US1674138A - Corrugated metallic wall element - Google Patents

Description

June 19, 1928. 1,674,138

A. E. SMALL CORRUGATED METALLIC WALL ELEMENT Filed Aug. 30, 1926 2 Sheets-Sheet 1 a 5 I 4 E491 E 75. 5-4-5 jztgyfszjfit14-z15 .Zhvenlor:

.ZQTZfil/IZEI 211 v Attorney 1 June 19, 1928.

A. E. SMALL CORRUGATED METALLIC WALL ELEMENT Filed Aug. 30, 1926 2 Sheets-Sheet 2 Patented June 19, 1928.

* UNITEDSIT-ATES saints 1': SMALL, escalates. cams "A sumes To Union METAL comrAuY; or qnrcaco, m nors, a oonronarlolv or DELAWARE.

c nce ns ILQETALLIC WALL ELEMENT.

Application and Au ust so, 1926. Serial no. 132,621.

My invention relates to the construction of? railway cars.v and. more particularly to? metal end structures or walls for railway.

cars made of one onwmore metallic plates or panels formed with integral reinforcing,

stiffening and bra'cingembossments orz core. rugations It is; well known that theend walls of railway cars are more likely to be :broken or.

1? otherwise injured than; the side walls. This is due to the inertia thrusts and pressures caused by the shifting of the cargoes when the train starts or steps. These thrusts may be local, tending to distort the end in-some particular spot, as, tor example, when a piece of piping or lumber shifts'lengthwisc imparting a blow against the "enduwall of the car ;'or theremay be a general tendency to break out the end wall as a whole or tear it a'way from the framing. For the purpose. therefore, ofgreater strength and'due rability. car ends have been Constructed of metal plates corrugated or formed with ribs to impart the desiredstrength, rigidity and 2 1 resiliency. J

One of the principal. objects of my inven-. tion is to provide a corrugated metallic end structure for railway carsin which the, corrugations have a configuration andarrangee 3O ment that impart to the structure; a maxi mum capacity for resisting cargo thrusts, both local and general, static or quiescent, and with suificient resilienc. to prevent pars-1 manent distortion due to -t e thrusts of the loads, with a minimum weight-of metal. It is important that structures of this sort should be as light as possible, consistent with strength and durability, both for reasons of economy in manufacturing cost and also to keep the'weight of the car at a minimum.

A further object is to provide a co'rru-l gated metallic wall element that is practically possible to manufacture. object is to provide a metallic wall element with corrugations that resist to a greater degree torsional stresses,a's wellas brace the element, and the car end against diagonal side thrusts orweaving. 1 I

The combination of the embossments, ribs or corrugations comprising the reinforce; ment formed in'the metallic plate is disclosed and claimed in my separate ap lies on line 1010.

tion for patent, Serial No. 595,632, filed 0ctober 19, 1922, and this application for put 5 cut discloses and claims the specific advan- A further line 5 -5.'

tages and constructions when such a' reinforced metallic plate is applied to a carwith the corrugations or reinforcementspositioned vertically or substantially so,-i. e., extending from adjacent the floor of the car= (or end sill) to adjacent the roof '(or endplate); The metallic reinforced plates comprising the wall are usually connected alongvertical lines, and the middle plate or plates may be made of thicker metal than those adjacent the side of the car and the corrugations in the middle of the car end. wall may be made stronger than those elsewhere by being made deeper or wider 01 both. Also the corrugations in the middle of the our end wall may be" made longer to eliminateany flat space between the upper end of the corrugations and the end plate or roof of the car. i H

The maximum pressure and stresson a car end wall is about two feet above the floor, and adjacentthe=middle of. the car. The corrugations are a series of parallel beams and when positioned vertically thelower ends of the beams are supported by the underframe' which is the backbone of thecar and the upper ends are supported by the end plate. 'A beam should have its maximum strength adjacent its point of maximum stress, therefore, I prefer to have the/ strongest part of the individualcorrugation; as well as the entireend wall, about two feet from the floor or about one-fourth the length of the corrugation.

In the drawings: i Fig. 1 is a front view of acorrugated Fig.2 is; a top edgeview of-Fig. 1.

Fig. 3 is a cross section of Fig. 1 taken on line p a 9 Fig. 4 is a crosssection of Fig. 1 taken a on line p Fig. 5 is a cross section of Fig.' 1 taken on Figtfi 'isa front view ofacor'rugated plate of modified form.

Fig. 7 is a top edge view of Fig. 6.

Fig. 8 is across section'of Fig. 6 taken on line 88 Fig. 9 is a crosssection of Fig. 6

taken on line 9-9.

Fig. 10 is a cross section of'Fig. 6 taken Fig. 11 is a front "iew of a corrugated plate of modified form. 7

Fig. 12 is a top edge view of Fi 11.

Fig. 13 is a cross section of Fig. 11 taken on line 13-13.

Fig. 1st is a crosssection of Fig. 11 taken on line 1-114c.

Fig. 15 is a cross section of Fig. 11 taken on line 1515.

Fig. 16 shows the end of a railway box car with my device applied thereon.

Fig. 17 is a section on line 1T-17 of Fig. 16.

Fig. 18 is a section on line 18-18 of Fig. 16.

Fig. 19 is a section on line 19-19 of Fig. 16.

The end wall structure shown in the above figures comprises a panel composed of a corrugated metal plate or plates.

Referring to Figs. 1b and 17. The corrugated plates 31, 32 and 33 extend across the car from top to bottom and are formed with integral flanges 1 along the vertical edges which overlap and are secured to the side walls ot the car by any suitable means.

The top edge of the end wall is secured beneath the fascia boards 7 and the meeting edges of the plate overlap and are secured together by rows of rivets 8 and the lower edge of the end wall is secured to the end sill 9. Nailing strips are secured to the plates 31. 32 and 33 by bolts and lining 11 is secured to the nailing strips 10.

While the corrugations are shown pressed outwardly, it is understood that the corrugations may be pressed inwardly, or partially inwardly and partially outwardly, from the original plane of the plate. The plates or panels may be applied to any type of rail way car.

Referring to Figs. 1 to 5 inclusive, numeral 1 is the plate; 2 the plane of the plate; 5 is one of the major corrugations that forms the principal stiffening and rigidifying element; 6 is the valley formed between the major corrugations; 7 is the minor corrugation that sets within the major corrugation 5; 8 is the extremity or terminal portion of the corrugation and 9 is the flat apex of the major corrugation.

The major corrugations 5 are uniform in width and depth and parallel to one another and are provided with minor corrugations 7 that taper in width and depth from the apices 9 and extremities 8 toward a predetermined location between the extremities of the major corrugations 5 forming in effect with the i 'alleys 6 a plurality of contiguous and sinuous corrugations at the center of the plate that are uniform in width and depth, as at section 3--3.

Fig. 2 is a top edge view of Fig. 1 and shows the major corrugation 5 and the minor corrugation 7.

Fig. 3 is a cross section showing the uniform contiguous and sinuous formation and the convergence of the major and minor corrugations and the valleys 6 at the center of the plate.

Fig. at is a cross section showing the minor corrugations 7 pressed in an opposite direction within the major corrugations 5 midway between the center of the plate and the extremities of the corrugations.

Fig. 5 is a cross section showing the relatively wide major corrugation 5 provided with flat apices 9 and the valleys 6 just before merging into the original plane 2 of the plate 1.

Figs. 6 to 10 inclusive show a modification of the corrugated plate shown in Figs. 1 to 5 inclusive, in which 10 is the plate; 11 is the plane of the plate; 12 is the major corrugation; 13 is the minor corrugation and 14 is the valley.

The major corrugations 12 are of uniform depth but of varying width being widest at a predetermined location between its extremities and are provided with minor corrugations 13 that taper in width and depth from the apices 15 and the extremities or terminal portions 16 toward the widest portion of the major corrugations 12 forming in effect a plurality of contiguous and sinuous corrugations at a desired portion of the plate that are uniform in width and depth, as at section 88, the valleys 14 being narrowest where the major corrugations are the widest.

Fig. 7 is a top edge view of Fig (3 and shows the major corrugation 12 of uniform depth and the minor corrugation 13 tapering in depth.

Fig. 8 is a cross section and shows the contiguous and sinuous formation and the convergence of the major and minor corrugations and the valleys 14.

Fig. 9 is a cross section and shows the minor corrugations 13 pressed in an opposite direction within the major corrugation 12 between the center of the plate and the extremities 16 of the corrugations.

Fig. 10 is a cross section and shows the major corrugations 12 of uniform depth and width provided with fiat apices 15 just before merging into the original plane 11 of the plate 10.

Figs. 11 to 15 inclusive show a modification of the corrugated plate shown in Figs. 6 to 10 inclusive and is similar in all respects, except that the major corrugations 17 are provided with two minor corrugations 18.

Metallic plates corrugated as described wherein a plurality of corrugations merge into a contiguous, sinuous and uniform configuration possess the advantage of great strength and elasticity and (by merging the corrugations together at their extremities) simplifies the termination into the original plane and margins of the plate resulting in a plate of comparatively little weight, of

ill)

Hill

maximum strength and one that iseasy to manufacture. Although the figures disclose a plurality of sinuous corrugations merging together, it is to be understood that my in ventionis notlimited to this particular configuration but the corrugations at this point may be of any cross section. 7,

This application is confined to the construction wherein the major corrugation is split into two or more minor corrugations, whilemy application Serial N o.- 595,634, filed October 19, 1922, on metal end structures for railway cars covers the construction wherein the minor corrugations merge to form the major corrugation. 1

B thus forming afmetallic plate 1 provide a plurality of corrugations or beams which cooperate to form avery strong structure capable of absorbing considerable stress I without much deflection and which also i form a resilient structurebclow the center of the corrugations so that when the plate deflects under extreme load it rebounds or returns to its normal position without appreciable: permanent distortion. I

The accompanying drawings illustrate the preferred form of the invention, though it is to be understood that the invention is not limited to the exact details of construction shown and described, as it is obvious that various modifications thereof within the scope of the claims will occurto persons skilled in the art.

I claim:

1. A metallic plate wall element pro-,

vided with a plurality of vertical reinforcements comprising a plurality of stiffening ribs symmetrical in cross section about a line midway between the outermost portions of the ribs at a place below the center of the reinforcements which merge into each other adjacent the ends of said reinforcements to form a plurality of wider stiffening ribs symmetrical in cross section about a center line midway between the outermost portions or the ribs, said reinforcements being of uniform depth between terminal portions.

2. A metallic plate wall element provided with a plurality of vertical corrugations spaced apart distances substantially equal to their width at a place below the center of the corrugations, said corrugations emerging adjacent the ends of the plate into a lesser number of vertical corrugations spaced apart distances substantially equal to their width, said corrugations being of uniform depth between terminal portions.

3. A metallic plate wall element provided with a plurality of vertical corrugations spaced apart distances substantially equal to their width at a, place below the center of the corrugations, said corrugations merging adjacent the ends of the plate into a lesser number of wider corrugations spaced apart distances substantially equal to their width,

said corrugations being of uniform depth between terminal portions. V 4'. A metallic plate wall element provided with a plurality of vertical corrugations spaced apart distances substantially equal to their width at a place below the center of the corrugations, said corrugations met-g iiig adjacent the ends era-1e plate 1nto a lesser number of wider, vertical corrugatiohs, said corrugations being of uniform,

depth between terminal portions; 2

5. A metalle plate'wall element provided with plurality of verticalreinforcementscompri'sing corrugations which merge into each other ad acent the opposite ends of said reinforcements into a lesser number of ver tifcal corrugations, said reinforcements being of uniform depth between terminal portions.

6. A metallic plate wall element provided with a plurality of vertical reinforcements comprising corrugations which merge into each other adjacent the opposite ends said reinforcements into lesser n-uiiibe'r of wider,

vertical corrugations, said fi' einforcernents being of uniform'depth between terminal portions.

7. A wall for a railway car comprising a metallic plate secured to oppositely disposed horizontal frame members of the car, said plate provided with a plurality of vertical corrugations place below the center of the corrugations, the opposite ends'of adja cent corrugations merging" into each other and terniin'ating into the plate adjacent saidoppositely disposed frame members to form a lesser number of corrugations.

8. A wall for a railway car comprising a metallic plate secured to oppositely disposed horizontal frame members of the car, said plate provided with a plurality of vertical corrugations at a place below the center of the corrugations, the opposite ends of adj acent corrugations merging into each other and terminating into the plate adjacent said oppositely disposed frame members to form a lesser number of wider corrugations.

9. A wall for a railway car comprising a metallic plate secured to oppositely disposed horizontal frame members of the car, said plate provided with a plurality of vertical corrugations spaced apart distances substantially equal to their width at a place below the center of the corrugations, the opposite ends of adjacent corrugations merging into each other and terminating into the plate adjacent said oppositely disposed frame members to form a lesser number of corrugations spaced apart distances substantially equal to their width.

10. A wall for a railway car comprising a metallic plate secured to oppositely disposed horizontal frame members of the car, said plate provided with a plurality of vertical the center of the corrugations, the opposite ends of adjacent corrugations merging into each other and terminating into the plate adjacent said oppositely disposed frame members to form a lesser number of wider cor rugations spaced apart distances substantially equal to their width.

ll. A wall for a railway car comprising a metallic plate secured to oppositely disposed horizontal frame members of the car, said plate provided with a plurality of vertical corrugations synnnetrical in cross section about a line midway between the outermost portions of the corrugations at a place below the center of the corrugations, the opposite ends of adjacent corrugations merging into each other and tern'iinating into the plate adjacent said oppositely disposed frame members to form a lesser number of corrugations symmetrical in cross section about a line midway between the outermost portions of the corrugations.

12. A. wall for a railway ear comprising a metallic plate secured to oppositely disposed horizontal frame members of the car, said plate provided with a plurality of vertical corrugations symmetrical in cross sec tion about a line midway between the outermost portions of the corrugations at a place below the center of the corrugations, the opposite ends of adjacent corrugations merging into each other and terminating into the plate adjacent said oppositely disposed frame members to form a lesser number of wider corrugations symmetrical in cross section about a line midway between the outermost portions of the corrugations.

13. A wall for a railway car comprising a metallic plate secured to oppositely disposed lnn-izrmtal frame members of the car, said plate provided with a plurality of, vertical contiguous sinuous corrugations at a place below the center of the corrugations, the opposite ends oil adjacent corrugations merging into each other and terminating into the plate adjacent said oppositely disposed frame members to form a lesser number of corrugations with substantially liat; apices.

14. A wall for a railway car comprising a metallic plate secured to oppositely disposed horizontal frame membm's of the car, said plate provided with a plurality of vertical corrugations spaced apart distances snbstam tially equal to their width and symmetrical in cross section about a line n'iidvay between the outermost portions of the corrugations at a place below the center of the corrugations, the opposite ends of adjacent corrugations merging into each other and terminating into the plate adjacent said oppositely disposed frame members to form a lesser number of corrugations spaced apart distances substantially equal to their width and symn'letrieal in cross section about a line midway between the outermost portions of the corrugations.

ARTHUR E. SM ALL.

Images