Improvements in the Underframes of Railway and other Rolling Stock and in the Manufacture of Longitudinal Members therefor.
Year: 1897

page_text: Date of Application, lɔth JUTY, 1897
Complete Specification Left, 14th Apr., 1898-Accepted, 20th May, 1898
Date of Application, 15th July, 1897
Complete Specification Left, 14th Apr., 1898-Accepted, 20th May, 1898
PROVISIUNAL SPECIFICATION.
Improvements in the Underframes of Railway and other Rolling
Stock and in the Manufacture of Longitudinal Members therefor.
We, JAMES THOMAS JEPSON, Engineer, and THE LEEDS FORGE COMPANY
LIMITED, Engineers and Ironmasters, both of the Leeds Forge, Leeds, in the
County of York, do hereby declare the nature of this invention to be as follows:-
The pressed metal end-longitudinal bars of the underframes of railway and
other rolling stock have been made of channel section, the web portion of the
channel bar being for about half its length cut away, so as to form two projecting
legs between which the draw bar or gear has been located.
Now this invention has for its object to so construct such parts of the under-
frames of rolling stock in such a manner that they shall be capable of more
satisfactorily resisting the strains usually placed upon them, and shall yet be
capable of being easily manufactured.
For this purpose we construct end-longitudinal bars each of a bar or plate of
metal of channel or trough-like section having boxed-in or solid ends, and form,
it may be by pressing between suitable dies, the top or web with a central longi-
tudinal depression or groove that extends from one end to about the middle of
the length of the bar. The bar is so formed and arranged in the underframe of
a vehicle that the channel will be inverted, that is to say the web will be upper-
most, and the par: which is formed with the depression or groove will be outermost,
that is to say nearest to the headstock.
A hole or slot er holes or slots is or are cut through the depressed portion of
the bar to allow the pin or pins which connects or connect the draw gear to the
draw-springs, to move to and fro.
The bar is fixed in position by bolting or otherwise securing the boxed-in-ends
of the channel bar to the juxtaposed portions of the vehicle underframe, namely
to the cross bar and headstock respectively, so that the longitudinal groove or
depression serves as a guide to the draw-spring buckle for which it affords a
bearing surface, the buckle resting upon the bottom of the groove or depression,
and the spring-plates forming the laminated draw and buffing spring bearing
upon the plain portion of the web of the bar, as is usual with pressed metal end-
longitudinal bars. The longitudinal groove or depression also forms a bearing
surface for the draw-bar, the bottom of the groove or depression, which is level
with the bottom of the hole or slot in the headstock through which the draw-bar
works, preventing undue wear of the headstock and draw-bar-plate.
End-longitudinal bars as hereinbefore described are preferably formed at one
operation of an hydraulic or other press from a single plate of metal the one
operation transforming the flat plate into a bar of trough-shape or channel section
ith boxed-in or solid ends, as described in the Specifications of Letters Patent
No. 20887 of 1889 and No. 20888 of 1889 granted to Samson Fox and with a

page_text: central longitudinal grooved or depressed part extending from one end for a
suitable distance and through which the hole or slot is formed. This hole or
slot may, if desired, be cut, punched, or otherwise suitably made after the bar
has been pressed to shape. In the case of continuous draw-bars two such holes
or slots are required.
It will be seen that underframes constructed with improved longitudinal end
bars will be much stronger than those constructed as heretofore, since no part of
the channel bar, with the exception of that corresponding to the hole or slot, is
cut away and its full strength is thus retained. Vehicles with our improved
underframes will satisfactorily withstand rebound shocks of the draw-bar, or
buffing shocks transmitted through the laminated draw and buffing spring and
draw-bar to the centre of the headstock in such operations as shunting, and also
"racking" and other strains to which the underframes of rolling stock are
ordinarily subjected.
Improvements in the Underframes of Railway and other Rolling
Stock and in the Manufacture of Longitudinal Members therefor.
We, JAMES THOMAS JEPSON, Engineer, and THE LEEDS FORGE COMPANY
LIMITED, Engineers and Ironmasters, both of the Leeds Forge, Leeds, in the
County of York, do hereby declare the nature of this invention and in what
manner the same is to be performed to be particularly described and ascertained
in and by the following statement: -
The pressed metal end-longitudinal bars of the underframes of railway and
other rolling stock have been made of channel section, the web portion of the
channel bar being for about half its length cut away, so as to form two projecting
legs between which the draw bar or gear has been located.
Now this invention has for its object to so construct such parts of the under-
frames of rolling stock in such a manner that they shall be capable of more
satisfactorily resisting the strains usually placed upon them, and shall yet be
capable of being easily manufactured.
For this purpose we construct and use end-longitudinal bars as we shall now
proceed to explain by reference to the accompanying illustrative drawings wherein
Figs. and 2 show respectively in longitudinal section and plan, one such bar
constructed according to this invention. Figs. 3 and 4 show opposite ends of the
said bar, and Fig. 5 is a section thereof, the left-hand half being taken on the
line A A and the right hand half on the line B B of Fig. 1. Fig. 6 shows to a
smaller scale than the other figures, part of the underframe of a vehicle provided
with an end-longitudinal bar of the kind shown in Figs. 1 to 5 inclusive.
We construct the end longitudinal bar (Figs. 1 to 5) of a bar or plate 1 of
metal of channel or trough-like section having boxed-in or solid ends 2, and
form, it may be by pressing between suitable dies, the top or web 1ª with a central
longitudinal depression or groove 3 that extends from one end to about the middle
of the length of the bar. The bar is so formed and is arranged in the under-
frame 4 of a vehicle as shown in Fig. 6 so that the channel will be inverted, that

page_text: is to say the web 1" will be uppermost, and the part which is formed with the
depression or groove 3 will be outermost, that is to say nearest to the headstock 5.
A hole or slot 6 (Fig. 6) or holes or slots 6, 6ª (Figs. 1 and 2) is or are cut through
the depressed portion of the bar to allow the pin or pins which connects or connect
the draw gear to the draw-springs, to move to and fro.
The improved bar is fixed in position by bolting or otherwise securing its
boxed-in-ends 2 to the juxtaposed portions of the vehicle underframe, namely
to the cross bar 7 and headstock 5 respectively, so that the longitudinal groove
or depression 3 will serve as a guide to the draw-spring buckle for which it
affords a bearing surface, the buckle resting upon the bottom of the groove or
depression, and the spring-plates forming the laminated draw and buffing spring
bearing upon the plain portion of the web 1ª of the bar, as is usual with pressed
metal end-longitudinal bars. The longitudinal groove or depression 3 also forms
a bearing surface for the draw-bar, the bottom of the groove or depression, which
is level with the bottom of the hole or slot in the headstock through which the
draw-bar works, preventing undue wear of the headstock and draw-bar-plate.
End-longitudinal bars as hereinbefore described are preferably each formed
at one operation of an hydraulic or other press from a single plate of metal the
one operation transforming the flat plate into a bar of trough-shape or channel
section with boxed-in or solid ends, as described in the Specifications of Letters
Patent No. 20887 of 1889 and No. 20888 of 1889 granted to Samson Fox, and
with a central longitudinal grooved or depressed part xtending from one end
for a suitable distance and through which the hole or 26 or holes or slots 6, 6ª
is or are formed. The said hole or slot or holes or slots may, if desired, be cut,
punched, or otherwise suitably made after the bar has been pressed to shape. In
the case of continuous draw-bars two such holes or slots are required (see Figs. 1
and 2).
A
It will be seen that underframes constructed with improved longitudinal end
bars will be much stronger than those constructed as heretofore, since no part
of the channel bar, with the exception of that corresponding to the hole or slot,
is cut away and its full strength is thus retained. Vehicles with our improved
underframes will satisfactorily withstand rebound shocks of the draw-bar, or
buffing shocks transmitted through the laminated draw and buffing spring and
draw-bar to the centre of the headstock in such operations as shunting, and also
racking" and other strains to which the underframes of rolling stock are
ordinarily subjected.
Having now particularly described and ascertained the nature of the said inven-
tion and in what manner the same is to be performed we declare that what we
claim is:
1. Constructing the top or web of an end longitudinal bar of channel or
trough-like section and designed for use in the underframe of a railway or other
vehicle with a central longitudinal depression or groove that extends from one
end of the bar for a suitable distance along the length thereof and with one or
more holes or slots that extends or extend through the depressed portion of the
bar, substantially as herein described for the purpose specified.
2. Constructing the underframes of railway and other vehicles with end-longi-
tudinal bars each of which is of channel section with boxed-in ends, and has its
web placed uppermost and formed with a central longitudinal depression or groove
that extends from its outer end to about the middle of the length of the bar and
has one or more holes or slots formed there-through, the arrangement being such
that the longitudinal depression or groove-the bottom of which is placed level
with the bottom of the hole or slot in the headstock-forms a bearing surface
for the draw-bar and also serves as a guide and bearing surface for the draw-
spring buckle and the hole or slot or holes or slots allows of the pin or pins which
connects or connect the draw gear to the draw-springs moving to and fro, sub-
stantially as described and shewn.

page_text: 3. The improved end longitudinal bar hereinbefore described with reference to
and shown in the drawings annexed.
Dated this 14th day of April 1898.
W. LLOYD WISE,
46, Lincoln's Inn Fields, London, W.C., Chartered Patent Agent.