45. Spacers 46 placed at intervals corresponding 35 to the ribs 23 and having the same cross sec tional shape, rest upon and are secured by rivets 41 to the inwardly extending flanges 42 of the top sills and reinforce the entire box girder struc ture. Preferably, the top stress plate 36 is also riveted to the spacers 46, the rivets being in dicated at 48. Along the lower margin of the top sills are built-upy structures which house lighting fixtures for providing the car interior with indirect lighting. The structures include a cable support 49 secured to the web 30 of the top sills by ma chine screws 50, and having cut-away portions 5I wherever the lamp sockets 52 are secured to the support; a cover plate 53 of channel form secured by screws 54 to an upwardly and out wardly inclined flange 55 of each top sill, the bottom ñange of the cover plate furnishing an attaching surface for the ceiling sheet 56 and a 55 2 2,083,553 reflector back plate 5l; and a finish plate 58 fas tened by screws 59 to the bottom stress plate 3l and having a trough-like projection 60 which re ceives a suitably curved reflector 6l for ldirecting Ul the light furnished by the lamp 62 along the ceil ing sheet. The ñnish plate 58 is preferably an extruded member and has a channel 63 for ac commodating the rivets Eil securing the bottom stress plate 3l to the top sills. The top sills are joined at their ends to the door posts in a manner best shown in Fig. 3. The flanges 55 are out off, as indicated at 64, so that gusset brackets 65 may ñt into the channels formed by the bottom flanges 32 and the inter mediate iianges 33. The brackets are securely riveted to the top sills and to the door end posts, the rivets $6 which furnish the latter anchorage passing through the anti-telescoping plates, and through castings 6l which ñt within the tops of the door end posts. One very important advantage of the longi tudinal stress member which has been described is that the distribution of metal furnishes great resistance to bending both in the vertical and horizontal planes, and in addition, the member provides convenient means for attachment to the ribs; for housing the indirect lighting; and for providing an air duct with space above for insu lation. What I claim is: l. A longitudinal stress member for the roof of railway cars, or similar vehicles, comprising a pair oi top sills each having laterally extending flanged reinforcements, one of said flanged rein~ iorcements being spaced from the top of the sill and extending inwardly, stress plates joining the top sills above and below to form a box girder, and an intermediate plate secured to the in wardly extending ilanges of the sill to divide the interior of the box girder into an air duct and a space for insulation. 2. A longitudinal stress member for the roof of railway cars comprising a box girder having a pair or" top sills for side walls, said sills having intermediate laterally extending iianges and metal stress plates for top and bottom walls, and an intermediate plate secured to said flanges for dividing the interior of the box girder into an air duct extending longitudinally of said girder, and a space above for insulation. 3. In combination, a one piece top sill having a relatively deep web portion terminating in top and bottom flanges, a plurality of intermediate laterally extending flanges, and a U-shaped cover plate rigidly secured to one of said intermediate ñanges for forming a passage for electric wires and the like. 4. A one piece top sill having a relatively deep web portion terminating in top and bottom flanges, and a plurality of intermediate laterally extending iianges, one of said last mentioned ilanges being spaced from the top of the sill and extending outwardly and upwardly and means 15 including a cover plate for forming with said bottom and last-named ñange a channel through which electric wires may be extended. 5. A longitudinal stress member for the roof of railway cars, or similar vehicles, comprising 20 a box girder having a pair of top sills for side walls, and metal stress plates for top and bottom walls, an intermediate plate dividing the interior of the box girder into an air duct and a space above for insulation, and spacers between the 25 top sills in said insulation space. 6. A longitudinal stress member for the roof of railway cars, or similar vehicles, comprising a box girder having a pair of top sills for side walls and metal stress plates for top and bottom walls, 30 each of said top sills having a plurality of later ally extending flanges, one of which is spaced from the top of the sill and extends inwardly, and an intermediate plate dividing the interior of the box girder into an air duct and a space for insu 35 lation. '7. A longitudinal stress member for the roof of railway cars or similar vehicles comprising a pair of top sills terminating in top and bottom. flanges, stress plates connecting said top and bottom 40 flanges for forming a girder, intermediate lat erally extending iianges on said sills, cover plates secured to certain of said intermediate flanges for forming passages for electric conductor ele ments, and lamp supporting means carried by 45 said sills. MARTIN P. BLOMBERG.