US 2657645 A
Description (OCR text may contain errors)
F. A. ECOFF RAIL CAR PANEL Nov. 3, 1953 Filed Dec. 5, 1947 INVENTOR Patented Nov. 3, 1953 RAIL CAB PANEL Francis A. Ecofi, Richmond Heights, Mo., as-
signor to American Car-and Foundry Company, New York, N. Y a corporation of New Jersey Application December 5, 1947, Serial No. 789,983
'3 Claims. (01. 105401) This invention relates to rail cars in general and in particular to the panels of rail cars-having flat, smooth exterior surfaces.
In the construction of rail cars having smooth exterior surfaces it is almost impossible to produce a smooth, flat side which does not show buckles when given a high gloss coat of paint. While a car. side may under certain conditions of temperature and loading appear quite smooth and flat, it will under other conditions of temperature and loading show buckles to a greater or lesser degree. If the panel areas between the framing members are quite small the 'bucklesare not particularly objectionable, but where as in light weight construction the panel areas are large and the metal sheets light, the buckles are .quite objectionable. In certain constructions the light weight panels are stiffened by coveringithe entire inner surface with corrugated sheets. Such an arrangement, however, adds materially to the cost of constructionand destroys the light weight advantages gained by using the thin sheets and A still further object of the invention is the provision of stiifeners applied to panels in a definite sequence and in such a manner as to place the panel under light tension while breaking up any buckles present.
These and other objects of the invention will be apparent to persons skilled in the art from a study of the following description and accompanying drawings, in which Fig. l is an elevational view of substantially one-half of a railway passenger car;
Fig. 2 is a section taken through the car at one of the window openings;
Fig. 3 is an inside elevational view of one of the stiffened panel areas;
Fig. 4 is a sectional view showing the manner of applying the stiffeners, and
Fig. 5 is a sectional view similar to Fig. 4 but showing the stiifeners in applied position prior to welding.
Referring now to the drawings in detail it will be seen that a conventional railway car having sides 2, windows 4 and roof 6 has been shown as supported by wheels 8. The side is constructed as usual of posts 10, side sill structure I2, belt rail l4 and top plate [6. As is customary, a longitudinal stiffening strip l8 extends longitudinally of the car above the windows. The posts, sill and belt rail will define panel areas A located below the window, while the posts, plate [6 and strip I8 will define panel areas B located above the windows in'what is generally termed the letterboard area.
One of the panel areas A has been shown enlarged in Fig. 3, but it is to be understood that any description of this panel is equally applicable to any of the panels A, as well as to the panels B. As shown most clearly in Fig. 3, a relatively long stiifener 28 is welded or otherwise attached to the metal sheet 22 of the panel and this stiffener is placed with its longitudinal axis parallel to the longitudinal axis or long dimension of the panel. As shown the stiffener is of general hat shape or flanged channel cross-section, having web or top portion 24, flanges 26 and refianges 28. These refianged portions 28 are spot welded or otherwise attached to the sheet 22. Following the application of stiffener 20 to the panel additional stiffeners 30 are applied and these are applied in sufficient number to break up or remove the buckle from the panel. Usually it will be found that one stiffener 20 and one stiffener 38 are sufi'icient; in other words, a cross form stifiener. However, in cases of bad or deep buckles additional stiffeners 30 will be required as shown.
Each of the stifieners 30 is also of hat or flanged channel cross-section, having a web 32, flanges 34 terminating in refianges 36. As best shown in Figs. 4 and 5, the stiffeners 38 are notched as at 38 by having portions of the flanges 34 and refianges 36 removed. The amount of metal removed to produce the notch 38 is slightly less than the amount of metal in the crosssection of stiffener 20, thus when the stiffeners 30 are applied and forced down into position, the notch will cause the stiffener to be bent slightly as shown in Fig. 5 so that while the central portion is in contact with stiffener 28, the end portions will be spaced from the panel 22. Upon application of pressure to the stiffener 30, as shown in Fig. 5, it will be forced into intimate contact with the sheet 22 of the panel, thus stressing the stiffener and particularly placing the web 32 in tension. While the stifieners 30 are held in intimate contact with the panel 22 they are spot welded or otherwise secured thereto. After spot welding and removal of the pressure, the tension in webs 32 will equalize by placing the sheet 22 under slight tension. In other words, by applying the stiifeners 30 in the manner described there is a slight bowing effect given stifieners 30 and 20 as well as panel 22. This slight bowing and tensioning of panel 22 is added to by the slight squeezing of flanges 26 of the stiffener 20.
In the case of the panels B quite frequently the application of the stifieners 20 running longitudinally of the panel is suflicient, but where deep buckles appear it will be necessary to apply cross members or stiffeners as described in connection with panel A.
ing a panel area in the sheet, a first stiffener" welded to said panel on one side thereof, and a plurality of additional stifieners positioned substantially normal to said first stifiener and overlapping the same and welded to said one side of the panel.
2. A. stifiened panel for railway cars comprismg a thin substantially flat sheet of metal, frame members secured to the sheet of metal and bounding a panel area, and hat shaped stifieners welded to said panel on one side thereof to provide therewith box like stiffeners for the panel, said stifieners being arranged substantially in the form of a cross free of attachment to the frame members, at least one of said stiifeners being bowed prior to welding to the panel to place the metal of the panel under tension.
3. A stiffened panel for railway cars comprising a thin substantially fiat sheet of metal, frame members welded to the metal sheet and bounding a panel area, a first stiffener of channel crosssection having the flanges thereof terminating in outwardly directed refianges, Welds securing said reflanges to the metal panel, a second stiffener of channel cross-section having the flanges thereof terminating in outwardly directed reflanges, said second stiffener having portions of the flanges and refianges cut out whereby said sec ond stiffener may etxend transversely of and overlap said first stiffener with the reflanges of each disposed in a common plane, the cut out portions of the flanges of said second stiffener being of slightly less area than the cross-section dimension of said first stiffener whereby said sec- 0nd stiffener flanges tightly engage the flanges of said first stifiener when in secured position on the panel, and welds securing said second stiffener reflanges to said metal panel.
FRANCIS A. ECOFF.
References Cited in the file of this patent UNITED STATES PATENTS Number Name Date 1,240,110 Williams Sept. 11, 1917 1,497,945 Sayre June 17, 1924 2,055,339 Dalton Sept. 22, 1936 2,180,373 Sibley et al Nov. 21, 1939 2,229,888 Fraser 1.. Jan. 28, 1941 2,268,188 Clarke Dec. 30,1941 2,314,978 Gunn Mar. 30, 1943 2,314,979 Gunn Mar. 30, 1943 2,331,841 Moore Oct. 12, 1943 2,405,793 Lohse Aug. 13, 1946 2,572,747 Murphy et a1. Oct. 23, 1951