Improvements in Metallic Underframes for Railway Carriages and Wagons, and in the Method of Strengthening such Underframes to Resist Lateral and Compression Strains.
Year: 1894

page_text: Date of Application, 30th Jan., 1894
Complete Specification Left, 30th Oct., 1894-Accepted, 1st Dec., 1894
PROVISIONAL SPECIFICATION.
Improvements in Metallic Underframes for Railway Carriages and
Wagons, and in the Method of Strengthening such Underframes
to Resist Lateral and Compression Strains.
We, GEORGE EARL CHURCH, C.E. of Dashwood House, New Broad Street,
London, and GEORGE WATSON ETTENGER, M.E. of 12 Church Street, Barrow
in Furness, Lancashire, do hereby declare the nature of this invention to be
as follows:-
This invention refers more particularly to the underframes of railway carriages
and wagons wherein metal tubes are made use of for the longitudinals, although the
invention is equally applicable to underframes in which the longitudinals are made
of stamped, pressed or rolled shapes of metal.
For use with underframes of metal tubes we employ a form of binder which was
described in the Specification to a Patent dated 11th April 1893 No. 7418, in which
the form of binder we now use for securing the tubes together was fully described
as far as providing for deflecting strains, as well as lateral strains, where the design
was such as to permit cross members connecting the various longitudinals to be
used.
The object of the present improvements is to so stiffen those parts of the
longitudinals at the points subject to greatest lateral strains either by thickening
the section, or as presently described, as to make them fully equal to withstand the
work to be done without unnecessarily extending the section throughout the entire
length of the longitudinal, which is the usual practice, as also to enable an under-
frame to be constructed in which the longitudinals as well as the cross members are
unbroken throughout their entire length, thus greatly reducing the cost of manu-
facture as well as the number of parts, besides effecting saving in dead weight to
be carried and an economy resulting from the fewness of abutting joints.
In the accompanying drawings
Fig. 1 is a side elevation, Fig. 2 a plan and Fig. 3 a part cross section to an
enlarged scale of the underframe of a railway carriage or wagon constructed of
metal tubes.
Figs. 4, 5 and 6 are similar views of a modified construction for stamped pressed
or roller sections of metal.
Fig. 7 shews a form of angle.
Fig. 8 is a part transverse section.
Fig. 9 a part longitudinal section and
Fig. 10 a part cross section to an enlarged scale of a construction of underframe for
use with bogies.
Figs. 11, 12, 13, 14 and 15 are sections taken respectively on the lines HR X Z
and M of Fig. 5.
It will be seen that by the introduction of the stiffening bar Y shewn in section
at A A' and in plan at CD in Figs. 1 to 7 we are able to provide a support for the
horn plates sufficiently strong to withstand the thrust of the wheels and axles
without having to extend the enlarged section to the entire length of the frame; it
will also be seen that the stiffening bar Y is adapted, by reason of its being applied
of a proper section, to reinforce the longitudinals of that class of long underframes
that are usually carried on bogies in the manner shewn at E F, Figs. 8 to 10, thus
distributing the strain (which is usually carried by the connection between the
transoms and the longitudinals at practically a single point), over as much of the
length of the longitudinals as may be desired.

page_text: It will also be seen by Figs. 4 to 6 that the present invention is especially
applicable to that class of underframes that are made of pressed stamped sections
of metal, because it is a well known fact that in underframes of this class, the
process of manufacture of the sections is such as to weaken them at the point. at
which they should be strongest, i.e. the point of junction of the web and flanges;
thus the enlarged section at Fig. 6 at F L will shew to what an extent this process
requires the use of a heavier section both for web and Hauge to resist buckling from
either lateral or deflecting strains, than would be necessary if a rolled section of
channel with an enlarged fillet and square corner were used, as at Fig. 7.
As shewn by the drawing at H Fig. 5 provision is made for carrying the ordinary
laminated buffing spring when required, by punching or pressing a way of proper
size and length as at W W₁ in the bracing longitudinal, care being taken to retain
the full section of metal by forming flanges round the opening or by adding
stiffening bar of the required section.
a
For lateral members we use through bolts encased by thimbles made of tubes or
other section of metal, as at B P Fig. 5; these may be of such number and at such
distances apart as may be required and the thimbles may be used to carry the brake
gear as described in the Specification to Patent No. 7417 of 1893.
In the underframes made of tubes the lateral members may be constructed of
channel or other section of metal as described in the Specification No. 7418 of 1893
above referred to, or of tubes, as may be best suited.
Dated this 30th day of January 1894.
ABEL & IMRAY,
Agents for the Applicants.
COMPLETE SPECIFICATION.
Improvements in Metallic Underframes for Railway Carriages and
Wagons, and in the Method of Strengthening such Underframes
to Resist Lateral and Compression Strains.
We, GEORGE EARL CHURCH, C.E. of Dashwood House, New Broad Street,
London, and GEORGE WATSON ETTENGER, M.E. of 12 Church Street, Barrow
in Furness, Lancashire, 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 :-
This invention refers more particularly to the underframes of railway carriages
and wagons wherein metal tubes are made use of for the longitudinals, although the
invention is equally applicable to underframes in which the longitudinals are made
of stamped, pressed or rolled shapes of metal.
For use with underframes of metal tubes we employ a form of binder which was
described in the Specification to a Patent dated 11th April 1893 No. 7418, in which
the form of binder we now use for securing the tubes together was fully described
as far as providing for deflecting strains, as well as lateral strains, where the
design was such as to permit cross members connecting the various longitudinals to
be used.
The object of the present improvements is to so stiffen those parts of the
longitudinals at the points subject to greatest lateral strains either by thickening
the section, or as presently described, as to make them fully equal to withstand the
work to be done without unnecessarily extending the section throughout the entire
length of the longitudinal, which is the usual practice, as also to enable an under-
frame to be constructed in which the longitudinals as well as the cross members
are unbroken throughout their entire length, thus greatly reducing the cost of
manufacture as well as the number of parts, besides effecting saving in dead weight
to be carried and an economy resulting from the fewness of abutting joints.
In the drawings accompanying our Provisional Specification

page_text: enlarged scale of the underframe of a railway carriage or wagon constructed of
metal tubes.
Figs. 4, 5 and 6 are similar views of a modified construction for stamped pressed
or rolled sections of metal.
Fig. 7 shews a form of angle.
Fig. 8 is a part transverse section.
Fig. 9 is a part longitudinal section and
Fig. 10 is a part cross section to an enlarged scale of a construction of under-
frame for use with bogies.
Figs. 11, 12, 13, 14 and 15 are sections taken respectively on the lines H R X Z
and.M of Fig. 5.
It will be seen that by the introduction of the stiffening bar Y shewn in section
at A A' and in plan at C D in Figs. 1 to 7 we are able to provide a support for
the horn plates sufficiently strong to withstand the thrust of the wheels and axles
without having to extend the enlarged section to the entire length of the frame; it
will also be seen that the stiffening bar Y is adapted, by reason of its being applied
of a proper section, to reinforce the longitudinals of that class of long underframes
that are usually carried on bogies in the manner shewn at E F, Figs. 8 to 10, thus
distributing the strain (which is usually carried by the connection between the
transoms and the longitudinals at practically a single point), over as much of the
length of the longitudinals as may be desired.
It will also be seen by Figs. 4 to 6 that the present invention is especially
applicable to that class of underframes that are made of pressed stamped sections
of metal, because it is a well known fact that in underframes of this class, the
process of manufacture of the sections is such as to weaken them at the point at
which they should be strongest, i.e. the point of junction of the web and flanges;
thus the enlarged section at Fig. 6 at F L will shew to what an extent this process
requires the use of a heavier section both for web and flange to resist buckling
from either lateral or deflecting strains, than would be necessary if a rolled section
of channel with an enlarged fillet and square corner were used, as at Fig. 7.
As shewn by the drawing at Z Fig. 5 and at Fig. 14, provision is made for
carrying the ordinary laminated buffing spring when required, by punching or
pressing a way of proper size and length as at W W₁ in the bracing longitudinal,
care being taken to retain the full section of metal by forming flanges round the
opening or by adding a stiffening bar of the required section.
For lateral members we use through-bolts encased by thimbles made of tubes or
other section of metal, as at BP Fig. 5; these may be of such number and at such
distances apart as may be required and the thimbles may be used to carry the
brake gear as described in the Specification to Patent No. 7417 of 1893.
In the underframes made of tubes the lateral members may be constructed of
channel or other section of metal as described in the Specification No. 7418 of 1893
above referred to or of tubes, as may be best suited.
Having now particularly described and ascertained the nature of this inven-
tion and in what manner the same is to be performed, we declare that what
we claim is :-
1. In metallic underframes for railway carriages, the method of strengthening
the longitudinals at those parts where they are subjected to the greatest transverse
strains, by increasing the sectional area for some distance at those parts, such
increase being made either homogeneous with or separately added to the
longitudinal, substantially as described.
2. In metallic underframes for railway carriages, the combination with the
longitudinals of strengthening pieces such as Y Y at those parts where they are
subject to the greatest transverse strains, substantially as and for the purpose set
forth.
3. In metallic underframes for railway carriages having tubular longitudinals,

page_text: the combination with the binders securing such longitudinals together, of
strengthening pieces such as Y, Y, for the purpose of strengthening the longi-
tudinals at those points where they are subjected to the greatest strains,
substantially as described.
4. In metallic underframes for railway carriages, the combination of inner and
outer longitudinals extending of unbroken section from headstock to headstock and
continuous lateral members composed of through bolts encased by tubular thimbles
such as B P, substantially as described with reference to Fig. 5 of the drawings.
Dated this 30th day of October 1894.
ABEL & IMRAY,
Agents for the Applicants.