US1593749A - Railway-car construction - Google Patents

Description

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July 27 1926.

Witnesses 5i;

July 27,1926. 1,593,749

' A. CAMPBELL RAILWAY CAR CONSTRUCTION Filed NOV. 26. 1923 3Sheets-Sheei 2 flu center A raj Z8 Chm h5g1 Wi e AM Ms Att n y A. CAMPBELL RAILWAY CAR CONSTRUCTION July 27 1926.

Filed Nov. 26. 1923 3 Sheets-Sheet 5 In venlfar Ar 52 @mlfieZZ By 95/ (all Patented duly 27, 1926).

ARGYLE CAMPBELL, @li GHICAGlO, ILLIN'UIS, ASSIGNQR TO ENTERPRISE RAILWAY EQUIPMENT COMPANY, OF CHICAGO, ILLINOIS, A CORPORATION OF ILLINOIS.

namwar-oan cousrnnc'rrori.

application filed November 26, 1923. Serial No. 677,145.

My invention relates to improvements in railway car construction. One object of my invention is to provide increased capacity for a car, having a given length and height, by increasing the width of the body intermediate the upper and lower margins of the side walls.

A second object of my invention is to provide a depressed panel on the side of the 'car near the end thereof for the reception of ladder treads.

A third object of my invention is to improve the construction of a car side wall by eliminating from the exterior face thereof, such projections as are liable to distortion or destruction due to engagin projecting obstructions along the right way or on adjoining trains.

A specific object of my invention is to provide a more secure anchorage for the car side wall to the underframe and to further provide adequate braces for an inwardly off- In the drawings forming a part of this specification, Figure l is a side elevational view of part of a drop bottom gondola car, showing one end of the same and illustrating the improved construction from the end of the car to a point inwardly oi the bolster. Figure 2 is a transverse vertical sectional view through the car corresponding substantially to the section line 2-2 of Fig. 1, the door and operatin mechanism in the right hand half of sai Fig. 2 having been omitted in order to more clearly show the car construction. Fig. 3 is a vertical elevational end view of the car illustrated in Fig. 1. And Fig. t is a horizontal sectional view of the end portion of the car and cor-reiponding substantially to line H of My improved construction is shown, by way of illustration, as applied, to a gondola car of the general service type, having the floor formed of a series of drop doors, and in said drawings A denotes, broadly, the end wall of the car; B-B the side walls of the car, G dumping doors hinged to the center sill D of the car, E crossloeams extending from the center sill to the sides of the car, F the body bolsters, G operating shafts journalled above the crossbeams, and H selflocking linkage mechanism of a well-known type connecting the shafts G with the doors. While 'I have shown only one end of the car, it will be understood that the two ends ot the car are of substantially the same construction.

As will be apparent from an inspection of the drawings, the bolsters and crossbeams extend from the center sills to .thevertical plane of the outside face of the car wall and are there suitably connected to the same in the novel manner to be described. llnasmuch as both side walls B of the car are of the same general construction, a description of one will sutlice. Each of said walls B is formed with a base portion which includes a panel section at each end of the car and a top edge section 11* which extends from one end of the car to the other and is preterahly disposed in the same vertical plane as the panels 10*10. Said top edge section 11 is secured to a, side top reinforcing member 12 which extends from end to end of the car. The lower portion of the side slopes downwardly and inwardly as indicated at 13 and is formed at its lower margin with a vertically extending strip llto which a reinforcing angle iron 15 is secured. Said lower portion of the side is extended in- -wardly into the car beyond the vertical plane of the aforesaid sections 10 and 11 in order to provide sufficient space to house the door operating mechanism. Intermediate the end panels 10, the side wall of the car is formed with a pan-shaped section 16 which has the effect of disposing a portion of the side wall outwardly as indicated at 17 and providing a'transversely widened portion for the car throughout a considerable proportion of the height thereof. Said section or embossment 17 is preferably in the form of atruncated pyramid with the upper horizontally extending sloping side 18 and the vertically extending sloping sides 19 thereof merging into their respective adjacent sections 10 and 11. The lower horizontally extending slo in side of the aforesaid embossment is preiera ly constituted by the sloping side 13 which is extended outwardly and upwardly from the base sections or panels 1.0 throughout the length of the car and for the full distance intermediate the panels 10. Each of the base panels 10 is connected to the end walls A of the car by dll riveting the same to an inwardly turned flange 20 preferably formed inte rally with the car end wall A. The car end wall A is adequately strengthened against buckling by means of a transversely'extending top member 21 and a plurality of strengthening members 2222 each formed with an inwardly turned flange 23 secured to the car side wall.

A series of ladder treads 24 are disposed on the panel 10, and by reason of said panel being disposed in a different vertical plane from the side wall section 17, and inwardly therefrom. the ladder treads may thus be contained within the clearance limit of the car without the necessity of restricting the width of the car throughout its entire length.

Depending from said panel 10 are ladder extensions 2525 to which are secured the step 26 and an additional ladder tread. The side wall B is adequately stiffened and braced to the transverse crossbeams or bolsters by means of inside stakes 27 conforming to the shape of the wall and suitably secured there to, said stakes having heels as at 28 and by which the stakes are secured to the respective beams. As best shown in Fig. 4, said stakes 27 are preferably flanged at 29 and thereby secured to the car side wall and on the opposite side to the said flange. An angle iron 30 is secured to each stake by means of one of its flanges and to the car side wall by means of the opposite flange. Each angle iron 30 is preferably extended to form a heel corresponding to the heel 28 of the stake 27 and which is also secured to the transverse beam. Beneath the sloping side wall section and at each transverse beam and bolster, there is disposed a flanged filler member 31 which is disposed at the side of the beam and extends upwardly above the same and is secured by means 'of one of its flanges 32 to the sloping car side 13 and also to the vertical margin 14 and to the angle 15, and by means of another flange 33 to a plate 34 which extends upwardly from the end of the underframe cross-member and which is also secured thereto and to the car side wall.

In this manner, each cross member of the underframe is connected to. the side walls by means of rivets in direct shear through the medium of rivets 35 which connect flange 33 to plate 34, said plate 34 being riveted to the car side, and also by means of rivet 36 which connects flange. 32 with the vertical strip 14 of the side wall and angle 15. The rivet 36 also passes through the angle 30 which forms a part. of the side stake. The crossbeam E, as shown best in the ri hthand portion of Fig. 2 is connected with t e memer 31 by means of rivets 37 which are also in direct shear. Such a construction provides great strength with light weight and is of special importance in cars of this type inasmuch as a considerable proportion of the weight of the load intermediate the bolsters is transmitted through the car sides acting as girders and the cross-beams then depend from the side walls and receive support therefrom. The crossbeams being thus supported at their extreme ends from the car sides by rivets in direct shear and also at a point inwardly thereof as by the rivet 36, a construction of unusual stability is produced. While in the present instance I have shown only one rivet 36 connecting the vertical edge strip 14 with the member 31, it is obvious that changes may be made permitting the use of more rivets.

Beneath the sloping portion 13, are disposed the longitudinally extending door operating shafts G which are preferably disposed above the cross beams E and supported in suit-able bearings 38 mounted on each cross beam. Said bearings 38 are preferably formed with a web portion 39 secured to the web of the member 31 and flanges 40 and 41 respectively secured to the crossbeam E and to the vertically extending plate 34.

Each vertically extending plate 34 on the car side is preferably extended to the upper chord of the same and secured thereto and also to suitable brackets 42 which serve to brace the upper part of the car side. Intermediate the side stakes. the side wall 01' the car is suitably reinforced against buckling, preferably by pressing therein one or more corrugations 43, each said corrugation having the ends thereof merging into the sloping marginal walls of the truncated embossment and providing. in effect. a corrugation having the ends thereof tapering gradually in depth and width to provide against tearing of the plate during the process of manufacture.

From the preceding description, considered in connection with the. drawing. it will also be observed that. in a car having a given overall width and wherein the door operating mechanism is located above the cross members and beneath a sloping section of the side wall, I am enabled to provide greater door opening area transversely of the car, since the lower edge of the side wall, which defines the outer portion of the door opening, is disposed farther away from the center sill in an amount corresponding approximately to the width of the common outside stakes.

While I have shown and described herein what I now consider the preferred embodi ment of my invention, the same is merely illustrative and I contemplate all changes and modifications that come within the scope of the claims appended hereto.

I claim l. A railway car side having the central lld portion thereof dished outwardly to provide a car of increased width and capacity, said dished portion having a substantially flat main portion and margins sloping inwardly therefrom at the top, bottom and sides thereof; said dished portion commencing an appreciable distance from the end of the car in order to provide a recess intermediate the end of said dished portion and the end of the car for the accommodation of a ladder.

2. In a railway car side wall, the combination with a plate having amend panel and an upper margin both disposed in substantially the same plane; of a vertical reinforcing member connecting the end panel and the end wallof said car, said plate having the main body portion thereof disposed outwardly from said end panel and upper mar gin and connected therewith by means of angularly disposed Wall portions, the lower portion of the plate being inwardly inclined.

3. In a railway car, the combination with the end wall; of a side wall having the central portion thereof dished outwardly to I provide a car of increased width and capacity. said dished portion presenting a central section disposed in a substantially vertical plane and having the margins thereof sloping inwardly along the horizontal and vertical portions, said sloping margins being adapted to merge into a common plane constituting the base of the car side, said base being reinforced at the top by a lon itudinally extending member and at the si es by attachment 'to the respective car end walls; and a ladder mounted on the end of the car intermediate the end wall and the adjacent vertical margin of the central dished portion.

4. In a railway car, the combination of a side wall having the central portion thereof extended outwardly to provide a car of increased width and carrying capacity, said portion being formed with a central flat body section and margins sloping inwardly at the top, sides and bottom thereof; and door raising mechanism disposed beneath said inwardly sloping bottom section.

5. In a railway car, a plate side wall having the central portion thereof embossed outwardly in the form of a truncated pyramid panel, said panel commencing at an ap-.

preciable distance from the ends of the car in order to provide a space for ladder treads substantially within the plane of the outer face of said central panel. I

6. A railway car element comprising; a plate having a base portion, an embossment formed in the said plate whereby a portion of the plate is disposed in a different vertical plane to the base portion, a wall connecting said outwardly disposed portion of the plate with the base portion and extending at an angle between said respective planes;

a stifi'ening corrugation formed in the said plate and having an end thereof merging into an angularly disposed wall to thereby provide a corrugation having an end gradually decreasing in depth and width.

In a railway car, the combination with a car side having a dished panel with a margin thereof sloping inwardly; of a stillening corrugation embossed therein, the end of said corrugation merging in the aforesaid sloping margin thereby providing a corrugation of gradually reduced width and depth near the end thereof.

8. In a railway car, thecombination with a car side having an embossed panel with the upper and lower margins thereof sloping inwardly; of a stiffening corrugation formed in the said panel, the respective ends of said corrugation merging in the afore said upper and lower sloping margins thereby providing a corrugation of gradually reduced width and depth at the ends thereof.

9. In a railway car, the combination with a car side having the lower portion thereof sloping inwardly and downwardly; of a stake on the inner face of the carside: a plate secured to the exterior face of the said side and extending downwardly below the same; a crossbeam extending transversely of the car and secured to the aforesaid plate and to said stake; and a filler member disposed beneath said sloping floor and secured thereto and to said cross-beam, said filler member being extended in the plane of the crossbeam and secured thereto.

10. In a railway car, the combination with a car side having the lower portion thereof sloping inwardly; of an inner stake secured to and extending along the inner face of the car side; a flat plate secured to the outer face of the car side; a cross-beam extending transversely of the car and secured to the aforesaid stake and outer plate; and a filler member disposed in the plane of the crossbeam and secured thereto with rivets disposed in shear, said filler member being extended above the crossbeam and secured to the sloping side, to the stake and to the outer plate. i

11. In a railway car, the combination with a car side having the lower portion thereof inwardly directed; of an inner stake secured to the inner face of the car body side, said side having the outer face thereof substantially in alignment with the end of the crossbeam and having its lower portion inwardly directed; a fiat plate rising from the outer end of the crossbeam and secured thereto and to the outer face of the car side; afiller member interposed between said outer plate and the inwardly directed portion of the car side and secured to both of the same, said filler member being extended in the plane of the crossbeam and secured thereto; a door operating shaft extending longitudinally of the car and disposed above the crossbeam; and a bracket constituting a iournal for the shaft extending through said filler member, said bracket being secured to said filler member, to the crossbeam and to the outer plate.

. 13. In a dum car, the combination with an underframe lncluding a center sill structure and cross-members; of end walls; side walls, each side wall having the greater portion thereof extending vertically and said vertical portion determining substantially the maximum overall width of the car, each side wall having a ortion at one end there-' of inwardly ofi'set rom the main portion to thereby provide space for a ladder structure disposed within said planes defining the maximum overall width of the car, the lower portions of said side walls being inclined inwardly to points inwardly of the cross members of the underframe.

weaves 1.4. In a dump car, the combination with an underframe including a center sill structure and cross-members; of end walls; side Walls, each side wall having the greater portion thereof extending vertically and said vertical portions determining substantially the maximum overall width-of the car, each side wall having a portion at one end thereof inwardly offset from the main portion to thereby provide space for a ladder structure disposed within said planes defining the maximum overall width of the car, the lower portions of said side walls being inclined inwardly to points inwardly of the cross members of the underframe; and side wall stakes secured to the inner faces of said side walls.

15. In a. railway car, the combination with i a car body, opposite sides of which have the lower portions thereof inwardly deflected; of a plurality of inner stakes secured along the inner faces of said side walls; a flat plate secured to the outer face of each car. side; a plurality of 'crossbeams extending transversely of the car and. secured to the aforesaid outer plates and to said stakes; and filler members disposed in the plane of the cross-beams, and secured thereto and also to the aforesaid outer plates and to the side walls of said car and said stakes.

In witness that I claim the foregoing I have hereunto subscribed my name this 21st day of November 1923.

ARGYLE CAMPBELL.

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