US1829508A - Metal wall structure for cars - Google Patents

Description

Oct. 27, 1931. F. DlTCHFlELD I METAL WALL STRUCTURE FOR CARS Filed Dec. 28. 1928 2 Sheets-Shani fraifi J j 1931- F. DITCHFIELD ,82

METAL WALL STRUCTURE FOR CARS Filed Dec. 28, 1928 2 Sheets-Sham 2 IIIIITIIIIIIIII I Patented Oct. 27, 1931 UNITED STATES PATENT OFFICE FRANK DITCHFIELD, OF CLEVELAND, OHIO, ASSIGNOR TO THE YOUNGSTOWN STEEL DOOR 00., OF CLEVELAND, OHIO, A CORPORATION OF OHIO METAL WALL STRUCTURE FOR CARS Application filed December 28, 1928.

This invention relates to improvements in metal wall structures for cars.

In the art of metal wall structures for cars and especially box car ends, one of the 5 sources of greatest difliculty, heretofore, has

been to obtain a satisfactory connection between the metal sheets and the car frame and more particularly, between the end wall sheets and the end sill. The common practice has been to rivet the lower edges of the sheets to the outer vertical faces of the sills and, because of this arrangement, the securing rivets are placed under tension when stresses are imposed on the end sheets in a direction perpendicular to the sheets from the interior of the car. As obvious, stresses in this direction tend to pull off the rivet heads and tear out the sheets, this being particularly true of box car end walls where very heavy shocks are produced, due to sudden stopping and starting of the cars and the consequent endwise shifting of the lad- 131 Tknother serious difficulty encountered is the tendency of the walls, particularly the end walls, to bulge outwardly, either from shifting of the lading or from the more or less fluid-like pressure of certain types of loads, such as grain. To prevent bulging, it

30 has been customary to either apply separate braces to the sheets or corrugate them in any one of numerous ways. The use of separate braces is unsatisfactory because of increased cost of fabrication and material and increase in dead weight of the car. (jorrugations, as heretofore'employed, have not been entirely satisfactory for several reasons. If the corrugations are extended to the edges of the sheets, great difiiculty is experienced in attaching the sheets to the car frame members and in trimming the corrugated edges of the sheets. ()n the contrary, if the corrugations are terminated within the edges, weak sections are necessarily left adjacent the lines of securing rivets, which is particularly disadvantageous in the case of the lower portions of box car end walls.

One object of my invention is to provide a metal wall structure for cars wherein is provided great inherent strength against bend- Serial No. 328,937.

ing, bulging, weaving or the like and a strong and efiicient connection between the metal sheets and the elements of the car framing.

Another object of my invention is to provide a metal wall structure for cars, espepecially adapted as an end wall for box cars, wherein the lower edges of the sheets are connected to the underframe sills by rivets so disposed as to be under shear when the sheets are pressed against outwardly by the lading within the car, whereby to minimize possibility of the rivet heads or sheets tearing out.

A further object is to provide an integrally corrugated wall structure and more particularly, a car end wall, wherein the corrugations may be made as deep as desired, to provide the necessary strength against bending or bulging and at the same time extending to the line of the connection of the car frame elements, the terminii of the corrugations being so formed that the sheets can be readily drawn by dies without tearing or weakening of the sheets.

Among other objects of the invention are to so form the wall sheets as to avoid exterior pockets that might otherwise collect water, snow, etc., and promote corrosion; to provide fiat marginal flanges along the edges of the sheet in order that the same may be properly trimmed and trued; to provide connections along the top edges of the sheets with the side or end plates, such that the webs of the usual Z-bar types of plates are directly utilized in resisting outward thrusts on the wall; to so fabricate the wall sheets that variations in sizes thereof may be readily accommodated in forming the same by a simple interchange of a sectional die; and to otherwise improve the efliciency and economies of structures of the type indicated.

In the drawings forming a part of this specification, Figure 1 is an elevational view of an end of a box car showing my improvements applied thereto, parts being broken away in order to better accommodate the view on the sheet. Figures 2 and 3 are enlarged vertical sectional views corresponding to the section lines 22 and 33, re-

.spectively, of Figure 1. And Figures 4 and 5am horizontal sectional views corresponding respectively to the section lines 44c and 1y ending flange 112, an outwardly extending flange 212 and an upstanding centhe center and side sills to form a- ;rigid connectionwith the underframe 'sills- The end plate 13-, showningthe form of a pressing,

is formed with an upstanding vertical flange: 3 113,- a horizontally outwardly extending web section 213 and an outer downturned flange 313.

In carrying out iny invention, when my improvementsare applied to an end wall of a box car, 1 preferably employ three panels A, Band G,vthe panels Aand C being at the ends and complemental and the panel B be;- ing. at the center. The panels have over- -lapped flanges along their 'meeting edges,

,. which are riveted with a vertical line of rivets, asindicate'd at 1 515. I The metal wall, preferably,- comprised of the three panels,is provided witha plurality of vertically extending corrugations 16,

1 which are preferably inwardly offset from theoriginal plane of the sheet; .The valleys of these corrugations are indicated at 116 and the outwardly .diverging side walls thereof are indicated, at 216-216,. so that there are provided,between each pair ofcore 40 rugations, what may be termed an outer or crest section 17 ,the 'latter being in the origimiplane of the'sheet; The corrugations 16 may be made of. any desired depth, to provide the necessary bracing'strength against bending or bulging of the "end walls, those shown in the drawings being drawn to a scale indicating :a depth of approximately For the greater part of length, thevalley sections of the corrugations are preferably in the same'plane as the web 812 of the end sill,as shown b'estinrFigures 2 and 3. At ,theirbottoms, saidvalley sections '1: 116 are slightlyoutwardly offset asiindicat edat 18, so asto overlie the outerface of the and: 1 1- T 113 2 nd pro i fl t face bearing thereagainst and by which the i end, sheets are directly riveted to the end sill, as by-the rivets 19. Below thelinefof rivets'19, the valley sections 116. are sloped downwardly and outwardly, as indicatedlat 20 and thenmerge into va'flat securing flange section 21, the la ter being of'sufiicient width J within eachcorrugation as fto adinit the' use of two securing rivets 22- 22 for each cor;

rivets 22 have their axes extended vertical- 7 ly and consequently when an outward pressure is applied to the end wall, said pressure will be transmitted through the sheets 1n such manner as to place the rivets 22 under direct Vishear, thus providing an extremely strong, llgld and permanent connectionbetween the end wall and the end sill and one which is 'materially 1 stronger than those heretofore trally disposed web 312, it-being understood I that the flanges 112 and 212 are riveted to used.

rugations which has been "found necessary, to

resist bending or bul ing of the end walls,

andv because of the desirability of extending these corrugations completely up to the line of attachment withthe horizontal frame elements of the car, provision inust be made to avoid undue stretching or tearing of the sheets during the fldie-fo-rining operation, which might otherwise occur in attempting to, obtain the horizontal overlapping with thesend sill to vaccommodate the vertical rivetswhich are under shear. Tofavoid any undue stretchingi of the metal, I therefore reduce the depth ofwhat may be termed the oppositely facing corrugations .17 by neek- V ing-in or inclining-inwardlythelower portions of the corrugations 17, as indicated at 117.best in Figure Theinwardly inclining lower section'117 isextended down to the securing flange 212 where it is then curved outwardly, as indicated. at 217and merged as indicated at 317 with the securing flange section 21, previously mentioned. In this manner, as best indicated in Figure 5, the relative depths of the alternate inwardly and outwardly facing corrugations is, reduced approximately one-ha-lf, so that danger oftearing or unduly stressingthe metal during the dieeforming. operation is avoided while at the same time retaining theefliective strength of thecorrugations completely down tothe nd sill and thus avoiding a, weak Section of the wall structure at any point. j i

As shown infFigures 2 and 3, the securing flange 2l is finally extended vertically downtrimmed orifthe edge to be cutf were nar-' row and in a plane perpendicular to the general plane of thefsh'eet.

At'the top of'the wall armada-jigs w.

'unird,-as indicated at 121, to form an over- 7 ly similar arrangement is employed, except that in this instance the valley sections 116 are outwardly and upwardly sloped, as indicated at 816, thus reducing the effective depth of the alternating inwardly and outwardly facing corrugations along the upper edge. The outer or crest sections 17 of the corrugations are secured to the depending flange 313 of the end plate by a horizontally extending series of rivets 24. At the upper terminii of thecorrugations, the sheet is extended inwardly and slightly upwardly, as indicated at 25 for a distance approximately equalling the width of the web 213 of the end plate and thence is extended vertically to provide an upper marginal flange 26 overlying the inner face of the flange 113 of the end plate and to which it is secured by another horizontally extending series of rivets 27. WVith this construction, it will be observed that the web 213 of the end plate is directly utilized in its most effective manner, to resist any tendency of the end wall to be bent or bulged outwardly, since the end sheet is connected to'the end plate by the two series of rivets 24 and 27. Further, it will be noted that a continuous tight joint is obtained throughout the full width of the end wall between the end plate flange 13 and end wall sheet flange 26, this joint being eflectively weather-protected by the overhanging flange 313 which acts as a hood to prevent rain, snow or the like being driven up into the joint.

Referring to Figures 4 and 5, it will be seen that the adjacent edges of the panels A, B and C are overlapped as indicated at 2828 and riveted along the overlapped oints. Partly for the purpose of obtaining shallowness of the corrugations at the overlapped joints, in order to prevent undue stretching of the metal at the end corrugations, and partly to maintain the line of rivets securing the overlapped portions, the edges of the panel sheets are partially necked in as indicated at 29, so as to leave a narrow corrugation of full depth and a wider portion of only half depth. The outer side edges of the panels A and B are provided with plain flanges 303O at 56 right angles to the main plane of the end wall and which are adapted to overlie and be secured to the corner posts of the car superstructure.

In order to provide for the usual interior Y wood sheathing, vertically extending nailing strips 3131 may be disposed in those inwardly facing corrugations which are defined at the overlapped secured edges of the respective pairs of panels, as clearly shown in Figures 4 and 5.

In fabricating the panels, variations in heightmay be readily and economically accommodated by using sectional dies wherein those die sections which form theupper and lower portions of the panels always remain the same and the intermediate die sections which form the central plain portions of the corrugations are made interchangeable as to width. Further, variations in over-all width of the end wall structure may be accommodated, within reasonable limits, by varying the width of the plane flat edge portions 32, that is, by forming the marginal flanges 30 closer to or farther from the outermost corrugation 16.

From the preceding description, it will be seen that I have provided a metal wall structure for cars and more particularly, end walls for box cars which may be economically manufactured; which provides great inherent strength against outward bending or bulging; which avoids any weak sections, par ticularly at the line of attachment to the horizontal frame elements of the car; which provides for variations in dimensions without increase in cost of manufacture, and which avoids excessive stretching of the metal at any point.

Attention is also called to the fact that the inwardly extending flanges of the T-sills provide a shelf for the edges of the floor boards and that the webs of the T-sills are extended vertically sufiiciently to prevent any water or moisture from dripping over to the outer side, which might collect within the wall sheets and induce corrosion. Further, by providing vertically extending corrugations in the wall sheets, I am enabled to use vertical nailing strips which in turn permit the use of horizontally disposed lining boards, a much more efficient construction than where the lining boards are extended vertically, as generally necessary in the event of horizontal corrugations being used to reinforce the wall sheets. a

Particular attention is directed to the efficiency of the vertically extending corrugations and attaching arrangement at the bottom. As is well known, the maximum pressure outwardly against the car end wall is approximately 30 above the floor line, which distance is appreciably less than half the width of the car end. lVhere horizontal corrugations are employed in an end wall, the length of the arm of the bending moment from the corner post, is 4 or more and hence, at a point 30 above the floor line, a relatively weak section obtains, since this portion of the end wall may be bent outwardly comparatively easily. By employing vertical corrugations, the arm of the bending moment is only above the floor line and hence, for a given weight of metal, a stronger construction may be obtained, or, stated conversely, the same strength may be obtained with a lighter gauge of sheet metal, employing vertical corrugations, than where horizontal corrugations are employed.

I claim:

1. In a metal wall structure for cars, the combination with a metal rolled frame eleme'nt having an I attachingsection disposed perpendicular. to the general plane of the wall; and. a wall-forming sheetHha-vin'g strengthening indentations thereiniextendedto saidflangeandprovided also with an inte gral flange section extending across the ends of said.indentations engaging and secured to" said attaching flange: of the frame element;

2. In a metal wall structurefor cars, the combination with a metal rolled frame element having a-horizo'ntally disposedsecuring flange; of awali-forminoysheet having vertically disposed corrugations therein extended to said securing flange and provided! ;with-, an'integral flange at the terminii of said corrugations engaging and secured to said horizontal flange.

3. In a metal wall structure for'cars, the

combination with ameta'l rolled frame element having-ani-attaching flange disposed perpendicular to the general plane'of the wall of'a wall-forming sheet having corrugations therein disposed perpendicular to said "frame element and extended to'theattaching flange thereof and provided also with an integral securing sectionat the terminii of said corrugations and .securedto said attaching flange of the frame element.

4. In a metal wall struc ure, the combina tion with a T-bar'silllhaving a horizontal flange; of a wall-forming metal-sheet having,

vertically disposed corrugations"therein extended to sald flange, said sheet belng providedwith an integral securing flange at i he ternnnn of saidv corrugations extending thereac-ross, saidsecuring flange being riveted to the sill flange. l 3 '5, In'an end wall structure for cars, the combination with an angular rolled end sill having a horizontal flange; of an endwallforming metalsheet having vertically disposed corrugations therein extended tosaid flange and provided also with an integral. securing flange extending across the ends of 3 said corrugations, .saidsecuring flangeover- 'lylng' and being attached to said sill flange.-

6, In ametal wall structurefor cars,- the combination with a T-bar frame elementhav ing its. flanges disposed horizontally andthezx webvertically of a wall-forming metal sheet 7 having corrugations therein arranged perpendicular to said Tv-bar and extended thereto,-the valleys oi said corrugations being rivetedtothe T-nbar web, said sheet having .1. also a securing flange at the ends of said corrugations ad acent the T-bar, SfllCl flange tically arranged corrugations. therein, the

latter being extended downwardly to aflange off'said-sill, said; sheet'having an integral flange atthe lower'ends of said. corrugations .taching section of the sill.

overlying and secured. to one of the flanges posed corrugations extended to said atta ch: ing section of the sill, said corrugatlons be ng ofshallowed depth adjacent'said sill and said sheet having an integral securing *flange j "alined withsaid shallowed ends of thecorru-' gations, said flange being secured to the at 9., In a metalend wall structure for cars,

thecombination with an end sill having a horizontally disposed attaching section,o t

an end wall sheet having vertically disposed structure for cars, the

corrugations therein extended downwardly tosaid attaching section of the end sill, said corrugations I being of decreased depth at their lower ends and the sheet being provldedwith an integral horizontally'disposed securing flange, said flange being riveted to the attaching section of the end sill.

10. In a metal end wall structure for cars, the combination with a T-barend sill having its web extended'vertically upward, of an end wall sheet having vertically disposed corrugations therein extended downwardly to one of the flanges of the T-bar sill, said co-rrugations being of gradually reduced depth at their lower ends, said sheet having an integral securing flange at the bottom alined with said corrugations and overlying one o-fthe Y-bar flanges and secured to the latter.

11; As an article ofmanufacture, a metal wall-forming sheetfor cars, said sheet hav ing a plurality of parallelly arranged corrugations therein and. a securing flange disposed perpendicularly to the general: plane "of the sheet at one set of ends of the corrugations, the latter extending to said flange and being of gradually reduced depth adjacent said flange, whereby to avoid excessive stress of the metal when the corrugations and flange are formed therein.

. 12. As an article of manufacture, a metal wall-forming sheet for cars, said sheet having a plurality of parallelly arranged corrugations therein and a securing. fl'angefdisposed perpendicularly to the general-"plane of the sheet at one set of ends of the cor rugations, thelatter. extending to said flange and being. of gradually reduced depth adjacent said flange, whereby to avoidexcessive stress of the metal when. the corrugations and.

wall; of a; wa ll 'formingi metal" sheet, said.

sheet having strengthening indentations, alined with said web and provided with an end flange section having a terminal mar ginal flange, the latter being secured to one flange of the Z-bar element and other portions of the sheet being secured to the other flange of the Z-bar element.

14. In a metal wall structure for cars, the combination with a Z-shaped frame element having the web thereof arranged perpendicular to the general plane of the wall; of a wall-forming metal sheet having corrugations therein arranged perpendicular to said frame element and extending thereto, said sheet having a flange at the end adjacent said element, said flange having a portion overlapping and secured to one of the flanges of the Z-shap-ed element, the valleys of some of the corrugations being secured to the other flange of said element.

15. In a metal end wall structure for cars, the combination with a Z-bar end plate; of an end wall metal sheet having vertically disposed corrugations therein extending to said plate, said sheet having an upper edge flange provided with a marginal portion overlying and riveted to one of the flanges of said Z-plate, the valleys of the corrugations being riveted to the other flange of the Z-plate.

16. In a metal wall structure for cars, the combination with a sill having a horizontally disposed attaching flange; of a plate of Z-form; and a wall-forming metal sheet extending between and secured to said sill and plate, said sheet having vertically disposed corrugations therein, extending to the sill and plate, said sheet having an integral securing flange at the lower terminii of the corrugations riveted to the attaching flange of the sill, said sheet having an integral flange along its upper edge, a section of which overlies and is riveted to one flange of the Z-bar plate, the valleys of one set of corrugations being riveted to the other flange of said Z-bar.

17. In a metal end wall structure for cars, the combination with a T-bar end sill; of a Z-bar end plate; and an end wall sheet, the latter having vertically disposed corrugations extending to the sill and end plate, said sheet having integrally formed securing flanges along the top and bottom edges, the lower securing flange overlying and being riveted to one of the flanges of the T-end sill, the flange at the top of the sheet having a marginal section overlying and riveted to the upstanding flange of the Z-plate, said corrugations being of reduced depth at their upper and lower ends.

18. In a metal wall structure for cars, the combination with a horizontally disposed T- bar frame element having the web thereof arranged parallel to the plane of the wall and one of the flanges extended horizontally outwardly therefrom; of a wall sheet having corrugations therein alined with said out wardly extended flange, said corrugations extending beyond the free edge of the web of the T-bar; and means for securing the sheet extended vertically upward and one of the flanges extended horizontally outward; of a wall-forming metal sheet having corruga tions therein and extended downwardly below the top edge of said Web in line with the outwardly extended flange; and means for attaching the lower edge of the sheet to said outwardly extended flange.

20. In a metal wall structure for cars, the combination with a horizontally disposed T- bar frame element having the web thereof extended parallel to the plane of the wall and one of the flanges extended outwardly; of a metal wall-forming sheet having portions thereof secured to said web and said outvardly extended flange.

21. In a metal wall structure for cars, the combination with a T-bar sill having its web extended vertically upward and one of its flanges extended horizontally outwardly; and a metal wall-forming sheet secured both to said web and to said outwardly extended flange along the lower edge of the sheet.

22. In a metal wall structure for cars, the combiantion with a T-bar sill having its web extended vertically upward and one flange horizontally outward; of a metal wall-forming sheet secured along its lower edge to said outwardly extended flange, said sheet having a marginal flange along its bottom edge depending below and weather-protecting said horizontal flange of the T-bar sill.

23. In a metal wall structure for cars, the combination with a T-bar sill having its web extending vertically upward and one of its flanges extending outwardly; of a metal wallforming sheet having vertically disposed corrugations therein extending down to said flange, said sheet being secured to said flange and provided with an integral marginal flange depending below said T-bar flange.

In witness that I claim the foregoing I have hereunto subscribed my name this 17th day of December, 1928.

FRANK DITGHFIELD.

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