US1645190A - Corrugated structure for railway cars - Google Patents

Description

G. G.- GlLPhN CORRUGATED STRUCTURE FOR RAILWAY CARS Oct Filed Oct. 23, 1925 Jizverz for: Garifz 616. 17

Patented Got. 11, 1927.

UNITED STATES 1,64%,l9t PATENT orr es.

GARTH G. GILPIN, OF RIVERSIDE, ILLINOIS, ASSIGNOR TO UNION METAL PRODUCTS COEIEEANY; OF CHZGAGO, ILLINOIS, A CORPORATION OF DELAVIARE CORRUGATED STRUCTURE FOR RAILWAY CARS.

Application filed G'ctober 23, 1925. Serial No. 64,465.

My invent-ion relates to the construction of railway cars having parts formed of metallic plates which are subjected to lateral, buckling and sometimes torsional stresses. Said parts are made of one or more metall c plates or panels formed with vertical or horizontal corrugations or other integral stiffening or bracing means to resist such stresses. \Vhile efforts are made to block the lading in the car, the shocks caused by the heavy locomotives, the emergency air brake and the classification hump tear the lading away from its moorings and throw it 1 against the end of the car, the lateral weaving of the car throws it against the side of the car, and the impact'throws it againstthe bottom of the car. My invention is adaptable to several parts of arailway car, such as side doors, side walls, floor sheets (sloping or otherwise), hopperdoors, roof sheets, etc., but it is especially adaptable for use as the end wall of a railway car and is also adaptable to box, gondola or other types of cars.

One of the objects of the invention is to provide metallic parts of a railway. car which have great strength to resist the torsional and weaving stresses which exist in a railway car when moving in service. These stresses are caused by, the inertia of the roof and superstructure when the train is suddenly stopped; rough or uneven track the superelevation of he track on curves; the lateral inertia in rounding curves; eccentric thrust due to the lading being securedto one side of the car; the cars being cornered; the use of push pole pockets, etc. Such stresses rack and distort the superstructure which decreases the life of the car, and also causes the car to-leak grain, sand and other such material. Furthermore, such stresses cause leaky roofs and leaky and inoperative side and end doors.

-The tendency of an all metal end wall to bulge is resisted partially by the corrugations, stiffening members or whatever means have been provided to transmit such stresses to the side wall or frame members of the car. Such tendency is-also resisted by the corner post of the car acting as a vertical beam supported at its top and bottom'and sustaining a horizontal load; in'otherwords, the bulging of the end would pull the opposite corner posts toward each other. This bulging also tends to pull the end (or side) plate downwardly and the end (or side) sill upwardly. Another object of the invention is to reinforce the frame members against thrust perpendicular to their length by means forming a part of a corrugated or otherwise reinforced metallic end wall.

Since the corrugated metallic wall is braced against buckling itin itself has considerable resistance to the lateral stresses but the wall must be well secured to the frame members, (post, sill and plate) in order to secure the co-operation between these frame members and between the metallic wall and the frame members. -Another object o'f'the invention is to obtain an improved method of securing a corrugated, metallic wall to the frame members of the car.

In the drawings: Fig. l shows-myinvention appliedto a wooden box car.

Fig. 2 is a side elevation of'Fig. 1. Fig. 3 is a section on line'3-3 of Fig. l. Fig. 4c is a section on line 4-t of Fig. 1.

Fig. 5 shows a detail of the metallic plate. Fig. 6 is a section on line-66 of Fig. 5. Fig. 7 is a-section on-line 77of Fig. 5. Fig. 8 is a'section on line 88 of Fig. 5. Fig. 9 is an enlarged view of the corner post of Fig. 4 and its associated parts.

Fig. 10 is a fragmentary elevation of Fig. 9. I 7

A part of the metallic plate is pressed to form a panel 1% surrounded by an integralpart of the plate positioned angularly to'the plane of the panel. If this surrounding part constitutes the edges of the-plate then it would technically be called a flange. However, it may be provided with a later ally 'exte nding part (or flange28-27) so. that the surrounding part would then technically be called web. This laterally extending part is not an element of the broader claims of this application, therefore,

. to avoid the use of 'twodiffe'rent words to designate the same element, in different claims, the word web s used to designate that part of the plate surrounding the panel and positioned at an angle theretowhether it constitutes the edges of the-plate or not.

It has been proposed to'press' the central portion of a metallic plate (or plates) so as to form a continuous web or flange sur rounding a panel and to reinforce this panel by horizontal corrugations or other integral reinforcementswhich traverse the panel and llt) the web or flange.

terminate adjacent the op osite portions of In suc 1 an arrangement the load upon the horizontal corrugations 1s transmitted to the continuous web or flangeonly through the intermediate means of the flat portion of the plate lying between the end of the horizontal corrugations and con: tinuous web or flange. posed to press the central portion of a metallic plate (or plates) so as to form a web or flange (supposedly) surrounding a panel and to reinforce this panel by horizontal horizontal corrugations and to function as a beam and a stiffener. Such stresses are transmitted directly to the remaining portionof the web.

That portion of the web between the corrugations serves as an excellent place for an attaching bolt or rivet because a bolt or rivetso positioned then also restrains the corrugations against deflection. Furthermore, abolt or. rivet so positioned prevents the web from buckling as it has a tendency to do when acting as a beam.

In the drawings the usual parts of the car are shown suclrasthe end sill 1; end plate 2; side sill 3; side plate l; side girth 5-; corner post 6 side lining 7 sidesheathing 8; end lining 9 and end fascia 10. In my construction the central portion of the metallic plate 11 (or plates 11-12) is pressed to form a continuous web 13-16 surrounding a, panel 14.. This panel 14: is reinforced with one set of corrugations 80-- 80 which springs from the panel 81 adjacent one portion of the, web 82 and traverse the major portion of the panel and then merges into the .opposite portion 83 of the web. The panel is also reinforcedby another set of corrugations S ts-8 1 positioned vice versa to thefirst mentioned corrugations merging into the portions 8520f the web. These corrugations -84 may be positioned alternately with each other and preferably the two sets -of corrugations overlap each othen The remaining portion 26 of the continuous web extends continu:

ously and uninterruptedly on three (or preferably four), sides of the wall. ,This web receives theload from the corrugations and forms a beam-or stiffener to prevent bulging in transmittingthe load fronr the V corrugations to the frame of 'thecar. 7 These remaining. portions ofthevertical parts 16 of the continuous web are prevented from f buckling or deflecting by being formed inte- It has also been pro-' plate to the frame member which are preferably positioned in alignment with the corrugations. These two means may be used jointly or severally. The plate is secured to the end sill 1 by bolts 20 2l and to the end plate by bolts 22-23.

Figs. 9 and 10 show an enlarged section of the corner post and illustrates the relation of the web, the corrugations and the attaching bolts 18 and 19.

Wliile I have shown and described the corrugations positioned horizontally, it is understood that the corrugations may extend vertically or otherwise, andstill come within the scope of the invention, and furthermore, while I have described .and

- claimed the wall made of a plate, itfis understood that it may be made of one or more united plates and still come within the scope of the invention.

This application is a continuation in part of my co-pending application Serial No. 30,778, filed May 16, 1925.

I claim: I

1. A metallic plate pressed to form a continuous web surrounding a panel, said panel provided with corrugations which spring from the panel adjacent one portion of the web and extend toward and merge into the opposite portions of said web, the corrugations which merge into one portionof the web are alternate with the corrugations which merge into the opposite portion of the web. i

2. A metallic plate pressed to form a continuous web surrounding a panel, said panel provided with corrugations which spring from 'thepanel adjacent one portion of the web and extendtoward and merge into the opposite portions of said web, the corrugations which merge into one portion of the web, overlap the corrugations whlch merge into the opposlteportion of the web.

3. A metallic plate pressed ,to form a continuous web surrounding apanel, said panel provided with corrugationswhich spring from the panel adjacent oneportion-of the web and extend toward and merge into the opposite portions of said web, the corrugations which merge into one portion of the web overlap and arealternate with the corrugations .which merge into the opposite portion of the. web. V a l 4. A metallic plate pressed to form a continuous web surrounding a panel, said panel provided with icorrugationswhich spring I from the panel adjacent one portion of the 7 web and extend toward and merge into the opposite portions of said web, being of less depth than the web where they merge into it, the corrugations which merge into one portion of the web overlap the corrugations which n'lerge into the opposite portion of the web.

5. In combination with a frame member of a railway car, a metallic plate pressed to form a panel portion with a continuous web having a flange, said panel provided with corrugations which spring from the panel adjacent one portion of the web and merge into the opposite portion of the web, said panel provided with other corrugations which are positioned vice versa to the first mentioned corru ations, and means to secure said web to said frame member positioned between said first mentioned corrugations.

6. In combination with a frame member of a railway car, a metallic plate pressed to form a panel portion with a continuous web having a flange, said panel provided with corrugations which spring from the panel adjacent one portion of the web and merge into the opposite portion of the web, said panel provided with other corrugations which are positioned vice versa to the first mentioned corrugations, and means to secure said web to said frame member positioned between said first mentioned corrugations and aligned with said last mentioned corrugations.

7 In combination with a frame member of a railway car, a metallic plate pressed to form a panel portion with a continuous web having a flange, said panel provided with corrugations which spring from the panel adjacent one portion of the web and merge into the opposite portion of the web, said panel provided with other corrugations which are positioned vice versa to the first mentioned corrugations, means to secure said web to said frame member positioned between said first mentioned corrugations, and separate means to secure said flange to said frame member positioned between the first mentioned means. 8. In combination with a frame member of a railway car, a metallic plate pressed to form a panel portion with a continuous web having a flange, said panel provided with corrugations whichspring from the panel adjacent one portion of the web and merge into the opposite portion of the web, said panel provided with other corrugations which are positioned vice versa to the first mentioned corrugations, means to secure said web to said frame member positioned between said first mentioned corrugations and aligned with said last mentioned corrugations, and separate mcans'to secure said flange to said frame member positioned between the first mentioned means and aligned with the first mentioned corrugations.

GARTH G. GILPIN.

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