US1545982A - End structure for railway cars - Google Patents

Description

July 14, 1925. 1,545,982

v. E. SISSON END STRUCTURE FOR RAILWAY CARS Filed Sept. 1, 1920 2 Sheets-Sheet l Inventor 97270 53133012 Alto/12g I July 14, 1925.

V. E. SISSON END STRUCTURE FOR RAILWAY CARS Filed Sept. 1, 1920 2 Sheets-Sheet 2 F'IG.2

FIG.3 V

Patented July 14, 1925.

UNITED STATES PATENT OFFICE.

VINTO'N E. SISSON, OF CHICAGO, ILLINOIS, ASSIGNOR TO \VALTER P. MURPHY, OF CHICAGO, ILLINOIS.

END STRUCTURE FOR RAILWAY CARS.

This invention relates to improvements in end structures for railway cars and more particularly to sheet metal ends for freight cars.

The end of a freight car is subject to very severe shocks and stresses on account of the tendency of the cargo to shlft when the train starts or stops and in switching and also to the tendency of the superstructure of the car to weave while the train is in motion. To strengthen this type of car, ends have been constructed of one or more sheets or panels of metal, usually steel, which sheets or panels are formed with corrugations for rigidifying' the structure to more readily meet impacts from without, cargo thrusts from within, and the racking strains from weaving.

It is the object of this invention to provide an end of the sheet metal type which is adaptable to either wooden car frames or all metal freight cars, and that may be employed for strengthening gondola cars, box cars, or other similar cars. It is a further object of this invention to provide the sheets or panels of the end with corrugations of particular contour that from their form and length are peculiarly adapted to meet the stresses and strains already described. While the corrugations are preferably formed parallel, their relation .to each other or their direction is immaterial, likewise the corrugations may be all pressed from one side of the sheet of metal or may be formed from opposite'sides, as desired.

vVhile the'preferred form of this invention is illustrated upon, the accompanying sheets of drawings, it is to be understood that minor detailchangesmay be made without departing from the scope thereof.

In the drawing:

Figure 1 is a view in end elevation of a box car illustrating an embodiment of this invention.

' Figure 2 1s a view in horizontal section through the end taken on the 11116 2-2 of Figure 1, illustrating the attachment of the end to a car having a wooden frame.

Figure 3 is a view similar to Figure 2 illustrating the attachment of the end to a metal box car.

Figure 4; is an enlarged detail view in vertical section taken on the line 1-4 of F igure 1.

Figure 5 is an enlarged detail plan view of a fragmentof the corner of an end sheet or panel.

Figure 6 is an enlarged detail sectional view taken on the line 6- 6 of Figure 5, looking in the direction of the arrows, with the parts beyond the line shown partly in perspective and partly in section.

The boX car end, as illustrated, comprises two or more sheets or panels 1, preferably of pressed steel, which are attached to the corner posts, end plate and end sill in the usual manner. Figure 2 illustrates a means of attaching the panels to a wooden corner post 2 by fianging the ends of the panel and se curing the flanges to the post, while Figure 3 lllustrates the attachment to a metal car in which the corner post 3 is usually in the form of an angle iron which secures the end in the manner shown.

A plurality of parallel strengthening corrugations are formed in each panel 1 and merged at their ends into the plane of the panel so that the panel has a flat marginal portion about its edges. The particular contour of the corrugation is illustrated in the enlarged sectional view, Figure 4. It is to be noted that each corrugation is formed with main walls 4 substantially at right angles to the plane of thepanel which are connected by portions5 lying in two or more planes at an angle to each other. Each corrugation is wider than the distance between parallel planes 31 and 32 drawn through the outermost parts of the corrugated panel. The greater the distance between the main walls 1, the greater the width of the connecting portions 5, and consequently more metal is positioned away from the neutral axis of the section, resulting in a higher. section modulus, meaning, of course, a stronger corrugation, theoretically The connecting portion (5) is a (secondary) beam and must transmit the load imposed upon it to the main walls 44. In actual practice, a flat connecting portion will dofleet and not perform its function if the main walls are spaced very far apart. The apexed or arched construction increases the capacity of the connecting member to transmit thrusts to the adjacent main walls and thereby permits the main walls to be spaced further apart, thus obtaining a higher sec tion modulus, as stated above. A wooden end lining 6 is preferably provided on the inner side of the end and a plurality oi": filler blocks 7 are received within and a tached to a number of the corrugations, as shown, to which the wooden lining is nailed. The width or each corrugation is preferably constant throughout its length and the depth also preferably remains constant throughout the greater part but gradually diminishes at each end until the corrugation merges into the plane of the panel, as shown in Figures 5 and 6.

In theory, the ideal form of corrugation for this purpose would have flat main walls extending at right angles to the plane of the panel as having the greatest strength to resist the stresses imposed on car ends. In practice, in pressing corrugations from a panel by dies, it is very ditlicult to form the main walls in this relation. The angular portions 5 between the walls 4 act in the manner of an arch or bridge whereby stresses occurring at the apex are distributed through the angular portions to the main walls which, as above said, are most advantageously arranged to meet such stresses. The majority of impacts received by the end of a car are from within and are caused by shifting of the cargo. The cargo thrusts are first received on the wooden lining 6' of the end and as this lining is continuous and is in contact with the apices of the respective corrugations, the thrusts will be transmitted from the lining 6 through the angular portions 5 of the corrugations and be distributed through the main walls 4. The lining 6 distributes the shock of the shifting hiding to several corrugations. However, even ii the lining was not present the portions 5 would distribute the stresses to the main walls 4.

lVhat I claim is:

1. A metal panel for car ends having a plurality of corrugations formed therein, with the main walls of the corrugations formed substantially at right angles to the plane of the panel, connected by portions lying in planes at an angle to each other.

2. A metal panel for car ends having a plurality of corrugations of constant width throughout their length formed therein, said corrugations having main walls formed substantially at right angles to the plane of the panel connected by portions lying in planes at an angle to each other.

3. A. metal panel for car ends having a plurality of corrugations of constant width throughout their length and merged into the panel at the ends with the main walls of the corrugations formed substantially at right angles to the plane of the panel connected by portions lying in planes at an angle to each other.

4. A metal panel for car ends having a plurality of corrugations spaced apart distances equal to their width and having main walls formed substantially at right angles to the plane of the panel connected by portions lying in planes at an angle to each other.

5. An end structure for railway cars comprising one or more metal panels, corner posts and means for attaching the panels to the posts, said panels being formed with a plurality of corrugations having main walls arranged substantially at right angles to the plane of the panel connected by portions lying in planes at an angle to each other, an end lining on the inner side engaging the connecting portions of the respective corrugations whereby cargo thrusts are transmitted through the lining to the apices of the connecting portions and distributed thereby to the main walls.

6. An end structure for railway cars comprising one or more metal panels, corner posts and means for attaching the panels to the posts, said panels being formed with a plurality of corrugations having main walls arranged substantially at right angles to the plane of the panel connected by portions lying in planes at an angle to each other, an end lining on the inner side engaging the connecting portions of the respective corrugations whereby cargo thrusts-are transmitted through the lining to the apexes of the connecting portions and distributed thereby to the main walls, and filler blocks received within and secured to some of the corrugations for attaching the lining to the end.

7. A metal panel for car ends having a plurality of corrugations formed therein,

with the main walls of the corrugations formed substantially at right angles to the plane of the panel connected by portions lying in planes at an angle to each other, the width of each corrugation being greater than the distance between parallel planes drawn through the outermost parts of the corrugated panel.

8. A metal panel for car ends having a plurality of corrugations of constant widththroughout their length formed therein, sai d corrugations having main walls formed substantially at right angles to the plane of the panel connected by portions lyingin planes at an angle to each other, the width, of each corrugation being greater than the distance between parallel planes drawn through the outermost parts of the corrugated panel.

9. A metal panel for car ends havinga plurality of corrugations of constant width throughout their length and merged into the panel at the ends with the main walls of the corrugations formed substantially at right angles to the plane of the panel connected by portions lying in planes at an angle to each other, the width of each corrugation being greater than the distance between parallel planes drawn through the outermost parts of the corrugated panel.

10. A metal panel for car ends having a plurality of corrugations spaced apart dis tances equal to their width having main walls formed substantially at right angles to the plane of the panel connected by portions lying in planes at an angle to each other, the width of each corrugation being greater than the distance between parallel planes drawn through the outermost parts of the corrugated panel.

11. A metal panel for car ends having a corrugation of constant width throughout the major portion of its length and merged into the panel at the ends with the main walls of the corrugation formed substantially at right angles to the plane of the panel, connected by portions lying in planes at an angle to each other.

12. A metal panel for car ends having a corrugation of constant width throughout the major portion of-its length and merged into the panel at the ends with the main walls of the corrugation formed substantially at right angles to the plane of the panel,connected by portions lying in planes at an angle to each other, the width of the corrugation being greater than the distance between parallel planes drawn through the outermost part of the corrugated panel.

VINTON E. SISSON.

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