Патент USA US2130812код для вставки
Sept. 20, 1938. ' I l rK. F. NYs'rRoM l 2,130,312 RAILWAY CAR CONSTRUCTION Original Filed Abril 10, 1933' 5 Sheets-Sheet l MN im? Sèp't.~20, 1938. K. F. NYsTROM ' 2,130,812 RAILWAY CAR CON STRUCTION I ' original >Filed April 1o , 1933 5 Sheets-Sheet 2 ________,.__ l Ñ\ le l 87' G O G O O \\\ \ . Í7ó\>\\\\ \\\ \\\ \ \\ \\ \\ O . O O 0 O o 4//// sept. 20, 193s. K. F. NYSTROM 2,130,812 RAI‘LWAY CAR CONSTRUCTION Original Filed April 1o', 193s _ 210,0~ [74 ' , i? 5 sheets-sheet s ' .9.9 2/ .7 4/ „_ m _ f/f _ __ e 9. mw, . .l0 osso@ _ _ @_ o m ___ _ f . /f . o ß. y«_ Sept. 20, 1938,. K. F. NYs'rRoM 2,130,812 RAILWAYy CAR CONSTRÚCTION original Filed April 1o, 1_933 5 Sheets-Sheet 4 I orne I 5. Sept. 20, v1938. K. F, NYSTROM 2,130,812 RAILWAY CAR CÓNSTRUCTION. Original Filed April lO, 1933 5 Sheets-Sheet 5 71 Í . ______\£_____ l L :___-_4% . » PatenteciSept. 20, l1938 2,130,812 ' _ AUMTED STATES PATENT voFFlcr: 2,130,812 RAILWAY CAR CONSTRUCTION Karl F. Nystrom, Milwaukee, Wis., assignor to Chicago-Hutchins Corporation, Chicago, Ill., a corporation of Delaware Application April 10, 1933, Serial No. 665,414 \ Renewed February 22, 1938 ' _5 claims. v(c1. 10s-_409) Current practices in railway car construction Fig. l is a fragmentary, side elevational view mayr be found in the Car Builder’s Cyclopedia, of a box car made in accordance with the pres 1931, published by Simmons-Boardman Publish- . ent invention; ing Company,~ 30~Church Street, New York, New 5 York. Particular reference is made to pages 101 to 412 and pages 463 to 676. y ` ' Fig. 2, is a sectional view taken on the line 2-2 of Fig. 4, looking down on the ñooring; 5 Fig. 3 is an enlarged ldetail section of one of ' -In both freight» and passenger car construction it is the common practice (see Fig. 545, page 359 _ and Fig. I1408, 'page 614) to first build the under 10 frame, then mount the sideframes on the side the corners; ' Fig. 4 is a vertical, sectional view taken on the line 4_4 of Fig. 5; lines and ñnally apply the roof and side sheathu Fig. 5 is a sectional view taken on the line 5-,---5 lo> of Fig. 4 looking toward the end wall of the car`, a part of the interior finish being broken away to ing. ' disclose the structure behind; sills, connect the tops of the sidefraines by car This method, however, is very costlyV for it 15 means that much yof the drilling, riveting, and welding must be done on the car ras it is being built, and often the men must Work in very - ' Fig. 6 is an enlarged detail section showing the mating of the end sheet with the roof; ‘ 15 Fig. 7 is an enlarged detail section showing the junction between the car body and the side awkward positions. The method is also objec-- sill, the section being taken on the -line 'i-‘l of tionable because the metal sheathing cannot be fFig. 2; Fig. 8 is an enlarged detail section through the 20 20 applied until after the sideframes and carlines». have'been built on the car, and consequently roofzzthe section being taken on the line 8-8 of ,much time is wasted. Fig. 9. is an enlarged detail sectional view of the Primarily the object of the present inventionl is to reduce the cost of car construction by upper right hand portion of the car, taken through one of the side plate pans; _ 25 25 eliminating all of the framework. This is ac Fig. 10 is a sectional view taken on the line ' complished by building the car body from a plu lll-l0 of Fig. 5;' rality of _sheet metal sections which are pro Fig. 11 is a sectional view taken on the line videdilwithfinwardly extending reinforcing flanges sufilcientin size and number to give the body the H_II of Fig. 4. Fig_ 30 necessary'strength. . ; » ' . vWhile the invention has been illustrated as 30 ' y of standard-sized mill sheets for the sheet metal sections, standard-sized veneer sheets for the in applied to a. box car', it will be understood that this is for the purpose of disclosure only, for the invention is equally applicable to other types of side lining, andan arrangement of the flooring railway cars. Other objects of this invention include the use 35_ whereby all waste is avoided; shaping the car ~‘ _ vto reduce wind resistance to a. minimum; pro viding a floor construction that protects the side , joints against ingress of moisture and which en ables the floor to be partly or wholly renewed ~ Also the details of construction are merely il- g5 lustrative of the invention and should not be construed as imposing limitations uponthe ap pended claims except as may be required by the prior art. _ ' .The car chosen to illustrate the invention is a 40 40 without disturbing any of the' interior finish;y providing a’ car vbodylwhich facilitates repairs in box car having an underframe 20 mounted onI case of an accident and reduces the area over trucks 2|. The car body. generally designated which the damage is likely to spread; providing 22, comprises sides 23 and 24, ends 25 and 26, and n'ovel arrangements of the longitudinal and a roof 21 upon which longitudinal and latitudlnal v445 latitudinal running boards and the side and end 'running boards 28 and 29 respectively, are 45 ladders, and a method of constructing la car - which embodies the above advantages and ' furthermore permits the greater part of fabri-l cation~ to bedonebefore assembly where the v50 work can be done far more expediently. ' Further andother objects -and advantages of the invention will become apparent as the dis ' closure proceeds'and the description isy read’y in conjunction with the .accompanying drawings, `sßinllvhich - J mounted. Side and end ladders 30 and 3l are . mounted at the ends of the car according' to A. R. A. speciñcations. ' , Underframe In building a car according to this invention, 50 the underframe 20 is iirst fabricated, if not in tegrally cast, and is then mounted on the car trucks. -_ _In the present embodiment of the invention, `g55 2. 2,180,812 the underframe is fabricated and comprises standard A. R. _A. center sills 32, side sills 33, end sills 34, body bolsters 35, braces 35. and floor beams 31, all riveted and/or-welded to form a 5 rigid structure. The side sills 33 (best’shown in Fig. ’1) may be termed i angle or channel bars and are placed with their apexes pointing upwardly and out standard size; and the top, bottom and side ñanges are all 3%". All of the sections are made of lß” steel plate which in combination with the reinforcing flanges provides adequate strength to resist the 5 outwardpressure of theladingand _furnish sup portgfor the superstructure. - " `_ ' ’ lThe sections may be bolted together and then welded along the inside and outside of the mat wardly; the outside legs 39 of the side sills 10 project downwardly and then inwardly with a » ing flanges to provide a unitary structure with l0 smoothly curved bend 49. Preferably the leg is inwardly extending reinforcing flanges. curved according to the formula Y=2 los X ìSince the door in a box car is ordinarily in with the origin of the curve at,4l. , the center of thecar, each of the sides will be The upper legs d2 of the sidesills extend hori-> ' made up of two units fabricated as described 15 zontally inwardly a certain distance, then down above. These units are mounted on the under wardly as shown at 43 and then inwardly to form frame and'then welded, as indicated at 54 and shoulders 44. The outside iioor boards of the 95, leaving’ a space for ‘the door, which is not Aiioor 38 rest upon the shoulders 44 and abut the shown. The door also is made up of two or downwardly extending portions 43. Since the more panels similar to the ones used in the sides. 20 depth of the offset is approximately the thick Preferably the tops and bottoms of the side 20 ness of the floor, moisture within the car will panels or sections 41 and 53 are slightly curved drain between the ñooring and the side sill rather as indicated at 56 and 51, respectively, to-blend than' through the joint between the car body and with the roof and side sill curves. - the side sill. This is particularly desirable be After the sides 23 and 24 are mounted on the 25 cause it avoids the collection of moisture at the underframe `and welded in place, furring or nail 25 base of the car sides. ing strips 59 are secured to the inside of the It is common practice to lay the licor boards flanges 50 by bolts 59 to> provide a means for crosswise between the center sills and the side sills but this practice results in unnecessary 30 waste because the ñoor boards do not come in nine foot lengths which is the span between the side sills of a standard box car. Floor boards, however, do> come in fourteen foot length and since _a standard car is forty feet six inches 35 in length, three of such standard length floor boards can be used with a minimum amount of Waste. As shown, the iloor boards aretongue and grooved and rest upon end sills 34, holsters 35, 40-iioor beams 31, center sills 32 and side sills 33. The boards are individually bolted to the end sills 34 as shown in Fig. 2 and to the various cross members of the underframe. Although the iioor ing may be laid on the underframe before ap 5 plying the car ends 25 and 26 and the sides 23 and 24, it is preferably laid later to facilitate the welding of the sides and ends to the underframe. 'After' the underframe has been set up and pieced together, the usual striking castings 45 50 and bolster fillers 46, along with draft gears, cou fastening the interior iinish to the side walls. Ends 30 The ends 25 and 26 are preferably made in one piece from 1A" steel plate, corrugated as shown in the drawings. The tops of the ends are flanged inwardly as shown at ‘60 and then down wardly as shown at Si, the latter ñanges being adaptedto mate with the adjacent flanges of the roof and be secured to the roof by welding. The bottom of the ends are provided with flanges t2 which rest upon the end sills and are welded to said sills on both the inside and outside of the flange. Side flanges 63 and 64 provided with in 40 wardly turned portions 65 and 66 are welded to the mating flanges of the corner sections 53 of the sides 23 and 24, respectively. Resting inside each end sheet on the flange 52 is a transverse furring strip t1 rabbeted at 68 to receive the interior finish. The furring strip 51 is secured to the flange E2 by bolts 59, the heads of which are spot-welded to the iiange. Other transverse furring strips 19, 'M_ and 12 plers, etc. are applied and lthe car is then mount- _ . are secured to the inside of the end sheets 25 ed on the trucks 2|. ' 55 ` Sides While the underframe is being made. another part of the shop may be at work in fabricating the car sides. In general, the car sides 23 and .24 are composed of a plurality of sheet metal 1 sections 41 provided with inwardly extending top and 26 by bolts 13 having their heads spot welded to the sheet. The furring strip 12 is, of course, curved to conform with the shape of the roof and has a rabbet 14 to receive the interior finish. j, .55. The roof also is made up of a plurality of sheet 60 and bottom ñanges 48 and 49, respectively, and metal sections comprising center sections 14, 60 sections 15 and side plate >sections side ñanges 50 and 5I, respectively,fthe latter intermediate 16. The sections have inwardly projecting re ' being bent inwardly again at 52 parallel to tbe , inforcing, flanges 11 extending completely face of the section. The end sections 53 do not have a ñange corresponding to the iiange 52, but are otherwise identical with the other sections. All of the sections with the exception of the corner sections 53 are made by taking standard sized‘mill sheets of 42." width and drawing out 7o the top, bottom and side ñanges to form what may be termed a pan. All flanges of the pan may be 3%" deep; and the ñange 52 may be 2" ' in- width, as these dimensions have been found to give the sections the desired strength. The 15 end sections 53 are made from 40" plate also of 'around the marginal edges of the sections. , The tops of the sections are. curved according to the equation Y=8 log X, the origin of the curve being indicated at 19. l _ . i ~ . The center sections 14 are made from No..16 gauge steel plate, and the intermediate sections 15 from No. 15 gauge steel plate, both plates 70 having a width of 32”,‘which is a standard mill size. The side sections 16 are made from No.' 7 gauge steel plate, which is considerably heavier than the plate used for either the center sections `Ír'1/4,` intermediate sections 15, or side sections 41 3 andere and 53. The width of the4 plate is 18" which is also a standard mill size. 'The center and intermediate sections 14 and 15, in addition to being the same width`are also p the same length, as indicated in Fig. 1. The side plate sections 16, however, are twice as long _ as either the center or intermediate sections 14 and 15 (Fig. 1). The purpose of this arrange ment is to cause the heavier gauge metal in the 10 side plate sections to oppose any tendency of the center and intermediate pans to buckle along the latitudinal flanges. The heavier metal of the side plate sections is also desirable because these sections . act 15 as a longitudinal beam and strengthen the center portion of the car which is being constantly/'subjected to vertical stresses. By making the roof into center, intermediate, and side plate sections, -the former two may be made of comparatively light metal, because of 20 the small proportion ofíthe total load which they carry, while the side pl'ate sections are made of heavier metal to withstand the greater stresses ‘ to whichçthey are subjected. _ ‘ Furring .strips 19 are secured by bolts=80 along 25 one Ylongitudinal and one‘latitudinal flange 11 of each section. , The furring is, of course, curved to cónform with the curvature of the roof. The roof is fabricated by taking the center, intermediate, and side plate sections and bolting together Ithe mating flanges. The sections may then be welded together both on the inside and - outside of the flanges to provide a unitary roof structure, which is self-supporting and requires vno supplemental framework. 35 _ After all the sections have been welded to which includes the dotted line portion indicated at 9|. The side plates, however, are notched at 92 to` accommodate .the latitudinal. flanges Vand. furring of the side plate sections. 'I‘he side plates are secured in place by fastening them to the side plate furring and to the lower longi tudinal furring of theintermediate sections of the roof. The upper edges .of the side plates are rabbeted at 93 to accommodate the_eeiling lin ing 80. ‘ 10 rThe side lining 81 comprises a plurality of veneer sheets which are but slightly smaller than the standard sized sheets. 'I'he sheets are .trimmed to the desired size and then fastened to ` the furring that is provided. - 'I'he end lining is also veneer and is secured to 15. the transverse furring strips 10 and 1|. The upper .end lining 89 is curved to conform to the >roof and ~is securedïto the transverse furring strips 1| and 12. The ceiling sheets 80 which 20 are also veneer extend from the center of the `roof to the side plates and are pressed into con-> formity with the roof furring and then secured in place to .the furring. A batten strip '84 covers the joint between the two halves of the ceiling 25 lining. ' One feature of this invention is the fact that the side, end and ceiling linings may be removed independently of one another. 'I'his is accom plished by forming the corners as shown in Fig.,3 30 with the end lining 88 seated within the rabbeted edge 14 of the furring12. In order that the Joint ywill be Weatherproof and waterproof, a galvanized iron strip 85 is iitted into the corner so that a slight spreading of the side and end sheets will gether both longitudinally and latitudinally, thev not permit moisture to enter the car. furring strips 19 are applied to the flanges 11 In a similar manner, the joint between the and are secured in place by the bolts 80. The side plate sections 16 have straight edge furring 40 8| which _constitute continuations of the side furring 58. v After the roof‘sections have Abeen welded> to- » gether, metal saddles 82, which support the run--[ning board sections, are welded along the top 45 seam. _The saddles are in the form of U-brackets _provided with outwardly -extending flanges 83 upon which thel running board 28 rests. The running board may _then be applied tothe car roof or may be later applied when‘ the roof has roof and the car end is provided with an ironl strip 96, and serves the same function. 40 Longitudinal _running board The running board 28 is made in'four sections. the end sections of which are supported by brack ets 91 which are welded to the car ends. Each section comprises three boards 88 which are unit 45 ed at their ends by U-shaped metal strips 88 em bedded in the wood.v The boards are also unitedat their mid-sections by a wooden saddle |00 to which- the boards are suitably secured and which ' is shaped at the bottom to conform to the curva 50 'I'he latitudinal running board brackets 84 are ture of the roof. ‘ _also welded on the car roof before the roof is.Therefore, to apply the running boards to the mounted on the car. i roof, it is only necessary to put them in place 50 been assembled on the car. 'The carA roof, which _is now completely- welded and is _provided with the necessary furring and with the necessary running board brackets and ksaddles may now be lifted by a suitable hoist and placed on thecar sides and ends. The top flanges ‘ 48 of the side sections >are then welded Ato the bottom flanges of the side plate sections and the end ñangeslof the roof are welded to the down wardly extending flanges 6I of the car ends to make the entire car body a unitary structure. 65 Interior finish. The interior finish comprises base boards 85, side plates 86, side lining 81,‘end lining 88 and 88, and 'ceiling lining 90. ` '_I‘he base boards extend completely around the «70 interior of the car, they side base boards resting rupon the raised horizontal portion of the side sill legs 42.. 'I‘he base boards are securedin place by fastening them to the side furring I8. The- v.side plates 86 -are irregularly shaped wooden strips (see- Fig. 9) the main outline of' with vtheir ends resting on the metal saddles 82 and bolt them to -the saddles by bolts 10|, the 55 metal saddles 82 having already been welded to the car roof. ' ' ' ' Latitudínal running board j . . The latitudinal running board 29 comprises a 60 plurality of transverse boards |02 which are se _cured to the angle members |03. 'I'he brackets 84 which are welded to the roof before it is mounted on the car enable the latitudinal run ning board to be fastened in place by‘bolts |04 which pass through downwardly extending flanges provided on the angle members |03. Side and end ladders Side and end ladders ordinarily have their rungs fastened, to; the sides by bolts which pass clear through the body. Consequently, when a rung is broken it is necessary to unload the car~ and disturb part of the interior finish in order to remove the bolts holding the broken rung.v 75 4 _In the present invention, this objectionable the longitudinal roof center and each side wall of practice is obviated by having the sides |85 of the ladders 30 and 3| provided with offset por the car. . 3. A railway car body superstructure compris tions |06 to which the rungs |01 may be fas ing a plurality of sheet metal panned sections tened. The rivet |08 or other fastening means secured together to form a unitary structure, said employed‘for securing the rung to the side need sections including separate side, side plate and only pass through the rung andthe side. It roof sections, inwardly directed longitudinal and lateral fianges on the sections forming stiiïening does not enter the car body. Therefore, when ever a rung is broken, it may be quickly replaced. ' elements for resisting the usual body strains, the corresponding flanges of adjacent sections be 10 Theside and end ladders Sil and 3|, respec 10 tively, are secured to the car body by> welding. ing continuous with each other, said ñanges be ing sufiicient in number and dimensions to avoid A railway car made in accordance with this invention is strong, durable and in case of acci the necessity of supplemental frame work, and including a plurality of parallel longitudinal dent may be easily repaired by replacing the iianges in said roof sections, said side plate sec 15 tions being sufiicient in strength to form the top 15 damaged sections. The car is much cheaper to build than those in common use; presents a smooth exterior finish, which in combination with the shaping of the car reduces wind re sistance to a minimum; and can be constructed 20 in less time due to the fact that the several com ponents of the car may be made in different parts of the -shop and then assembled. What I claim as my invention is: 1. In a -railway car, the combination with an 25 underframe of a car body superstructure sup-~ cord of a. truss. ' 4. A railway car body superstructure compris ing a plurality of sheet metal panned sections.> secured together to form a unitary structure', said sections including separate side, side plate and roof sections, inwardly directed longitudinal and lateral iianges on the sections forming stif fening elements for resisting the usual body strains, the corresponding ñanges of adjacent- 25 sections being continuous with each other, 'said ported thereon, the sides and roof ofwhich com prise a plurality of sheet metal panned sections flanges being suflicient in number and dimensions welded together to form a unitary structure with _ to avoid the necessity of supplemental frame so a smooth exterior surface and with longitudinal work in the superstructure, and including a plu and lateral inwardly extendingiianges welded to rality of parallel longitudinal fianges in said- roof each other forming in abutting sections a network of reinforcements, the corresponding ñanges of adjacent sections being continuous with each other and sufiicient to give the car bodyadequate sections, the metal of which said side plate sec-. tions are made being of heavier gauge thanv the trussing strength without the necessity of 'separate supporting vframe work in the super structure, there being at least a pluralityof .lat erally abutting sections between the longitudinal roof center and each _side wall of the ear. 40 2. In a railway car, the combination with an undeßrframe of a car body superstructure sup ported> thereon, comprisinga plurality of sheet metal panned sections welded together to form a unitary structure with a smooth exterior finish, the sections forming the sides of the car having vertical flanges for resisting laterally directed metal in the roof sections. , ' V 5. In a railway car, the combination with an underframe, of a car body superstructure sup 35 ported thereon, the sides and roof >of which‘com prise a plurality of sheet metal‘panne'd sections welded together to form‘a unitary structure with a smoothexterior surface and with‘longltudinal and »laterally inwardly extending" ñanges welded 40 to each other forming in abutting sectionsva net work of reinforcements, ythe corresponding ,ñanges of adjacent sections being continuous with each other and suificient Ito'givel the car body ade quatev trussing- strength withoutthe necessity of separate supporting frame vwork in the'super 45 structure, there being at least a plurality of` lat erally abutting sections `between the longitudinal forces and the sections forming the -roof of vthe car having series of parallel flanges longitudinal -ly and latitudinally of the car, the correspondingY roof center and each side wall of the car, furring 50 flanges of adjacent sections being continuous ' with each other and welded together so that when` all sections, side and roof, have been united, the said flanges will afford adequate trussing strength to enablel said superstructure to resist bui and 55 draft shocks and the pressure of lading without supplemental frame work, there being at least a plurality of laterally abutting sections between secured to the iianges of 'said panned sections”, and interior finish attached'to the furring for 50 covering’said flanges, said finish comprising side lining plates, lining sheets beneath said side lining plates, and a flat ceiling sheet pressed into con forxnityr with the curvature of the roof abutting against said side lining plates and secured to the roof furring. - ~ KARL F. NYSTROM.