CA2215070A1 - Stub center sill for a railroad car - Google Patents
Stub center sill for a railroad car Download PDFInfo
- Publication number
- CA2215070A1 CA2215070A1 CA 2215070 CA2215070A CA2215070A1 CA 2215070 A1 CA2215070 A1 CA 2215070A1 CA 2215070 CA2215070 CA 2215070 CA 2215070 A CA2215070 A CA 2215070A CA 2215070 A1 CA2215070 A1 CA 2215070A1
- Authority
- CA
- Canada
- Prior art keywords
- center sill
- stub
- sill
- pair
- sections
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Abandoned
Links
Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61F—RAIL VEHICLE SUSPENSIONS, e.g. UNDERFRAMES, BOGIES OR ARRANGEMENTS OF WHEEL AXLES; RAIL VEHICLES FOR USE ON TRACKS OF DIFFERENT WIDTH; PREVENTING DERAILING OF RAIL VEHICLES; WHEEL GUARDS, OBSTRUCTION REMOVERS OR THE LIKE FOR RAIL VEHICLES
- B61F1/00—Underframes
- B61F1/08—Details
Landscapes
- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Bending Of Plates, Rods, And Pipes (AREA)
Abstract
A one or two piece stub center sill for a railroad freight car formed by cold rolling or brake pressing one or two sheets of steel into a generally rectangular configuration having outwardly extending bottom horizontal sections.
Description
CA 0221~070 1997-09-10 STUB CENTER SILL FOR A RAILROAD CAR
FIELD OF THE INVENTION:
This invention relates in general to railroad cars and more specifically, to a one and two piece stub center sill and its method of manufacture.
SUMMARY OF THE PRIOR ART:
A stub center sill is a short longitudinal member of a rail car underframe used to accommodate a coupler and draft gear and to transmit coupler forces to the car body in cars with no through center sills. Stub sills have possessed many different cross-sectional configurations depending on the type of rail car and other considerations. Stub sills have been in the shape of hat design.~, C-sections and other configurations. Regardless of its particular shape, it is well known to form a stub sill by welding a plurality of pieces together as a unit along its length. The use of welds as in the past to manufacture stub sills presents several long existing problems. Because welding is needed, the reliance on this process to fabricate afinished stub sill is inefficient from both a cost and productivity standpoint. The application of the welds to join the pieces being joined is labour intensive andcannot attain high-speed production. In addition, the application of multiple welds heats the material being joined and results in so-called weld flux to cause deviations in the member. As an additional consideration, a welded stub sill is relatively heavy in weight due to its design and fabrication technique. Accordingly, it is desirable in the prior art to provide an improved, light weight stub sill in which the necessity of welds or other securement techniques are minimi7~d CA 0221~070 1997-09-10 SUMMARY OF THE INVENTION:
It is an objective of this invention to provide an improved one or two piece stub center sill having high strength and low weight capable of being cold formed or brake pressed into a straight member having closed tolerances. The stub sill herein disclosed is cold formed at a plurality of cold rolling stations from a plate or sheet of coiled steel or may be brake pressed in conjunction with a die. In the cold forming process a flat sheet undergoes progressive formation at each rolling station whereby drawings of the steps of shaping developed by each roll station, when superimposed, form a flower diagram to assist the roll tooling designer. The unique cold forming process or brake pressing technique of the invention allows stub sills having a thickness up to five-eighths inch to be formed with no or a minimum useof welds as compared to the prior art. The two piece sill of the invention is also of lighter weight than prior art sill and is economically fabricated. Because the bent sections forming the shape of the stub sill are cold worked numerous times during working, the material is strengthened to produce a stronger cross-section without thicker sections or reinforcing material.
BRIEF DESCRIPTION OF THE DRAWINGS:
Figure 1 is a partial end plan view of a hopper car having the improved one piece stub sill of the invention;
Figure 2 is a side elevational view of the hopper car of Figure l;
Figure 3 is an end elevational view of the one piece stub sill of Figure l;
Figure 4 is a schematic view of the cold working process for forming the stub sill of the invention; and Figure 5 is an end elevational view of a two-piece stub sill of the invention.
CA 0221~070 1997-09-10 DESCRIPTION OF THE PREFERRED EMBODIMENT:
Referring to Figures 1 and 2, there is illustrated a railroad hopper car 2 for carrying commodities and having an underbody carried by opposed truck assemblies4. Although the invention is illustrated in the following description as being used on a hopper car, the stub sill described may be used in any rail car, such as flat cars, gondola cars, well cars, tank cars and the like. As is conventional, the hopper car 2 includes end walls 4, side walls 6, and lower discharge chutes 8. In Figure 1, the car includes a side plate 9, side sill 10 and the side posts 11 which extend between and are connected to each side sill 10 and side plate 9 on one side of the car. A bolster web beam 13 is positioned at each end of the car and on each sideof the car. Each bolster web beam 13 stands and is connected to each longitudinally extending side sill 10 and is fixedly mounted by welding on the horizontal end shear plate beam 14 mounted over a respective stub center sill 15 of the invention by welding. Each bolster web beam 13 at each end of the car extends transversely and upwardly to the downwardly inwardly sloping transversely extending hopper slope sheet 17. The respective slope sheet 17 is attached to its respective bolster web beam by the angle portion 16 of the bolster web beam.
The bottom of the bolster web beam is attached to the shear plate beam 14 by the angle plate 16a. A pair of corner posts 19 are located at each end of the car and extend upwardly from their attachment to the respective shear plate beam 14 and end beam 20 upwardly to the side plates 9 and termin~tes in the same plane as the respective slope sheet 17. The shear plate beam is welded to the stub center sill 15 at each end of the car. Upright reinforcing angle members or gussets 15a connect the end beam 20 with the center sill 15. Each slope sheet 17 at each endof the car has its upper outer end portions merging with the upper outer end sheeting 7a attached to the roof sheeting 7.
The shear plate beam 14 extends from its connection with the bolster web beam 13 outwardly to the end of the car and laterally toward and underneath the CA 0221~070 1997-09-10 side sills 10 where it is attached by welding to the skirt and stub side sill structure 21. The lower end beam 20 comprises a generally upright web portion 20a and a horizontally inwardly turned flange portion 20b. Located underneath the side post 12 and the bolster web beam 13 and connected to the stub center sill lS at each end of the car is the conventional vehicle or body bolster 15c having the usual bolster side bearing structure lSb.
Referring now to Figures 1 to 3, the single piece stub center sill of the invention is generally designated by reference numeral 15. The stub center sill lS
of Figure 2 is formed from a suitable steel by a cold rolling process to be described.
The stub center sill 15 is formed in a generally rectangular configuration from a flat one piece plate or coiled sheet of steel and is continuous along its length. Thecenter sill is formed by bent sections created in a cold forming process from a material having a thickness of up to 3/4 inch with thicknesses of either 0.375 inches to 0.750 inches being preferable. The stub center sill 15 includes an upper flat top wall 32 (Figure 3) and a pair of flat side sections or webs 34, each of generally constant thicknesses.
The top wall 32 and pair of side sections 34 are joined together at right angles by upper curved sections 36 having curved outer surfaces 36a and curved inner surface 36b, the latter being formed about a common radius. The bottom sections 38 of the stub center sill 15 are outwardly formed horizontally at right angles to the side sections 34 through curved connecting sections 40 having curved outer surfaces 40a and curved inner surfaces 40b, the latter being of constant radius.
The outward bottom sections 38 terminate with free ends 42 to form a longitudinal opening 44 through which access within the stub center sill 30 is provided. The stub center sill 15 preferably possesses an average yield strength throughout its length of at least seventh thousand ksi and an average tensile strength of at least eighty thousand ksi for a thickness of 3/8 inch. The curved sections 36 and 40 are cold worked numerous times during the colding rolling process. As a result, the CA 0221~070 1997-09-10 material is cold hardened and strengthened at sections 36 and 40 as compared to its original unformed state. The resulting cross-section does not require thicker sections or added material as in the prior art and provide a lightweight, high strength member. In the use of a material thickness of 1/2 inch and 3/4 inch, a steel having a tensile strength of 41 ksi is suitable.
Referring now to Figure 4, a schematic view of the technique of cold rolling the various embodiments of the center sill of the invention is illustrated. Coiled steel in sheet form is carried by a conventional uncoiler 70. In the embodiment of Figure 2, the width of the coiled metal may be, for example, forty-six inches. As is well know, the stations of the rolling mill 74 comprise roll formers positioned at different orientations at each station to cause the progressive deformation of the sheet material into the desired configuration. During the initial set up of the process, the steel coil is opened and fed through a flattener apparatus 72 to remove coil set. The lead end of the coil is trimmed and joined to the trailing end of the previous length of material in a shear welder. The plate or sheet material is fed to a forming mill 74 comprising ten or more pairs of roll forming stations to progressively form the flat material into the finished shape as shown in Figures 2, 3 and 4.
In the formation of the embodiment of Figure 3, the flat plate or sheet material undergoes bending at a plurality of stations, such as ten or more, that create the final cold formed shape of the center sill of Figure 2 to be formed. After the final station in rolling mill 74 is passed, the formed single piece center sill is delivered to a cut-off press 76 which cuts the stub center sill to the desired length without stopping the rolling process. The separated center sill then is conveyed to a conveyor 78 on which the profile of the center sill is inspected to determine whether its dimensions are correct and whether acceptable tolerances of camber, sweep, and twist have been m~int~ined. The cold forming process of the inventionattains significantly close tolerances in the final product of the center sill by a CA 0221~070 1997-09-10 process that is capable of high production with minimum labour. This capability provides a vastly superior product with economical manufacture and a beam structure of high quality and precise shape.
As an alternative method of forming the stub sill 15, the known manufacturing process known as brake pressing may be used. Brake pressing involves the movement of a ram of a certain length against a piece of metal witha forming die of a certain radius. The die is installed on the ram such that as the ram comes down the die forms the configuration of stub sill 15.
Superior strength characteristics of the center sill of the invention are attained by using a steel, such as an ASTM-A-935, grade 70 for a plate or sheet having a thickness 3/8 inches. With a thicker sheet of material, such as 3/4 inches, an ASTM-A-935, grade 50 steel may be used. Other steels of the type described demonstrating similar properties may be used with the invention.
Referring now to Figure 5 there is illustrated a second embodiment of the stub sill of the invention, generally designated by reference numeral 50. The stub sill 50 includes an identical configuration as stub sill 15 as described with reference to preceding Figures 1 to 3. Stub sill 50 is formed through cold working or by brake pressing in two pieces 52 and 54. The two pieces are affixed together along their length on top surface 56 by welds 58.
Other modifications and alterations may be used in the design and m~nuf~cture of the apparatus of the present invention without departing from thespirit and scope of the accompanying claims.
FIELD OF THE INVENTION:
This invention relates in general to railroad cars and more specifically, to a one and two piece stub center sill and its method of manufacture.
SUMMARY OF THE PRIOR ART:
A stub center sill is a short longitudinal member of a rail car underframe used to accommodate a coupler and draft gear and to transmit coupler forces to the car body in cars with no through center sills. Stub sills have possessed many different cross-sectional configurations depending on the type of rail car and other considerations. Stub sills have been in the shape of hat design.~, C-sections and other configurations. Regardless of its particular shape, it is well known to form a stub sill by welding a plurality of pieces together as a unit along its length. The use of welds as in the past to manufacture stub sills presents several long existing problems. Because welding is needed, the reliance on this process to fabricate afinished stub sill is inefficient from both a cost and productivity standpoint. The application of the welds to join the pieces being joined is labour intensive andcannot attain high-speed production. In addition, the application of multiple welds heats the material being joined and results in so-called weld flux to cause deviations in the member. As an additional consideration, a welded stub sill is relatively heavy in weight due to its design and fabrication technique. Accordingly, it is desirable in the prior art to provide an improved, light weight stub sill in which the necessity of welds or other securement techniques are minimi7~d CA 0221~070 1997-09-10 SUMMARY OF THE INVENTION:
It is an objective of this invention to provide an improved one or two piece stub center sill having high strength and low weight capable of being cold formed or brake pressed into a straight member having closed tolerances. The stub sill herein disclosed is cold formed at a plurality of cold rolling stations from a plate or sheet of coiled steel or may be brake pressed in conjunction with a die. In the cold forming process a flat sheet undergoes progressive formation at each rolling station whereby drawings of the steps of shaping developed by each roll station, when superimposed, form a flower diagram to assist the roll tooling designer. The unique cold forming process or brake pressing technique of the invention allows stub sills having a thickness up to five-eighths inch to be formed with no or a minimum useof welds as compared to the prior art. The two piece sill of the invention is also of lighter weight than prior art sill and is economically fabricated. Because the bent sections forming the shape of the stub sill are cold worked numerous times during working, the material is strengthened to produce a stronger cross-section without thicker sections or reinforcing material.
BRIEF DESCRIPTION OF THE DRAWINGS:
Figure 1 is a partial end plan view of a hopper car having the improved one piece stub sill of the invention;
Figure 2 is a side elevational view of the hopper car of Figure l;
Figure 3 is an end elevational view of the one piece stub sill of Figure l;
Figure 4 is a schematic view of the cold working process for forming the stub sill of the invention; and Figure 5 is an end elevational view of a two-piece stub sill of the invention.
CA 0221~070 1997-09-10 DESCRIPTION OF THE PREFERRED EMBODIMENT:
Referring to Figures 1 and 2, there is illustrated a railroad hopper car 2 for carrying commodities and having an underbody carried by opposed truck assemblies4. Although the invention is illustrated in the following description as being used on a hopper car, the stub sill described may be used in any rail car, such as flat cars, gondola cars, well cars, tank cars and the like. As is conventional, the hopper car 2 includes end walls 4, side walls 6, and lower discharge chutes 8. In Figure 1, the car includes a side plate 9, side sill 10 and the side posts 11 which extend between and are connected to each side sill 10 and side plate 9 on one side of the car. A bolster web beam 13 is positioned at each end of the car and on each sideof the car. Each bolster web beam 13 stands and is connected to each longitudinally extending side sill 10 and is fixedly mounted by welding on the horizontal end shear plate beam 14 mounted over a respective stub center sill 15 of the invention by welding. Each bolster web beam 13 at each end of the car extends transversely and upwardly to the downwardly inwardly sloping transversely extending hopper slope sheet 17. The respective slope sheet 17 is attached to its respective bolster web beam by the angle portion 16 of the bolster web beam.
The bottom of the bolster web beam is attached to the shear plate beam 14 by the angle plate 16a. A pair of corner posts 19 are located at each end of the car and extend upwardly from their attachment to the respective shear plate beam 14 and end beam 20 upwardly to the side plates 9 and termin~tes in the same plane as the respective slope sheet 17. The shear plate beam is welded to the stub center sill 15 at each end of the car. Upright reinforcing angle members or gussets 15a connect the end beam 20 with the center sill 15. Each slope sheet 17 at each endof the car has its upper outer end portions merging with the upper outer end sheeting 7a attached to the roof sheeting 7.
The shear plate beam 14 extends from its connection with the bolster web beam 13 outwardly to the end of the car and laterally toward and underneath the CA 0221~070 1997-09-10 side sills 10 where it is attached by welding to the skirt and stub side sill structure 21. The lower end beam 20 comprises a generally upright web portion 20a and a horizontally inwardly turned flange portion 20b. Located underneath the side post 12 and the bolster web beam 13 and connected to the stub center sill lS at each end of the car is the conventional vehicle or body bolster 15c having the usual bolster side bearing structure lSb.
Referring now to Figures 1 to 3, the single piece stub center sill of the invention is generally designated by reference numeral 15. The stub center sill lS
of Figure 2 is formed from a suitable steel by a cold rolling process to be described.
The stub center sill 15 is formed in a generally rectangular configuration from a flat one piece plate or coiled sheet of steel and is continuous along its length. Thecenter sill is formed by bent sections created in a cold forming process from a material having a thickness of up to 3/4 inch with thicknesses of either 0.375 inches to 0.750 inches being preferable. The stub center sill 15 includes an upper flat top wall 32 (Figure 3) and a pair of flat side sections or webs 34, each of generally constant thicknesses.
The top wall 32 and pair of side sections 34 are joined together at right angles by upper curved sections 36 having curved outer surfaces 36a and curved inner surface 36b, the latter being formed about a common radius. The bottom sections 38 of the stub center sill 15 are outwardly formed horizontally at right angles to the side sections 34 through curved connecting sections 40 having curved outer surfaces 40a and curved inner surfaces 40b, the latter being of constant radius.
The outward bottom sections 38 terminate with free ends 42 to form a longitudinal opening 44 through which access within the stub center sill 30 is provided. The stub center sill 15 preferably possesses an average yield strength throughout its length of at least seventh thousand ksi and an average tensile strength of at least eighty thousand ksi for a thickness of 3/8 inch. The curved sections 36 and 40 are cold worked numerous times during the colding rolling process. As a result, the CA 0221~070 1997-09-10 material is cold hardened and strengthened at sections 36 and 40 as compared to its original unformed state. The resulting cross-section does not require thicker sections or added material as in the prior art and provide a lightweight, high strength member. In the use of a material thickness of 1/2 inch and 3/4 inch, a steel having a tensile strength of 41 ksi is suitable.
Referring now to Figure 4, a schematic view of the technique of cold rolling the various embodiments of the center sill of the invention is illustrated. Coiled steel in sheet form is carried by a conventional uncoiler 70. In the embodiment of Figure 2, the width of the coiled metal may be, for example, forty-six inches. As is well know, the stations of the rolling mill 74 comprise roll formers positioned at different orientations at each station to cause the progressive deformation of the sheet material into the desired configuration. During the initial set up of the process, the steel coil is opened and fed through a flattener apparatus 72 to remove coil set. The lead end of the coil is trimmed and joined to the trailing end of the previous length of material in a shear welder. The plate or sheet material is fed to a forming mill 74 comprising ten or more pairs of roll forming stations to progressively form the flat material into the finished shape as shown in Figures 2, 3 and 4.
In the formation of the embodiment of Figure 3, the flat plate or sheet material undergoes bending at a plurality of stations, such as ten or more, that create the final cold formed shape of the center sill of Figure 2 to be formed. After the final station in rolling mill 74 is passed, the formed single piece center sill is delivered to a cut-off press 76 which cuts the stub center sill to the desired length without stopping the rolling process. The separated center sill then is conveyed to a conveyor 78 on which the profile of the center sill is inspected to determine whether its dimensions are correct and whether acceptable tolerances of camber, sweep, and twist have been m~int~ined. The cold forming process of the inventionattains significantly close tolerances in the final product of the center sill by a CA 0221~070 1997-09-10 process that is capable of high production with minimum labour. This capability provides a vastly superior product with economical manufacture and a beam structure of high quality and precise shape.
As an alternative method of forming the stub sill 15, the known manufacturing process known as brake pressing may be used. Brake pressing involves the movement of a ram of a certain length against a piece of metal witha forming die of a certain radius. The die is installed on the ram such that as the ram comes down the die forms the configuration of stub sill 15.
Superior strength characteristics of the center sill of the invention are attained by using a steel, such as an ASTM-A-935, grade 70 for a plate or sheet having a thickness 3/8 inches. With a thicker sheet of material, such as 3/4 inches, an ASTM-A-935, grade 50 steel may be used. Other steels of the type described demonstrating similar properties may be used with the invention.
Referring now to Figure 5 there is illustrated a second embodiment of the stub sill of the invention, generally designated by reference numeral 50. The stub sill 50 includes an identical configuration as stub sill 15 as described with reference to preceding Figures 1 to 3. Stub sill 50 is formed through cold working or by brake pressing in two pieces 52 and 54. The two pieces are affixed together along their length on top surface 56 by welds 58.
Other modifications and alterations may be used in the design and m~nuf~cture of the apparatus of the present invention without departing from thespirit and scope of the accompanying claims.
Claims (15)
1. A stub center sill for a railroad car comprising a cold formed centersill, said center sill being formed from a single flat member of material.
2. The stub center sill according to claim 1 wherein said single flat member is steel having a yield strength of at least 70 ksi.
3. The stub center sill according to claim 1 wherein said center sill includes a cross-section having a generally hollow, rectangular configuration.
4. The stub center sill according to claim 3 wherein said center sill includes an open bottom.
5. The stub center sill according to claim 4 wherein said open bottom is formed by a pair of horizontal portions having spaced longitudinal edges.
6. The stub center sill according to claim 3 wherein said center sill includes a top wall, a pair of side walls and a pair of lower outwardly extending bottom sections to form a longitudinal opening;
said top wall and said side wall being interconnected by first work hardened interconnecting sections;
said side walls and said lower bottom portions being second work hardened interconnecting sections.
said top wall and said side wall being interconnected by first work hardened interconnecting sections;
said side walls and said lower bottom portions being second work hardened interconnecting sections.
7. The stub center sill according to claim 6 wherein said first interconnecting sections and said second interconnecting sections are curved sections forming said generally rectangular configuration.
8. The stub center sill according to claim 1 wherein said center sill includes a hollow configuration having a generally constant thickness.
9. The stub center sill according to claim 8 wherein said constant thickness is in the ranges of 0.350" to 0.750".
10. A method of cold forming a one piece stub center sill comprising the steps of:
supplying a flat steel member to a rolling mill along a first path;
subjecting said flat member to a plurality of roll forming stations to progressively bend said flat steel member about said first path; and being said flat member at said plurality of roll forming stations to form a stub center sill having a hollow, generally rectangular configuration of one piece.
supplying a flat steel member to a rolling mill along a first path;
subjecting said flat member to a plurality of roll forming stations to progressively bend said flat steel member about said first path; and being said flat member at said plurality of roll forming stations to form a stub center sill having a hollow, generally rectangular configuration of one piece.
11. A center sill for a railroad car comprising:
a sill means including horizontal top wall and a pair of vertical side walls having a pair of lower outwardly projecting horizontal sections.
a sill means including horizontal top wall and a pair of vertical side walls having a pair of lower outwardly projecting horizontal sections.
12. The center sill according to claim 11 wherein said top horizontal wall and said pair of vertical side walls are formed from a single piece of material.
13. The stub center according to claim 11 wherein said horizontal top wall and said pair of side walls are formed from two pieces of material, said pieces being welded along said horizontal top wall.
14. The stub sill according to claim 11 wherein said sill means is fabricated through cold working.
15. The stub sill according to claim 11 wherein said sill means is formed by brake pressing.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CA 2215070 CA2215070A1 (en) | 1997-09-10 | 1997-09-10 | Stub center sill for a railroad car |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CA 2215070 CA2215070A1 (en) | 1997-09-10 | 1997-09-10 | Stub center sill for a railroad car |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CA2215070A1 true CA2215070A1 (en) | 1999-03-10 |
Family
ID=4161427
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CA 2215070 Abandoned CA2215070A1 (en) | 1997-09-10 | 1997-09-10 | Stub center sill for a railroad car |
Country Status (1)
| Country | Link |
|---|---|
| CA (1) | CA2215070A1 (en) |
Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN102431568A (en) * | 2010-09-29 | 2012-05-02 | 齐齐哈尔轨道交通装备有限责任公司 | Inverted U-shaped center sill structure |
| EP3083450A4 (en) * | 2013-12-16 | 2018-02-21 | Mis.carbonart Pty Ltd | A lightweight container |
-
1997
- 1997-09-10 CA CA 2215070 patent/CA2215070A1/en not_active Abandoned
Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN102431568A (en) * | 2010-09-29 | 2012-05-02 | 齐齐哈尔轨道交通装备有限责任公司 | Inverted U-shaped center sill structure |
| EP3083450A4 (en) * | 2013-12-16 | 2018-02-21 | Mis.carbonart Pty Ltd | A lightweight container |
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Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| FZDE | Dead |