US1240110A - Steel end for freight-cars. - Google Patents

Description

W.V E. WILLIAMS.

STEEL END Foa FREIGHT CARS.

mman@ APPLICATION FILED DEC. 26. 1914.

Patented Sept. 11, 19171.

'iilfQ gwn ULL-1 @l ggg@ E E It Il It @nwo o 09??. o a

A fs!! 'I atnin sae .a WCE WILLIAM ERASTUS WILLIAMS, OF CHICAGO, ILLINOIS.

STEEL END FOR FREIGHT-CARS.

Specification of Letters Patent.

Patented Sept. 311i, 191W.

Application led December 26, 1914. Serial No. 878,991.

To all whom z't may concern.'

Be it known that I, VILLIAM ERAsTUs lViLLiAMs, a citizen of the United States, residing at Chicago, in thecounty of Cook and State of Illinois, have invented a new and useful Improvement in Steel Ends for Freight-Cars, of which the following is a specification.

The object of my invention is to provide a cheaply constructed steel end that will be very rigid in every direction and yet furnish approximately a smooth surface for the inside of the car. It has for a further object of furnishing a steel end stiffened by corrugations of such a nature that when a wooden inside sheathing is used the corrugations will not be blocked oif entirely leaving voids that will retain dust, but the corrugations will ventilate themselves and allow 2@ the dust to fall to the bottom andl drain out through the dust space ordinarily provided for that purpose with the wooden ends. The steel sheet may be of one piece or more than one piece, that is, an integral @d or a compound sheet, as may be most convenient.

Reference will be had to the accompanying drawings in which Figure l is an end elevation of'my end, the sills and draft gear 3@ not being shown.

Fig. 2 is an end elevation of a strip through the middle of the end showing a portion of a car end wherein' two plates similar to the plate of Fig. l are overlapped.

Fig. 3 is a cross sectional elevation of the end where it joins the end plate.

Fig. et is a view similar to 3, but having the top edge of the end sheet turned over at the top of the end plate.

Fig. 5 is a plan section at one of the corners of the car.

Fig. 6 is a similar view but showing the corrugations carried around the corner.

ln the drawing` 1 indicates the sheet of metal forming the end of the car. rlthis sheet may be one piece as is indicated by Fig. 1, or it may be composed of two or y more sheets spliced as is indicated by 2 in Fig. 2.

The sheet is embossed with corrugations 3 running in a direction across the car and with corrugations 4 running vertically. At the intersections of these corrugations there are embossed cups 5 which are approximately twice as deep as the corrugations and along any line passing through one of the cups the plate is as stiff as along any line passing at one side of the cup.

Thus my end sheet is stiifened in each direction by corrugations that are not weakcned by the intersection of the other corrugations since the cups stiften the intersections in every direction giving the plate approximately uniform stiffness although its corrugations intersect.

In the ends heretofore used for freight cars, stiffness has been provided usually in only one direction, th'us either transmitting all the load across the end to the corner posts or else carrying it from the end sill vertically up to the end plate. In the first instance the corner posts are required to be stiffened by diagonal braces or ties of some kind and in the other case, the end plates on the roof structure are required to absorb the severe shocks.

In some cases a circular corrugated end is used and with it, the corner areas are not suitably stiened by the circular corrugations, and circular corrugations do not lend themselves easily to line with wooden. sheathing.

With my style of stitfened end li get a j flat surface for a large part of the area on the inside of the end which is a desideratuni.

lWhen an inside wooden lining is required with my end, l inserthalf round wooden inserts 6 into as many of the corrugations as desired and fasten them by bolts or rivets 7 and to these inserts G li nail the wooden sheathing 8. y

.The arrangement of this sheathing may be horizontal or vertical as suits'the wishes of the purchaser of the cars and in either case the inserts will obviously be located, asA shown in the drawings7 transversely with'respect to the sheathing boards which for illustration are shown as horizontal. In other words, the inserted strips will be vertical or horizontal according as the sheathing boards are horizontal or vertical.

For a large part of the area, the wooden sheathing 8 lies against the flat surfaces of the end and thus it is sustained bythe steel sheet .throughout most of its area against puncture or rupture by contact-s of concentrated loads like bars of iron, ends of pieces of pipe, timbers and other things; whereas with most other corrugated ends the wooden sheathing when used is supported only at MES the summits of the corrugations and the larger area of the wood is exposed to rupture.

The vertical corrugations are so close t0- gether that but small sections of the horizontal corrugations are found betweenthe cups, so that any dust that may gather 1n a horizontal corrugation will be likely to be jarred by the travel of the ear over to the adjacent vertical corrugation and be dropped down through it to the dust gap at the floorI v'terminate at 12, Fig. 6.

The end is suitably fastened to the c orner post 13 by bolts 11 or by other suitable means or other arrangement of bolts as de sired.

The inside sheathing for the side of the car is indicated by 15 and a corner strlp 1s indicated by 16.

The top and bottom edges of the end may be left flat and bolted to the'end sills and end plate. 17 indicates the end plate and 18 the roof and 19 the top of the end sheet, Fig. 3.

In Fig. 4 the top of the end is flanged over as is indicated by 20.

The splice between the sheets that compose the end when the same is made of more than .one piece is made to occur across the corrugations and not the cups for convenience and the corrugations are so made that they extend across the splice as is indicated by 2, Fig. 2 and the splice is riveted or bolted or otherwise suitably fastened,'21 indicating rivets for this purpose. This arrangement of the splice carries the stiffness across the splice and secures with spliced sheets the substantial effect of a continuous sheet.

By my construction I get an end stilf'in every direction. Should it be desired I may make my end with a bulge outward in the middle portion and still retain the stilfening corrugations and cups.

I may cause the flanged edges of my end to act as corner posts and end plate or either separately as desired. The flange 20 may be so made as to furnish all the strength requiredfor it to perform the function ofthe end plate without reinforcement.

A sheet embossed with ribs and cups as I have indicated is a very stili' sheet evenif the cups are not appreciably deeper than the ribs and a good end can be made that way, but not as good an end as when the cups are deeper than the ribs.

What I claim is:

1. The combination with an internally flat sheet metal car end provided with a set of embossed ribs extending upwardly from points near the floor line, with a second set of ribs of like character intersecting the ribs of the first set, and with materially deeper embossed cups at the points of intersection, respectively, of strips secured in some of the ribs and extending across the deeper cups into which the ribs merge, and'wood sheathing secured to said strips, covering the inner face of the metal and forming therewith continuous open passages in all ribs not filled by the strips.

2. In a metal car end, the combination with a metal sheet having its constituent metal deflected to form external ribs or corrugations extending along vertical and hori- Zontal intersecting lines and merging intol integral deeper cups at the points of intersection, respectively, of wooden inlay strips xed in certain of the vertical corrugations or ribs, and wood sheathing secured to the inlay strips. Y

3. The combination with a sheet metal car end provided with embossed ribs extending along intersecting lines, inlay strips fixed in certain of said ribs, and sheathing secured to the inlay strips, the downwardly extending ribs being carried outward at the'points of intersection to form by-passes around any inlay strips in the ribs met by said downwardly extending ribs.

4. The combination with a sheet metalt car end having its lateral marginal portions bent to lit against the cars sides and its body provided with vertical embossed ribs, with horizontal embossed ribs continued into said portions, and with materially deeper embossed cups at the points of intersections of the two sets of ribs, of wood strips lixed in certain ribs of one set, and internal sheathing fixed toI said strips.

5. In a car end, -a heavy metal sheet constituting the main strain-resisting element of the end -Wall and consisting of a primarily plane sheet pressed outward along many lines to form two intersecting sets of narrow integral stifening ribs distributed wih approximate uniformity over the car en v 6. In a car end, a heavy metal sheet constituting the main strain-resisting element of the end wall and consisting of a plane body pressed outward along a series of many parallel lines to form a set ofnarrow stili'- ening ribs ext/ending approximately across the car end and pressed outward along a series of other lines to form many similar ribs intersecting the ribs of the first set.

7. In a car end, a sheet of metal constituting the main strain-resisting element of the end wall and consisting of a primarily plane sheet pressed outwardly along a plurality of angularly disposed lines to form a plurality of sets of relatively narrow interseeting stiffening ribs distributed with approximate uniformity over the surface of said sheet. y

8. In a car end, a sheet of metal constituting the main strain-resisting eleme'nt of the end wall and consisting of a primarily plane sheet pressed outwardly along a plurality of angularly disposed lines to form a plurality of joined `sets of relatively narrow intersecting stiening ribs distributed .with approximate uniformity over the surface of said sheet.

9. In a oar end, a heavy sheet constituting the main strain-resisting element of the end Wall, and consisting of a plane body pressed outwardly along a series of sundry parallel lines to form a set of narrow still? ening ribs extending nearly across the car and pressed outwardly along a series of other lines to form sundry similar ribs interseetmg thei ribs of the first set, in oombination with marginal stifening members adapted to ooaot with some of said stiffening ribs to transmit imposed stresses to can framing.

10. In a oar end, a heavy metal sheet constituting the main strain-resisting element of the end Wall and consisting of a primarily plane sheet pressed. outwardly along sundry lines to form two sets of interseeting narrow integral stilening ribs uniformly distributed over the car end, said sheet having angularly disposed edge flanges, and marginal stifening members within said flanges adapted to ooaet with some of said stiffening ribs.

Signed in Chioago,.in theState of Illinois and county or Cook this 23rd day of- December, 1914.

WILLIAM ERASTUS WILLIAMS. l

Witnesses:

A. D. SHANKLIN, H. A. FoRsBERG.

Images