US1519186A

US1519186A - Car-wall structure

Info

Publication number: US1519186A
Application number: US328853A
Authority: US
Inventors: Charles D Bonsall
Original assignee: WALTER P MURPHY
Current assignee: WALTER P MURPHY
Priority date: 1919-10-06
Filing date: 1919-10-06
Publication date: 1924-12-16
Anticipated expiration: 1941-12-16

Description

@ w, w24, Lglg@ c. D, BQNSALL GAR WALL STRUCTURE Filed oct. e. 1919 5 sheets-shed 1 c. D. BQNSALL.,

CAR WALL STRUCTURE med oct; e, 1919 5 Sheets-Sheet 2 Ue@ 15, E924.

C. D. ONSALL.

CAR WALL STRUCTURE Filed Oct. 6. 1919 3 Sheets-Sheet 5 Patented Dec. 16, 1924.

UNITED STATES tuant PATENT OFFICE.

HARLES D. BONSALL,v OF PA'RNASSUS, PENNSYLVANIA, ASSIGNOR. T0 WALTER P.

i MURPHY, OF NEW YORK, N. Y.

oAnfwALr. STRUCTURE.

- Application mea october e, 1919. serial No. 328,853.

My invention relates to the construction of railway cars, particularly box cars, and the principal object of the invention 1s to provide a reinforced sheet metal` wall struc` ture for a railway car, particularly for the end of the car, which will be made up of a relatively large number of corrugated,

y ribbed or embossed sections which are relatively narrow and have a configuration t which'makes it possible to press the sections onsmaller, lighter presses 'than are commonly used for pressing the type of corrugated steel end plates commonly used at the present time.

, A further object is to provide an end structure for a railway car which will be very strong and light and at the same time inexpensive to manufacture.

A further object of the invention is to provide a ribbed or corrugated car :Wall comprising a plurality of sections, overlapped at their meeting edges, in which the corrugations are so disposed that the aggregate areas of metal on .opposite sides of a.v

plane midway between the crests of the corrugations and hollows between the same are. substantially equal so as to glve the struc-4 ture maximum strength in proportion to the weight of metal employed.

The invention is illustrated in the'accompanying drawings wherein- Fig. 1 is an end view, in elevation, of the superstructure vof a railway car provided with an end wall constructed in accordance with my invention.

Fig. 2 is a sectional plan on line 2-2 of Fig. 1.

Fig. 3 is a side elevation of the end of the car.

Fig. 4 is a vertical Section on line 44-4 of Fig. 1.

Fig. 5 is a fragmentary plan view of the end of the car with the roof boards re-.

moved.

Fig. 6 is a view, 1n perspective, of a portion of one of the intermediate end sheets.

Fig. 7 is a view similar to Fig. 4, illus vtrating a modified construction in which .maximum strength is obtained for a given.

weight of metal, as mentioned above, and

' Fig. 8 is a diagram to illustrate more` fully the principle of construction of the wall structure shown in Fig. 7,

Like characters of reference designate like parts inthe several figures of the drawings.

Referring lirstto Figs. 1 to 6 inclusive, which shows the invention as applied to the construction of a corrugated or ribbed steel end wall for a single sheath box car of common construction (it being understood that the invention is not limitedv to this particular type of car), 10 designates the side sheathing of the car, 11 the s ide plates, 12 the center sills, 13 the side sills, 14 the end sill, 15 the striking casting, and 16 the ridge pole of the roof. The end wall is made up preferably of a corrugated or ribbed vsteel structure providedl with a wooden lining. The steel end structure ris 'made un of a plurality of relatively narrow, horizontally disposed sections4 (although the sections might run vertically) vwhiclrhave 'their meeting edges overlapped and oEset or pressed out to provide' hollow ribs or corrugations. The structure is preferablyjV composed of an upper section of sheet 17, a lower section 18, and a plurality of intermediate sections 19. The

lower edge 20 of-section v18 is riveted to the end sill angle 14. A short angle bar 21 intervenes between the outer face of the sheet and the striking casting 15. rlhe upper edge of the upper section 17 is preferably bent over on diagonal lines to conform to the slope of the roof and provide i'nturn'ed flanges 22, taking the place of the ordinary end plate, which are fastened at their eX- tremities by gusset plates 23 to the side plates 11. An angle plate 24 on the inside of section 17 supports the ridge pole and also the purlins (not shown). rlhe upper edge 25 of the lower sheet 18, the lower edge 260i the upper sheet 17 and the upper edges 27 and lower edges 28- of the lntermediate sheets are formed with offsets, as indicated at 29, (Fig. 6) so that hollow ribs or corrugations are formed at the seams or meeting' edges of the sheets which, preferably, terminate within the lateral edges of the sheets. These lateral edges are bent at fright angles to the body `of the sheet to .provide flanges 30 for attachment to the sidewall of the car. The overlapping meet- .ing -edges of the sheets are secured together,

vfor-'exan'1ple, by rivets 31. The sheets are also preferably formed with one or more corrugations or embossments 32 whichl are pressed out at the center portion of each sheet and have preferably flat tops with flat slopingsides and ends as shown. The sections so formed may be easily pressed on lpresses of comparatively light weight. The stretch of the metal is minimized since there is but a single corrugation 'pressed in each sheet so that the danger offrupture `of the plates in pressing is minimized. If desired the corrugations 32 might be omitted which would still further facilitate the pressing olf/the sheets. If desired the end structure, as above described, might 4be'anchored to the framing of the car by diagonal tie rods 33 A and gussets 34, as wella's by the flanges 30.

The lining consists preferably of vertical lining boards 35 which arel fastened to cleats 36 arranged in the corrugations 32. At the top of the lining boards'is a cross timber 37 in the nature of a nishing strip.

In Figs. 7 and 8 I have shown the arrangements, referred to'inanother vpart of the specification, for making the disposition of the area of metal equal on opposite sides of a vertical ane lying midway between the crests andlholl'ows of the corrugations.

In this construction the end comprises a plurality of sections which are all alike eX- .cept the upper section and lower sections,

the intermediate sections being designated 38, the upper section 39 and lower section 40. The upper section is 4provided with flanges 41 constituting the end plate of the car. Each section is shown as provided with two corrugations,y 42. The number, however, is

immaterial. The intermediateV sections are alternately inverted, one with respect to the other. As a result thev overlapped edges of the sections are sometimes at the crests 'of the corrugations, as indicated at 43, and 1n others at the hollows betweenlcorrugations, as indicated at 44. This is a desirable construction but it is not essential to the principle, to be explained, whereby the maximum strength is obtained for a given weight of metal. -This feature depends-upon making tlie'cormgations formed at the lapping of the sheets or the -hollows between corrugations formed at the lapping of the sheetsnarro-wer than the lother c orrugations or hollows `to the :extent of-the overlap, the other corrugations and hollows being ofequalwidth, that is, the distances between their center lines being equal.

Referring to Fig. 8, u-a represent a plane midway between the crests of the corrugations and the'hollows between corruga- .a--z lis the center line of the corrugationon the other sideof the corrugation through which line y-fg passes. If the width 'of the overlap be 'represented byv A and the distance between line fz/-y and z--a by` B,

then the distance between lines /v-fv and should be B minus A. A It will be understood that this principle of construction is also applicablelto a sheetmetal wall structure in which .the corrugations extend in both directions vfrom the plane of the margins of the sheets. In such .A

case the terms corrugations''and hollows between corrugations would be purely relative terms.

I claim:

l. The/combination with the end framing of a railway car, of a sheet metal wall strncture for the end'of the car comprising a Iplurality of sheets having horizontal meeting edges overlapped, and flanged on their vertical edges for attachment to the car framing, said overlapped edges being offset to form hollow strengthening ribs which merge into the sheets within said flanges, said sheets being also formed with pressed ribs between said overlapping edges.

2. The combination with the end framing of a'railway car, of a sheetmetal wall structure for the end of the car comprising. a plurality of sheets having horizontal meeting edges overlapped, and flanged on their vertical edges for attachment to thecar framing, said overlapped edges being offset to form hollow strengthening ribs which merge into the sheets within said flanges, said sheets beingfalso formed with pressed ribs between saidv overlapping edges and parallel thereto. v

3. A sheet metal wall structure for a rail-. way car comprising a plurality of overlapping sheets having corrugations pressed therein and having their overlapping margins offset to form ribs similar to, but of less width than said corrugations, whereby the amount of metal in a rib is substantially equal to that in a' corrugation.

4. A sheet metal wall structure for a rail way car comprising'a plurality of overlap-v ping sheets having horizontal, parallel ribs pressed therein', and terminating within the sides of the sheet, said sheets having their overlapping margins offset to yform ribshavmg the same amount of metal therein as the first named ribs whereby in the corrugated portlon of the slr" tially the same amount of metal on both sides of a plane parallel to the wall passing midway through said ribs.

5. A sheet metal end wall for a railway car comprising a plurality of sheets h-aving one edge, in each case, offset and the opposite edge in the plane of the body of the sheet, the sheets being arranged with the offset edge of one sheet overlapped and joined to the offset edge of another sheet so as to form strengthening ribs at each alternate joint between the sheets.

6; A sheet metal end wall for a railway ear comprising a. plurality of sheets hay-'ing one edge, in each case, ol'set and the -opposite edge in the plane of the body of the sheet, the sheets being arranged with the offset edge of one sheet overlapped and joined to the offset edge of another sheet so as to forni strengthening ribs at each alternate joint between the sheets,.said sheets being also formed with ribs pressed Jfrom the sheet between their edges and parallel to the aforesaid ribs.

7. A sheet metal wall fora'railway car comprising a plurality of sheets having their adjacent edges offset from the body of the sheet, the sheets being arrangedavith the offset edge of one shee't overlapped and joined to the oil'set edge of another sheet, said sheets beingr formed with a pressed rib between said overlapping edges, a nailing strip positioned within said rib, and a lining in Contact with said nailing strip.

8. A sheet metal wall-fora railway car comprising a plurality of sheets having their adjacent edges offset from the body of the sheet, the sheets being arranged with the offset edgeof one sheet overlapped and joined to the offset edge of another sheet, said sheets being formed with a pressed rib between said overlapping edges, a. nailing 'strip positioned within said rib, and a lining in contact with the body of said sheets and said nailing strip.

9. A sheet metal end wall vfor a railway ear comprising a. pair of sheets having their adjacent' edges flanged, said langes being refianged, said Areflanged portions overlappedfand secured together, said flanges decreasing in| height toward the side of the car, whereby the overlapping of said sheets is increased in width.

l0. A metallic wall for railway cars coinprising' a plurality of plates having integral corrugations formed therein, each corrugation having a. substantially flat crest, said plates overlapped and secured together,

'the area of the overlapped portions of said plates being substantially equal tothe area of said crest, whereby the neutral axis is retained near the geometrical axis of said wall.

CHARLES D. BONSALL.