US2010382A

US2010382A - Railway car wall

Info

Publication number: US2010382A
Application number: US734788A
Authority: US
Inventors: Arthur E Small
Original assignee: Union Metal Products Co
Current assignee: Union Metal Products Co
Priority date: 1934-07-12
Filing date: 1934-07-12
Publication date: 1935-08-06
Anticipated expiration: 1952-08-06

Description

Aug. '6, 1935. A E MA 2,010,382

RAILWAY CAR WALL Filed July 12, 1954 v 6 Sheets-Sheet 1 O L O O O r 0 o O o O O O o O o 0 O /O O O O O o o O O O O O O o O o o g- 6, 1935. A. E. SMALL 2,010,382.

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9 rzbur ma// Patented Aug. 6, 1935 I RAILWAY CAR WALL Arthur E. Small, Beverly Shores Ind., assignor to Union Metal Products Company, Ill., a corporation of Delaware Chicago,

. Application July 12, 1934, Serial No.-734,788

15 Claims. (Cl. 105-410) The invention relates to railway freight cars and more particularly to end walls for open top cars, such as hopper or gondola cars.

The object of the invention is to provide an end wall for such cars which obtains substantially the maximum cubical-capacity of the car (as far as the end wall thereof is concerned) without increasing the train length of the car and allows the ladder treads, handholds and part of the brake mechanism to be applied in compliance with the existing safety appliance standards under the Interstate Commerce Commission Act.

These standards read as follows regarding End ladder clearance. No part of car above end sills within thirty (30) inches from side of car, except buffer block, brake shaft, brake wheel, brake step or'uncoupling lever shall extend to within twelve (12) inches of a vertical plane parallel with end of car and passing through the inside face of knuckle when closed with coupler horn against the buffer block or end sill, and no other part of end of car or fixtures on same above end sills,- other than exceptions herein noted, shall extend beyond the outer face of buffer block. 7

The usual end wall of a car is a girder wherein the upper and lower frame members are the re spective chords and the metallic plate wall is the web of the girder (as well as a retaining wall). A further object of the invention is to provide means to stiffen this wall against deflection as a girder and against shifting lading as a retaining wall.

Another object is to provide integral stiffening means, such as corrugations, in the bulged parts of any improvedend wall which are preferably positioned to transmit loads imposed thereon to the sloping webs of the end wall, which are beams in effect.

In the drawings:

Fig. 1 is a fragmentary view of a railway hopper car equipped with my improved end wall.

Fig. 2 is a section on line 2-2 of Fig. 1.

Fig. 3 shows the end wall plate of Fig. 1.

Fig. 4 is a fragmentary view of a railway gondola car equipped with my improved end wall.

Fig. 5 is a section on line 5-5 of Fig. 4.

Fig. 6 shows the end wall plate of Fig. 4.

Fig. 7 is a fragmentary view of. a hopper car equipped with a modified form of my improved end wall. a g

Fig. 8 is a section on line 88 of Fig. '7.

Fig. 9 shows the end wall plate of Fig. '7.

Fig. 10 is. afragmentary view of a hoppercar equipped with another modified form of my improved end wall. 1 a

Fig. 11 is a section on line H-ll of Fig. 10. Fig. 12 shows the end wall plate of Fig. 10.

Fig. 13 shows an end wall plate of modified construction.

Fig. 14is a section on line I l-l4 of Fig. 13. Fig. 15 is a section on line l5l5 of Fig. 13. Fig. 16 is a side elevation of Fig. 13. Fig. 1'7 is a section on line |'I-I'| of Fig. 13. t Fig. 18 shows an end wall of modified construcion.

Fig. 19 is a side elevation of Fig. 18. Fig. 20 is a section on line 2020 of Fig. 18. Fig. 21 is a section on line 2l2l of Fig. 18. Fig. 22 shows the brake mast end of a car In the form of my invention illustratedin Figs. H

1, 2 and 3 the end wall extends between and is secured to the corner posts 2 of a hopper car and extends between and is secured to the top chord 3 and the sloping floor sheet 4. The end posts 5 and corner posts 2 extend to the underframe of the car and are supported thereby.

The dot and dash lines show the limitations prescribed by the safety appliance standards heretofore quoted designated for convenience as the central part I, the left side part 8 and the right side part 9. The drawings show the coupler I2, coupler horn l3, knuckle pulling surface 14 and striking casting face I5 and ladder rungs l6 referred to in the safety appliance standards.

I preferably bulge the end wall panel out from the marginal portions 20 substantially to the safety appliance standards line at the central part 2| and right side part 22 thereof. The end ladder extends up to the top of the car and some of the rungs I6 of the ladder must necessarily be opposite the left side part 23 of the end wall,

therefore, I bulge theleft side part 23 of the bulged central part of the end wall out as far as I may and still position the ladder rungs IS in their required position. It will be observed, therefore, that in hopper cars the central part 2 I, right part 22 and left part 23 of the bulged portion of the end wall maybe in two distinct planes from the, plane of the marginal portions. 7 I g 1 In gondola cars the rightside grab iron 26 is opposite the end wall so that the same limitations apply thereto as apply to the ladder rungs 21 on the left side of the car, therefore, while the central bulged .portionofthe end wall may be relatively deep. atitsmiddle part.(28) .thetwo side parts 29-3@, while relatively shallow, will be substantially equal in depth and in substantially the same plane. Figs. 4, 5 and 6 show the end wall as applied to a gondola car wherein the parts 29-39 of the central bulged portion are substantially fiat and in substantially the same plane, and are both in a plane spaced apart from the marginal portions 3| of the end wall. The lower part 32 of the marginal portions 31 is attached to the end sill 33 of the car.

Figs. 7, 8 and 9 show.a modification wherein the left part 35 is bulged outwardly as far as pos sible to allow the ladder rungs 36 to stay back of the safety appliance standards line, while the right part 37 is bulged out to the safety appliance standards line. The middle part 38 is bulged still further out which is possible with cars equipped with 9% couplers. In other ,words, the bulged central part is in three separate planes.

Figs. l0, l1 and 12 show a modification similar to Figs. 7, 8 and 9 but whereinthe leftrpart id is in the same plane as the marginal portion ll. Numeral 52 is the right part and $3 is the middle part of the central bulged portion of the end panel.

Figs. 13 to 17 inclusive show a modified construction wherein the side panelsare each formed with an inwardly projecting rib with 'oneend merging into the adjacent marginal part 5! and the other endme'rging into the side part'adjacent the web 52 between the side part 53 and the central part 54. This rib does not project beyond the safety appli-ahee standards line.

Figs. l8, 19, 20 and 21 show a modification wherein the bulged part is formed with corrugations 66 and 62. The corrugations stifien the panel and'in wiid'e panels preferably extend vertically to carry the loads imposed on them by a shifting cargo to the webs 6| of the panel which are beams. The corrugations preferably project inwardly. 1

On the brake end of some cars it may be necessary to extend the relatively shallow part of the bulged central portion nearer to the center line of the car so that the brake mechanism will be opposite the relatively shallow part rather than the relatively deep part because the safety appliance standards prescribe 22" as the maximum distance from the brake mast to the center line of the car and also specify 4 from the pulling surface of the closed knuckle to the edge of the brake wheel and a minimum of 15" diameter brake wheel.

Figs. 22, 23 and 24 show a typical brake operating mechanism wherein the vertical shaft i0 is provided with a wheel H above the end wall of the car. The brake step 12 is provided for the operator. The relatively shallow part 73 of the bulged central portion extends to a line 14 between the brake shaft 16 and the center line T5 of the car, o'rin other words, to the oblique portion (6 separating the relatively shallow part 13 from the relatively deep part H. The ladder runs are shown at 18.

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 occur to persons skilled in the art.

I claim': a I 1. In a railway car an end wall plate having a marginal portion and a central portion bulged outwardly from said marginal portion to increase the cubical capacity of the car, the part of said central portion adjacent one side of the car being in a plane spaced apart from said marginal portion and the remainder of said central portion being still further spaced apart from said marginal portion.

2. In a railway car an end wall plate having a marginal portion and a central portion bulged outwardly from said marginal portion to increase the cubical capacity of the car, the part of said central portion adjacent one side of the car being substantially fiat and in a plane spaced apart from said marginal portion and the remainder of said central portion being substantially fiat and in a plane still further spaced apart from said marginal portion.

3. In a railway car an end wall plate having a marginal portion and a central portion bulged outwardly from said marginal portion to increase the cubical capacity of the car, the parts of said centralportion adjacent the sides of the car being in a plane spaced apart from said marginal portion and the part of said central portion betweenthe first mentioned parts being still further spaced apart from said marginal portion.

4. In a railway car an end Wall plate having a marginal portion and a central portion bulged outwardly from said marginal portion to increase the cubical capacity or the car, the parts of said central portion adjacent the sides of the car being substantially fiat and in a plane spaced from said marginal portion and the part of said central portion between the first mentioned parts being substantially hat and in a plane still further spaced apartfrom said marginal portion.

5. In a railway car an end wall plate having a marginal portion and a central portion bulged outwardly from said marginal portion to increase the cubical capacity of the car, the part of said' central portion adjacent one side of the car being substantially fiat and in a plane spaced apart from said marginal portion, the part of said central portion adjacent the other side of the car being in a plane spaced further apart from the marginal portion than the first mentioned part and the part of said central portion between the first mentioned parts being substantially flat and in a plane still further spaced apart from said marginal portion.

6. In a railway car an end wall plate having a marginal portion and a central portion bulged outwardly from said marginal portion to increase the cubical capacity of the car, the part of said central portion adjacent one side or the car being in the plane of the marginal portions, the part of said central portion adjacent the opposite side of thecar being in a plane spaced apart from said marginal portion and the part of said central portion between the first mentioned parts being in a plane still further spaced apart from said marginal portion.

' 7. In a railway car an end wall plate having a marginal portion and a central portion bulged outwardly. from said marginal portion to increase the cubical capacity of the car, the part of said central portion adjacent one side of the car being 'in a plane spaced apart from said marginal por tion and'th'e remainder of said central portion being in a plane still further spaced apart from said marginal portion, said part being provided with an inwardly projecting rib having one end merging into the adjacent marginal portion and the other end thereof merging into said part adjacent the opposite side of said part.

' 8. In a railway car an end wall plate having a to marginal portion and a central portion bulged outwardly from said marginal portion to increase the cubical capacity of the car, the parts of said central portion adjacent the sides of the car being in a plane spaced apart from said marginal portion and the part of said central portion between the first mentioned parts being in a plane still further spaced apart from said marginal portion, said parts being each provided with an inwardly projecting rib having one end merging into the adjacent marginal portion and the other end thereof merging into said part adjacent the opposite side of said part.

9. In a railway car, an end wall having marginal portions and a central portion therebetween formed into an outwardly projecting bulge to increase the cubical capacity of the car, a substantial part of the bulge adjacent one side of the car being relatively shallow and substantially parallel to said marginal portions and the remainder of the bulge being relatively deep.

10. In a railway car, an end wall having marginal portions and a central portion therebetween formed into an outwardly projecting bulge to increase the cubical capacity of the car, substantial parts of the bulge adjacent the side of the car being relatively shallow and substantially parallel to said marginal portions and the remainder of the bulge being relatively deep.

'11. In a railway car, an end wall having marginal portions and a central portion therebetween formed into an outwardly projecting bulge to increase the cubical capacity of the car, a substantial part of the bulge adjacent one side of the car being relatively shallow and substantially parallel to said marginal portions and the remainder of the bulge being relatively deep, and a handheld secured to said shallow part.

12. In a railway car, an end wall having marginal portions and a central portion therebetween formed into an outwardly projecting bulge to increase the cubical capacity of the car, substantial parts of the bulge adjacent the side of the car being relatively shallow and substantially parallel to said marginal portions and the remainder of the bulge being relatively deep, and handholds secured to said shallow parts.

13. In a railway car, an end wall having marginal portions and a central portion therebetween formed into an outwardly projecting bulge to increase the cubical capacity of the car, a substantial part of the bulge adjacent one side of the car being relatively shallow and substantially parallel to said marginal portions and the remainder of the bulge being relatively deep, said shallow part provided with an inwardly projecting corrugation with its ends merging thereinto.

14. In a railway car, an end wall having marginal portions and a central portion therebetween formed into an outwardly projecting bulge to increase the cubical capacity of the car, a substantial part of the bulge adjacent one side of the car being relatively shallow and substantially parallel to said marginal portions and the remainder of the bulge being relatively deep, said deep part provided with an inwardly projecting corrugation with its ends merging thereinto.

15. In a railway car, an end wall having marginal portions and a central portion therebetween formed into an outwardly projecting bulge to increase the cubical capacity of the car, a substantial part of the bulge adjacent one side of the car being relatively shallow and substantially parallel to said marginal portions and the remainder of the bulge being relatively deep, said shallow part provided with an inwardly projecting corrugation with its ends merging thereinto and said deep part provided with an inwardly projecting corrugation with its ends merging thereinto.

ARTHUR E. SMALL.