US2185783A

US2185783A - Car end construction

Info

Publication number: US2185783A
Application number: US162027A
Authority: US
Inventors: James W Coleman
Original assignee: Individual
Current assignee: Individual
Priority date: 1936-09-02
Filing date: 1937-09-01
Publication date: 1940-01-02
Anticipated expiration: 1957-01-02

Description

Jan. 2, 1940. i J. w. COLEMAN 2,185.783

CAR END CONSTRUCTION Filed Sept. 1. 1957 3 Sheets-Sheet 1 I NVENTOR B Jam a- WL'oleman ATTORNEY Jan. 2, 1940- J. w. COLEMAN CAR END COIXS'IRUC'J'I0N 3 Sheets-Sheet 2' Filed Sept. 1, 1937 INVENTOR fit/lees Wfil ATTORNEY Jan. 2, 1940. COLEMAN I 2,185,783

CAR END CONSTRUCTION Filed Sept. 1, 1937 3 Sheets- Sheet 3 INVENTOR ye/am (Coleman ATTORNEY Patented Jan. 2, 1940 UNITED STATES PATENT OFFICE James gilififiifibifi2i2lim Canada Application September 1,1937, Serial No. 162,027

* In Canada. September 2, 1936 50laims.

This invention relates broadly to improvements in metal frame box cars and relates more particularly to an end construction and the object of the invention is to provide a reinforcement for car ends adapted to be incorporated in a car at the time of building the same or to be installed in existing cars and adapted to resist the internal pressure resulting from'shifting of load in the car. in Steel frame box cars as at present generally constructed are subject to bulging at the ends and to bursting open at the vertical edges, particularly at or near the roof. At the floor level the ends and sides are adequately supported by )5 being connected to the underframe but in the upper part of the car there is no equivalent support .as the roof structure is relatively weak. In consequence, when the load in a car shifts, for example as result of sudden stopping, great internal pressure is directed against the end and frequently bulges the end or even tears it way:

features and combinations of features herein de-' scribed or illustrated in the accompanying drawings together with all such novel modifications I thereof or equivalents therefor as arewithin the scope of the appended claims.

In the accompanying drawings which illus- 40 trate but two of the possible embodiments of my invention and to the details of which the invention is not limited:

Fig. 1 is an end elevation of a. metal frame box car illustrating the applicationthereto of i one embodiment of my invention;

Fig. 2 is a vertical sectional view onvthe line 2-2 of Fig. 1;

Fig. 3 is a plan view of the structure-shown in Fig. 1;

50 Fig. 4. is a side elevation of the corner structure of Fig. 1;

Figs. 5, 6, 7 and 8 are views respectively similar to Figs. 1,- 2,, 3 and 4 and illustrating another embodiment of my invention.-

1 55,. Referring more particularly to the drawings,

H designates the end sill and I2 the center sill of a box car. Corner and intermediate uprights l3 and It respectively are secured to the end sill and extend upwardly to the end plate It. The corner uprights 13 are angle bars and the inter- 5 mediate uprights are bars of Z or other suitable flanged section. One flange of each of these members is riveted to the end sill. The end plate I5 is of any usual construction including, for example; a vertically disposed web .portion 16' 0 straight at its lower edgewhere it is provided with an outwardly turnedflange I1 and atits upper edge sloping downwardly from its medial portion toward its ends and provided with an inwardly turned flange it. The plate is thus a member of 2 section the depth of which diminishes from the center toward the ends. The corner uprights extend to substantially the upper edge of the end plate and are disposed outwardly thereof. One flange: of each corner upright is riveted to the web iii of the end plate, the lower flange of the plate being cut way'as shown in Figs. 3 and 7 to enable direct contact of the upright flanges and the end plate web. The intermediate .uprights'M extend only to the lower flange n 0125 the end plate and are secured thereto by brackets riveted to the plate web andto the web or a v flange of each upright l4. Longitudinal side plates [9 of 2 section are provided along the sides of the car at approximately the level of the end 3 plates and are arranged with their webs vertical,

their upper flanges 20 inturned and their lower flanges 2i outturned. The ends of the side plates-- are located inside the corner uprights, and the Y webs thereof are riveted ito the side flanges ofthe uprights, the lower flanges of the side plates being cut away as shown in Figs. 3 and 7 to permit direct contact of the webs and flanges as aforesaid.

The structure thus far described in detail is 40 I i one usual form of frame structure but I wish it to be understood my invention is not limited'to;

association or combination of the novel structure hereinafter to be described with this or any particular car frame structure as my invention is? applicable to'other frame structures.

Referring nowparticularly toFigs. lto 4, 22

designates a brace member located inside the'end plate andextending transversely of the car from side to side thereof immediately above the level v of the side plates [9. This brace member is preferably of angle ,section and disposed with one flange 23hori zontal and the other flange 24 extending vertically from the inner edge of the V flange 23. The entire member is inwardly arched, iii

as clearly shown in Fig. 3. The end portions of the horizontal flange overlie and are riveted directly to the upper flanges 20 of the side plates as at 25. A suitably oflset gusset plate 26 underlies the flanges 20 and 23 and is riveted to each to strengthen and stiffen the corner construction, the rivets 25 passing through the gusset plates as well as through both flanges 29 and 23.

The upper edge of the vertical flange 24 is cut away, as shown in Fig. 1, to enable it to enter under the upper flange l8 of the end plate.

At the vertical centre of the car end a special upright 21 is provided extending from the end sill, to which it is secured, to within a short distance of the lower flange l! of the end plate. This upright may be of the 2 section illustrated or of any other suitable section which will present flanges at inner and outer edgesof the web. A bracket plate 28 is provided which at its inner end underlies and is riveted to the central portion of the transverse brace member 22. This bracket member extends to the end plate and is then turned downwardly inside the end plate and outwardly under the bottom flange thereof, through the space between the flange and the upper end of the upright 21, the bracket being riveted to the web and lower flange of the end plate. The bracket plate then extends downwardly outside the upright and is riveted to the outer flange thereof. If desired, the inner end of the bracket plate may be turned upwardly inside the transverse brace and in contact with the upright flange thereof, as shown at 29 in Fig. 2. To further stiffen the structure and support the end plate, a bracket 32 may be riveted to the upper surface of the bracket 28 inside the end plate and riveted to the end plate above the bracket 23.

Referring now particularly to Figs. 5 to 8, the transverse brace member, 22 is of the same form and general disposition as in Figs. 1 to 4 but is, because of the shallower end sections of the end plate, arranged under the upper flanges 20 of the side plates, as clearly shown in Figs. 5 and 8, the vertical flange of the brace member being cut away to permit this. The simple gusset plates of Figs]. to 4 are replaced by bracket plates 3| riveted to the upper flanges 20 of the side plates and offset as at 32 to pass under the ends of the transverse brace whichare riveted to the brackets. The brackets then extend downwardly and are riveted to the end flanges of the corner uprights below the end plate as shown in Fig. 8.

At the centre of the car the bracket 33 under- I lies and is riveted to the horizontal flange of the transverse brace member 22 and then extends downwardly inside the end plate and inside the centre upright 34 and is riveted to both. This construction of bracket is designed for cases in which the upright has no outer flange, such as a member of T section or a length of railroad rail,

' as shown in Figs. 5 to'8. The end plate may be further connected to the bracket 3| by means of a bracket 30 as previously described.

From the foregoing description it will be seen that the structures of both of the illustrated embodiments of the invention are in essentials the same and that the diflerences are differences of of various designs, and for other purposes, without departing from the spirit of the invention.

When in use, bracing of the character described greatly strengthens the car and supports the ends against bulging at the top and tearing away from the roof and sides of the car. The transversebrace and its gusset or bracket connection to the corner uprights hold these against spreading at the upper ends and tearing away from the end or side sheathing of the car as result of internal pressure due to a shifting of the load. The truss formed by the transverse member 22 and the end plate it supports the upper end of the centre upright which in turn holds the end sheathing against bulging.

While the structure of my invention has been shown at only one end of a car, it will be understood that similar structure is provided at each end.

Having thus described my invention, what I claim is:

1. In car construction, the combination with a metal outside frame including an end sill, corner and intermediate uprights, side plates and an end plate connected to the side plates and to the corner and intermediate uprights; of a transverse member located inside said end plate at approximately the level of the side plates and extending from side to side of the car frame and arched inwardly from its ends to the centre; gusset plates secured to the ends of said transverse member and to the side plates and therethrough to the ends of the end plate; a centre upright additional to all other end uprights of the car secured to said end sill and extending upwardly substantially to said end plates; and a bracket secured to the upper portion of said centre upright and to said end plate and extending into the car inwardly of said end plate and secured to said transverse member midway between the ends thereof, whereby said end plate and transverse member constitute a truss.

2. In car construction, in combination, an end I sill, corner uprights of L section secured to said end sill, side plates each including an inturned flange and a vertical web secured to one flange of a corner upright, an inwardly arched transverse member having a horizontal flange secured at its ends to the inturned flanges of said side plates, gusset plates secured to said transverse member flange, and to said inturned side plate flanges, a flanged end plate disposed outwardly of said transverse member and extending from side to side of the structure and having its web secured at the ends to the remaining flanges of said corner uprights, an externally flanged centre upright secured to the end sill and extending upwardly nearly to said end plate, a bracket secured to the outer flange of said centre upright and extending inwardly between the top of said centre upright and said end plate and secured to the centre portions of said transverse member and said end plate. r

3. Car construction according to claim 4 in which the end plate is provided with an external horizontal flange at its lower edge and the bracket extends upwardly inside said end plate and is secured to the lower flange and to the web thereof.

4. In car construction, in combination, an end sill, corner uprights of L section secured to said end sill, side plates each including an inturned flange and a vertical web secured to one flange of a corner upright; an inwardly arched transverse member havmg a horizontal flange secured at its ends to the inturned flanges of said side plates, gusset plates secured to said transverse member flange and to said inturned side plate flanges and having downwardly extending legs secured to the remaining flanges of said corner uprights, a flanged end plate disposed outwardly of said transverse member and extending from side to side of the structure and having its web secured at the ends to said remaining flanges of said corner uprights, an internally flanged centre upright secured to the end sill and extending upwardly substantially to said end plate, and a bracket secured to the inner flange of said centre upright and to the web of the endplate and extending inwardly and secured to the central portion of said transverse member.

5. An end reinforcement for box cars having outside metal frames including end sills, corner and intermediate uprights, side plates and end cated externally of the car end sheathing between the intermediate uprights and to be connested at its lower'end to the centre of the car end sill, and a bracket secured to the central part of said transverse member and adapted to be secured to a car end plate and to the upper end of said flanged member.

JAMES w. COLEMAN.