US3871279A

US3871279A - Box car end and liner

Info

Publication number: US3871279A
Application number: US371034A
Authority: US
Inventors: John W Allen
Original assignee: Individual
Current assignee: Individual
Priority date: 1972-05-01
Filing date: 1973-06-18
Publication date: 1975-03-18
Anticipated expiration: 1992-03-18

Abstract

An end structure for a railway vehicle including an end wall having a plurality of vertically spaced horizontally extending corrugations. A liner structure having a plurality of rows of vertical beads is attached to the end wall so that the rows of vertical beads are nested within respective ones of the vertically spaced horizontally extending corrugations. In one embodiment the liner structure extends the full width and height of the car, the end-wall forming stiffeners terminating a distance from the car roof. In another embodiment the end wall extends the full height and width and the liner structure terminates short of the full height of the car.

Description

United States Patent 1191 Allen I 1111 3,871,279 1451 Mar. 18, 1975 1 1 BOX CAR END AND LINER [76] Inventor: John W. Allen, 1241 Douglas,

Flossmoor, 11]. 60422 [22] Filed: June 18, 1973 [21] Appl. No.: 371,034

Related US. Application Data [63] Continuation-in-part of Ser. No. 249,100, May 1,

1972, abandoned.

52 Us. 01. 105/410, 105/409 5 1 1111.01. B6ld 17/06 58 Field 01 Search 105/410, 409

[56] References Cited UNITED STATES PATENTS 2,229,888 l/l941 Fraser 105/410 2,292,251 8/1942 Test et al.

2,324,921 7/1943 Gilpin 2,373,378 4/1945 Breen et al. 105/410 2,379,640 7/1945 Johnsen, Jr. 105/410 2,440,830 5/1948 OConnor 105/410 Primary Exa minerDrayton E. Hoffman Attorney, Agent, or Firm-Sabin C. Bronson 57] ABSTRACT An end structure for a railway vehicle including an end wall having a plurality of vertically spaced hori- 'zontally extending corrugations. A liner structure having a plurality of rows of vertical heads is attached to the end wall so that the rows of vertical beads are nested within respective ones of the vertically spaced horizontally extending corrugations.

In one embodiment the liner structure extends the full width and height of the car, the end-wall forming stiffeners terminating a distance from the car roof.

In another embodiment the end wall extends the full height and width and the liner structure terminates short of the full height of the car.

15 Claims, 8 Drawing Figures PATENTEB -3.871.279

' summers 1 BOX CAR END AND LINER RELATED APPLICATIONS This application is a continuation-in-part of U.S. Patent Application Ser. No. 249,100, filed May 1, 1972, now abandoned.

BACKGROUND OF THE INVENTION of absorbing the impact-of lading carried within the vehicle. During the initial use of this type of corrugated end structure a wooden liner was attached to the inner surface thereof. The wooden liner also served to absorb a portion of the impact imposed on the end structure by the lading.

It is a current common practice to replace the wooden liner with a metal liner such as steel eitherin the form of a flat sheet or corrugated. The metal liner is fastened to the corrugated end structure by only a few plug welds. The liner when attached in this manner does not function as part of the structural framework of the end but functions substantially only as a surface against which the lading rests during transit. However, the metal liner does have the advantage over the wood in being more impact resistant to the fork lifts and the lift trucks during loading and unloading of the lading.

By the present invention it is proposed to provide an end structure including a liner which is constructed and arranged so that it becomes a structural member of the end structure and imparts structure strength thereto.

This is accomplished generally by the provision of an end wallhaving a plurality of horizontal corrugations extending between the corner post and a liner having a plurality of rows of vertical beads. Each of the rows of beads are nested within respective ones of the horizontal corrugations.

In one embodiment of the invention the end wal structure includes a metal liner sheet or plate which is formed along each of the vertical ends with a flat right angular flange. A plurality of side-by-side horizontal stiffeners of substantially hat shaped cross section are welded to the liner along horizontal lines. The hat shaped stiffeners taper at each end so that the ends of the stiffeners are flat and bent at right angles into overlying engagement with the right angular flanges of the liner. This structure wherein the hat shaped stiffeners are tapered at the ends results in an end structure having maximum strength and at the same time sufficient flexibility tohave high impact absorbing characteristics.

In another embodiment, the end wall having the corrugations therein is sturcturally attached across the end of the vehicle, and the liner with the beads therein are attached to the end wall.

The present invention will be best understood from a consideration of the following detailed description, in view of the accompanying drawings however, it is to be understood that the invention is not confined to the disclosure, but is susceptible of such changes and modifications which shall define no material departure from BRIEF DESCRIPTION OF THE DRAWINGS FIG. 1 is a fragmentary elevational view of a railway vehicle end structure embodying the structure of the present invention with some of the parts broken away to show underlying details of the liner sturcture.

FIG. 2 is a cross sectional view taken generally along the'lines 22 of FIG. 1 and showing in particular the structure of stiffeners along the major portion of the length thereof and the attachment to the liner.

FIG. 3 is a cross sectional view taken generally along the lines 3-3 of FIG. 1 and showing in particular the cross sectional configuration of the tapered end thereof.

FIG. 4 is a cross sectional view taken generally along the lines 4-4 of FIG. 1 and showing the cross sectional configuration of the stiffener at the tapered end.

FIG. 5 is afragmentary cross sectional view taken generally along the lines 5-5 of FIG. 1.

FIG. 6 is a fragmentary elevational view of another embodiment of end structure.

FIG. 7 is a cross sectional view taken along the lines 7-7 of FIG. 6.

FIG. 8 is a cross sectional view taken generally along the lines 8-8 of FIG. 6.

Referring now to the drawings there is shown an end 10 for a freight railway vehicle and embodying the structure of the present invention. The end 10 comprises generally a liner sheet or plate 11 and a plurality of horizontally disposed stiffeners 12 welded thereon. The stiffeners 12 are each of substantially hat shaped cross section along the major portion of the length thereof as shown in particular in FIG. 2. The hat shaped stiffener 12 each include a generally horizontal top web 13; a downwardly depending generally vertical webs 14 and lower horizontal webs 16 extending from the vertical webs 14. In the embodiment shown the lower horizontal webs 16 of the adjacent or side-by-side stiffeners 12 are in a substantial abutting relationship. In this manner the stiffeners 12 are in the nature of a plurality of vertically spaced horizontal extending corrugations.

The stiffeners 12 are tapered or feathered at each end so that the terminal end portions 17 thereof are devoid of corrugations and are substantially flat. The terminal or flat end portions 17 are bent into a flange which is at substantially right angles to the hat shaped section of the stiffeners 12.

The tapering of the hat shaped section of the stiffeners is accomplished as shown in particular in FIGS. 3

and 4 by providing a pair of lengthwise extending and tapered beads or grooves 18 in the top horizontal web 13. The base 19 of the groove 18 tapers to the same plane as the bottom horizontal webs 16. In this manner each of the stiffeners 12 contact the liner 11 at four locations; namely at the base 19 of the two grooves and the bottom webs 16. The bases 19-19 terminate short of the tapered end of the top horizontal web 13 and prior to the right angular bend 17.

The liner 11 is a generally flat sheet having the vertical side portions bent to form flanges 21 extending at right angles. A plurality of horizontally extending and vertically spaced pairs of beads 2222 are formed in y the liner 11. Each of the pairs of beads 2222 are spaced so as to be accommodated within the vertical webs l4-14 of the stiffeners 12. The beads 2222 which are relatively shallow serve to stiffen the liner plate 11 which acts with the hat shaped stiffeners 12 as a horizontal beam.

Disposed and extending between the respective pairs of shallow beads 22-22 are a plurality of lengthwise spaced vertical beads 23. The beads 23 are of substantially the same depth as the horizontal beads 22. The beads 23 serve to stiffen the liner plate 11 whereby the forces of localized impact applied thereon are transmitted to the webs of the horizontal stiffeners 12 via the engagement between horizontal beads 22 and the vertical webs 14. The vertical beads 23 also act as buckles in the plate so that this portion'does not act as the compression flange of the stiffeners 12 which are welded thereon.

In this connection it should be mentioned that it is important to control the amount of liner plate that acts as a compression member to provide the design with maximum strength and also maximum flexibility, and thereby provide maximum energy resistance to impacts. Too great a thickness of the stiffeners 12 will increase the stiffness but will not produce a corresponding increase in strength. The design of the liner 11 incorporating the horizontal beads increases the strength while at the same time achieving optimum flexibility.

The hat shaped stiffeners are welded together along the abutting edges of the flanges 16 which also welds them to the liner 11. Preferably the stiffeners 12 are welded to the liner while both are in the flat condition. After welding, the marginal vertical ends of the assem-' bled liner and stiffeners are bent as shown in FIG. with the flanges 17 and 21 in superimposed relationship. The flanges 17 and 21 may be continuously welded to each other prior to forming the right angular bend.

It is to be noted that the right angular bend is formed with a relatively large radius or curve 25. This causes the tapered ends of the stiffeners 12 to be curved also sothat the hat shaped section is more easily feathered into a flat sheet. At the same time the bases 1919 of the indentations ortapering beads 18 engage the liner plate 11 in face to face engagement. These locations at the radius 25 and the right angular flange provide convenient locations for the punching of holes for accommodating fastening means used to secure the end structure to the freight vehicle corner posts.

Referring now to FIGS. 68 there is shown another embodiment of an end structure 100 embodying the principals of the present invention. The end structure 100 comprises an end wall 110 and a liner 111.

The end wall 110 is made from a plurality of plates having a number of stiffeners or corrugations 112 pressed therein. The corrugations 112 taper or feather into a flat sheet along the marginal edge which is bent at right angles to provide an attachment flange 114 along each side. The flanges 114 are attached as by welding or other suitable fastening means to corner posts 116. The end wall or plate 110 is formed with an extension 117 which is attached to the vehicle roof structure (not shown) in the conventional manner. A plurality of vertical corrugations 118 may be formed in the extension 117 to stiffen the same.

The liner 111 is made from suitable rectangular flat sheet metal and may include two

sheets

119 and 121 which are welded to the inner face of the end plate 100. It is to be noted, as shown in FIG. 8, that the vertical edges 122 of the

liner sheets

119 and 121 are spaced inwardly of the flanges 114. The sheets may be welded to the edge of one leg of the Z-bar forming the corner post. The number of rows 123 of vertically disposed beads 124 pressed in the liner sheets correspond to the number of corrugations 112 in the end wall 110 so that the beads 124 are nested within the confines of each of the corrugations 112. The beads 124 serve the same function as the beads 23 of the embodiment of FIGS. 1-5 to stiffen the liner plate 111 whereby the forces of localized impact are transmitted to the webs of the horizontal corrugations 112. I

The liner sheets'119 and 121 are also welded to the end plate 110 at each of the flat areas 125 by slotting the

liner sheets

119 and 121 as shown at 126. In this manner the flat areas of the

liner sheets

119 and 121 act with the corrugations of the end plate to increase its strength in the center portion. This provides a combination. structure with maximum strength and maximum flexibility.

In the drawings and specifications there. has been set forth the preferred embodiments of the invention, and although specific terms are employed, they are used in a generic and descriptive sense only and not for purposes oflimitation. Changes in form and in the proportion of parts, as well as the substitution of equivalents are contemplated, as circumstances may suggest or render expedient, without departing from the spirit or scope of this invention as further defined in the following claims.

I claim:

1. A railway vehicle end comprising a liner sheet terminating along each of the side edges in flanges projecting at a substantially right angle to the plane of said sheet, a plurality of horizontal stiffeners welded to said sheet, said stiffeners being of substantially hat shaped cross section and tapering toward each of the side edges so that the ends of said stiffeners are substantially flat and are bent in face-to-face overlying relation to said right angular flange of said liner sheet.

2. The invention as defined in claim 1 wherein a plurality of said hat shaped stiffeners are formed from a single plate.

3. The invention as defined in claim 2 wherein said hat shaped stiffeners are welded to said liner sheet along horizontal lines between each of said hat shaped stiffeners.

4. The invention as defined in claim 2 wherein the upper horizontal webs of said ends of said hat shaped stiffeners are formed with at least one horizontal bead of tapering depth, said bead being defined by a base which is in engagement with said liner adjacent said right angular flange.

5. The invention as defined in claim 4 wherein there are two shallow beads.

6. The invention as defined in claim 4 wherein the top web of said stiffener adjacent said base web in engagement is curved toward said liner.

7. The invention as defined in claim 1 wherein a plurality of spaced beads are formed in said liner and extend from side-to-side thereof, diminishing in size and feathering out into the flat liner sheet near the side edge thereof.

8. The invention as defined in claim'7, each stiffener spanning an adjacent pair of beads to cooperate therewith in increasing strength while at the same -time achieving optimum flexibility.

9. The invention as defined in claim 7, and a plurality of spaced vertical beads extending between the horizontal beads and further increasing strength of the end structure and acting as buckles in the plate and not as the compression flange of the stiffener.

10. A composite end structure for a railway vehicle comprising an end 'wall having a plurality of spaced horizontally extending corrugations pressed therein, flanges along the sides of said end wall extending substantially normal to the plane of said end wall, a rectangular metal liner sheet secured to said end wall along its side edges inwardly of the flanges of the end wall, a plurality of rows of vertically disposed beads pressed in said-liner sheet and aligned with respective ones of the end wall corrugations, said beads projecting within the corrugations of the end wall.

11. The invention as defined in claim wherein said end wall comprises a plurality of plates arranged in edge to edge relation, and welded together and to the liner sheet.

12. The invention as defined in claim 10 wherein said end wall includes flanges projecting substantially normal to the plane of said end wall along the vertical sides thereof and wherein said liner sheet includes similar flanges mating with said flanges on said end wall.

' to edge relation, the parts of the end wall being welded together and to the liner sheet, and the parts of the liner sheet being welded together and to the end wall.

15. A railway vehicle end structure for a railway car, comprising a corrugated .end, said corrugations being vertically spaced and extending across the end, and a liner sheet, said liner sheet having vertical horizontally spaced beads projecting from the surface thereof, said corrugated end and said liner sheet being secured together so that said beads extend into the space of the end corrugations, said beads diminishing in size so that they feather out to a flat sheet at the area where the liner contacts the inside surface of the corrugated end. =l =l

Claims

5. The invention as defined in claim 4 wherein there are two shallow beads.

8. The invention as defined in claim 7, each stiffener spanning an adjacent pair of beads to cooperate therewith in increasing strength while at the same time achieving optimum flexibility.

10. A composite end structure for a railway vehicle comprising an end wall having a plurality of spaced horizontally extending corrugations pressed therein, flanges along the sides of said end wall extending substantially normal to the plane of said end wall, a rectangular metal liner sheet secured to said end wall along its side edges inwardly of the flanges of the end wall, a plurality of rows of vertically disposed beads pressed in said liner sheet and aligned with respective ones of the end wall corrugations, said beads projecting within the corrugations of the end wall.

11. The invention as defined in claim 10 wherein said end wall comprises a plurality of plates arranged in edge to edge relation, and welded together and to the liner sheet.

13. The invention as defined in claim 10 wherein said end wall includes an extension on the upper end Thereof, said extension having a plurality of vertically disposed beads formed therein.

14. A composite end structure for a railway vehicle comprising an end wall having a plurality of vertically spaced horizontally extending corrugations, and a liner sheet secured to said end, said liner sheet having a series of vertical beads projecting into the space of the end corrugations, said end wall and said liner sheet each composed of a plurality of parts arranged in edge to edge relation, the parts of the end wall being welded together and to the liner sheet, and the parts of the liner sheet being welded together and to the end wall.

15. A railway vehicle end structure for a railway car, comprising a corrugated end, said corrugations being vertically spaced and extending across the end, and a liner sheet, said liner sheet having vertical horizontally spaced beads projecting from the surface thereof, said corrugated end and said liner sheet being secured together so that said beads extend into the space of the end corrugations, said beads diminishing in size so that they feather out to a flat sheet at the area where the liner contacts the inside surface of the corrugated end.