US1097928A - Tank-car. - Google Patents

Description

A. B. OSTRANDER.

TANK GAR.

APPLICATION FILED DEC. 30, 1910. 1,097,928, Patented May 26, 1914.

4 SHEETS-SHEET 1.

Y mvammz ATTORNEY A. E. OSTRANDER.

TANK UAR-- APPLICATION FILED DEO.'30, 1910.

1,097,928, 7 Patented May 26, 1914.

4 SHEETS-SHEET 2;

y 4i 2 16 9 D I WITNESSES J- INVENTOR ATTORN BY A. E. OSTRAN DER.

TANK GAR. APPLIUATION FILED D3130, 1910.

L09 7,928. I Patented May 26, 1-914,

4 SHEETS-SHEET 3.

' macaw ATTORNEY A. E. OSTRANDER.

TANK GAR. APPLICATION FILED No.30, 1910.

1,097,928. PatentedMay26,1914;

4 SHEETS-SHEET 4.

WITNESSES lNvEmoR enuresis.

n esenivnnn, or f arm seminar consent, senses;

oral-CE ":ne'nwoon, new massif, assrelvon To AMERICAN or en. LOUIS, MIssounI, r; oonsoaesion or. New

T2111? K- CAR.

Specification of letters Patent.

racemes May 26, 1 914.

.illgiplioation filed December; 30, 1910. Serial HofGOOfilfi.

To all whom it may concern Be it known that l, ALLm-r ()srnnnnnn,

residing at Ridgewood, Bergen county, New

Jersey, and being a citizen of the United States, have invented certain new and useful Improvements in Ta1ik-Gars,'of which the following is a full, clear, and exact description, such as will enable others skilled in the art to which it appertains to make and to use the same, reference being had to the accompanying drawings, which illustrate the end portions of the underframe structure shown in Fig. 1. Fig. 3 1s a top plan view of the parts shown in Fig. 2, the tank being removed. Fig. 4 is a vertical transverse sectional view taken on the line l-i of Fig. 3, looking in the direction of the arrows and showing the tank in place. Fig. 5 is a vertical transverse sectional view taken on the line 5 5 of llig. 3, looking in the direction of the arrows and sh owing the tank in place, and Fig. 6 is a diagrammatic illustration of a: modified form of the invention.

The invention relates to means for anchoring independently constructed bodies of cars against longitudinal, or excessive longitudinal movement relative to the sustaining underframing thereof, at the same time so constructing and combining the respective parts of the underframe and the car body and the anchor for the car body as to permit said car body to be readily removable from said underframe for repairs or renewal.

The invention is particularly applicable to tank cars, in which a cylii'idrical metal tank is mounted on an underframe comprising principal center sills adapted to resisl boiling stresses incidentto service conditions, which sills are spaced apart beyond the bolsters to receive between them standard types of draft rigging nowapproved by the Master Car Builders Association.

The principal object sought to be attained longitudinal movement is concerned.

In the drawings the invention is illustrated as applied to a tank car to which class of cars it is particularly adapted. Heretoforeit has been customary to add one or more elements to the structure of tank cars.

in order to prevent movement of the tank relative to the underframe; either head-,

blocks have been fixed and disposed for to the underframe engaging the opposite ends of the tank, or fixtures of various kinds have been attached to the tank and underframe intermediate the ends of the tank, for accomplishing the same result. With the present invention, however, all necessity for these additional elements is eliminated.

the simplification of the construction of such cars in-so-far as the anchoring against In the common construction of tank cars l the draft gear is supported between a pair of draft sills and the forward and rear fol-' lowers of said draft gear are fitted between and limited in theirlongitudinal movements by front and rear follower stops. These follower stops. have been commonly manufactured as independent membo'rs'and have' been riveted to the opposing faces of the draft sills. lleretofore they have had practically no other function than that of limiting the movement of the followers ofthe draft gear.

This invention provides that the rear follower stops, that is, the follower stops nearest the bolsters, shall be detached from the draft sills and connected to, and depend from or made a part of the tank andthus become an effectual means for preventing or limiting the longitudinal movement of the tank relative to the underframe.

The invention also contemplates the use of the tank anchor as a back stop for the draft gear, thus relieving the center sills of bufiing stresses between the end sills and bolsters, which stresses tend to strain the formed They are, therefore, not connected to the underfraine in any way, but, when the tank is in position they project into their appropriate positions between the draft sills and between the bolsters and the adjacent rear followers and, if desired, may contact with portions of the bolsters for positively retaining the tank against longitudinal move ment.

The are of such section to practically fill the space between the draft sills, as will be noted in Fig. 3, and extend downwardly nearly or quite to the lower line of such sills, as will be noted in Fig. 2,- thereby pro vidin an anchor at each end of the car well adapted to prevent transverse move ment or tipping of the tank on its underframe. ate portions of the underfrainc form practically a s' ie projection abutment between the o appendages from the tank. If no provision is made for the engagement with the bolster, that is to say, if there be an open space between said rear follower stops and the adjacent side of the bolster, it will be apparent that the tank will be allowed a limited longitudinal movement and that, through the contact of the follower stops with the rear followers of the draft gears, the spring; and friction devices comprising the draft gears will be utilized to cushion such movement and to prevent an excessive movement. Even when the maximum intended space is eliminated and the follower stops are brought, as early as possible, into contact with the bolsters, the springs of the draft gears will 5 :ve to cushion what slight movement may be present, should any occur through imperfect workmanship in assembling th parts of the car.

T ention also relates to railway cars in gent al, and more particularly to cars a load movable relatively to the car und- "raniing, and in some of its details has special reference to cars for carrying lai quantities of fluid, commonly tank cars.

An1ong other objects of my present invention the provision of an improved support ,or the ends of the body or tank, the provision of improved yieldingly resistant a'butmen 's for adequately holding the tank in place and the same time compensating for the hammer-like blows of the liquid in stopping the car, to the end that the tank may neither become loosened from the framing, nor the framing itself disturbed by he blows of the tank; to provide means where by the springs, frictional members, or other shock absorbing and yieldinn' resistant members of the draft gear rigg as may be utilized and further proportionately compensatc for the movement of the tank; to

members depending from the tank The two bolsters with the interinedi- Loeaeas provide an improved means for mounting the tank relatively to the framing to the end that, it may be most readily removed therefrom, together with such other objects as may hereinaftcrappear.

It will be understood that the invention is not limited to use in connection with tank cars, but is equally well adapted to use in connection with any and all classes of cars wherein the bony portion thereof is independent of the underframe and subject to movement relative thereto.

Referring to the drawings forming part of this specification, the numeral 1 indicates the ,tank; 22 the draft or center sills; 3' the bolster; l the draft gear as a whole; 4 the draft gear yoke; 5 the front follower stops attached to draft sills and (3 the rear follower stops attached to the under side of the tank and forming anchors therefor.

The draft gear is of the conventional form of the well known Cardwell draft gear, which is shown diagrammatically in plan in Fig. the friction blocks A is provided with a transverse spring-supporting rod B, upon each end of which is mounted a spring C,

resting between a spring cap D and the draft sills 2. As will. be noted in Figs. 2 and 3, the rod B extends entirely through the spaced draft sills 2, and the springs on opposite end portions of said rod constitute the resilient elements of said draft gear.

In the preferred embodiment of the invention, that portion of the bolsters 3 which lies between the draft sills, forms a seat for the rear follower stops or anchors 6 and have smooth transverse faces 7-7 inclined downwardly and slightly forwardly adapted to be engaged by the adjacent similarly inclined faces 8-8 of the rear follower stops 6.

ln adapting the old rear follower stops to their new function, as hereinbefore set forth, it has been found desirable to form them into single castings, each comprising a top plate as 9 shaped to fit the under side of the tank or other form of car body, so as to be securely and rigidly fastened thereto one near each end. Integral with and depending from these top plates are suitably ribbed and otherwise reinforced members which form the rear stops 6 constituting the tank anchors. Said stops are disposed in pairs, one of each pair adjacent the inner face of each of the sills 2, and their forwar-l faces are adapted to be engaged by the rear follo -ver of the draft gear'in precisely the same manner as if they were fixed to the draft sills as heretofore, there being a clear space left between the stopsfi for the draft gear yoke l to travel from its nor mal position toward the bolster.

When a car as ordinarily constructed is The Cardwell ear in addition to tend to push the tank subjected to one of the great variety of minor collisions to which cars of all classes are subjected, incident to the coupling of cars together and to other apparent causes, the shock, being received by the underframe, produces a tendency for the underframe to travel longitudinally from beneath the car body. This tendency in the design illus trated herewith is overcome by the engagement of the bolsters with the stops or anchors 6 at both ends of the car as is clearly apparent from the illustration Fig. 1. The

shock received by the draft gear at the near end of the car is transferred directly to the adjacent bolster center filler, through the engagement with the adjacent stop 6, thus effectually relieving the tank of the tensile strains to which it might otherwise be subjected. It will be noted that inclined smooth faces 77 of the central portions of the bolsters are formed upon extensions 3 projecting toward the end sills, somewhat beyond the normal line of the bolsters proper and being riveted to the draft sills or center sills, as shown in Fig. 2. This extension is adapted to provide a large rivet area. for the rivet connection and permit the use of suitable riveting tools, these extensions 3 are preferably made hollow and provided with numerous strengthening ribs as shown in Figs. 2 and 3.

In constructing the preferred type of the invention the faces '7 and 8, at opposite ends of the car are made to rest as nearly as possible in contact under normal conditions so that the tank is maintained practically rigid while the car is in actual service upon the road.

It will be apparent from the disclosure in Fig. 6 that when the follower stops as 6 are designed to have no engagement with the bolsters, the result is slightly different from that described above. With the latter construction a shock received at one end of the under-frame will be transferred directly to the tank through the engagementof the draft gear at that end of the underframe with the adjacent stop 6 that, in fact, the tank itself will be made to receive the shock. It should be noted that the bolsters, in this design, serve simply to support the weight of the tank, and, aside from the natural friction thus produced, they have no office in preventing the longitudinal relative movement of the tank. This duty devolves entirely upon the draft gears at opposite ends of the uiulcrframe. When a car is one of a train a shock received at one end will toward the opposite end of the underframe. This tendencj, however, will be resisted by the engagement of the draft gear at the opposite end of the car with the next succeeding car. This latter engagement will cause the draft gear at that end'of the car to be compressed so as to exert a spring pressure against the adjacent stops 6, sufiicient to overcome the pressure at the first mentioned end of the car and maintain the tank practically in a fixed relative position.

Tank,cars are commonly employed for the transportation of fluids of various kinds, including illuminating oils, fuel oil products, road oils, lard, tar, etc, with all of which it was common to.fill the tanks while such commodities are hot. Consequently, the tanks expand in all directions, but because of their length the principal expansion is longitudinal. Because of this expansion fit is praptically impossible to keep the tank anchors illustrated in surface contact with the bolster fillers, which serve as stops to prevent undue longitudinal shifting of the tank on the underframe due to the contact of the tank anchor lugs with the outer faces of said stops as illustrated'near both ends of the underframe at all times. To prevent undue stresses on the tank when thus expanded nd the cars are in service while the tank anchoring lugs and stops are separated, the draft gears at each end are positionedas shown with the rear followers of the draft gears in contact with such tank anchors or' lugs, thus cushioning the blow which would otherwise be received by the tank shell during buffing when the tank anchoring lugs and stops are abnormally separated due to such expansion of the tank.

hat I claim is:

1. In a railway car, an underfraine com prising body bolsters, a draft-gear, a car body, resting on said body bolsters and a member connected to said body adapted to receive end thrust of said draft-gear.

2. In a railway car, an underframe comprising body bolsters, a draft-gear, a' car body, resting on said body bolsters and a stop depending from the car body and interposed between said draft gear and a part of the underframe.

3. In a railway car, an under-frame comprising body bolsters, a draft-gear, a car body, resting on said body bolsters and an anchor on said car body coiiperating with said draft gear.

4. In a railway car, an underframe comprising draft sills a body bolster, a draft rear extending between said sills, a removable car body and a depending stop connected with said body and serving as an anchor for said body between said bolster and draft gear.

5. .ln a railway car, an underframe comprising sills and bolsters, a car bodyvremovably mounted on said bolsters anchors de pending from said body and draft gears cooperating with said anchors. v

6. In a railway car, an underfraine comprising body bolsters, a car body removably mounted on said bolster, a member depending from said body and a draft gear comprising said member.

7 In a railway car, an underframe comprising body bolsters, a car body, removably mounted on said bolsters, means depending from said body into the plane of the underframe and a draft gear comprising said means as a back-stop.

8. In a railway car, the combination comprising body bolsters a car body removably mounted on said bolsters and a member depending therefrom adapted to serve as a draft gear back-stop.

9. In a railway car, an underframe, a removable car body, and a back-stop for a draft gear comprising a member depending from said car body.

10. In a'railway car, an underframe comprising a body bolstenfa car body removably mounted thereon, and a draft gear back-stop depending from said car body in contact with said bolster.

11. In a railway car, an underframe comprising body bolsters, a car body, removably mounted thereon a. draft gear backstop depending from said body and means adapted to prevent undue shifting of said car body.

12. In a railway car, an underfranie comprising a'body bolster, a car body removably mounted thereon, and draft gear back stops depending from said body engaging said body bolsters to prevent shifting of said car body.

13. In a railway car, the combination comprising an underframe, a removable car body and means to prevent relative longitudinal shifting of said body on said underframe, said means serving as draft gear back-stops.

H. In a railway car, an underframe, a bolster comprisinga bolster center casting, and a removable car body and a draft gear comprising an interposed anchor member removable with said car body abutting said casting and parts of said draft gear.

15. In a railway car, an underframe comprising a bolster, a bolster center casting and a combined draft gear back-stop and a car body anchor in alinelnent with said casting.

16. In a railway car, the combination comprising a car body, a bolster center cast ing and a draft in alincment with said casting, a part of said draft gear serving as an anchor for said car body.

17. In. a railway car, the combination menses comprising a removable car body, an underframe comprising a longitudinal and transverse members and draft gears comprisingmembers removable with said car body, said last mentioned members being adapted to impinge said transverse members to prevent shifting of said car body.

19. In a tank car, an underframe comprising body'bolsters, spaced draft sills and a removable tank, in combination with tank anchors extending from said tank between said draft sills beyond said bolsters.

:20. In a tank car, an underframe c0m prising a body bolster, spaced draft sills, a draft gear extending between said draft sills, a removable tank, and a tank anchor connected with said tank and extending between said draft sills between the bolster and draft gear.

21. In a railway car, an underframe, a car body thereon, a draftgear back-stop depending from said body and a bolster member formed with an extension against which said back-stop is adapted to rest.

22. In a railway car, an underframe, a car body thereon, a draft-gear back-stop depending from said body and a bolster member formed with a pair of extensions against which said backstop is adapted torest.

2". In a tank car, an underframe including bolsters, center sills and end sills, a tank mounted thereon and tank anchoring means extending between the center sills, and positioned at each end bet-ween the bolsters and end sills.

9.4-. In a, tank car construction, a. metal under-frame including bolsters, a metal tank secured thereon by tank bands and adapted to expand longitudinally independently of said underframe and rigid end anchoring means beyond and adapted to depend into contact with each bolster.

25. In a tank car construction, a metal underframe including bolsters, a metal tank secured thereon by tank bands and adapted to expo rid longitudinally independently of said underframe and rigid end. anchoring means beyond and adapted to depend into the plane of said bolsters.

26. A tank car construction comprising center sills, a tank mounted above said sills, a member extending transversely of said sills near the end thereof, and a single anchoring member depending from said tank, near one end thereof, beyond and into alinement with said transverse member and below parts of said sills.

27. A tank car construction comprising a tank support, juxtaposed center sills, a tank mounted above said sills and connected with said sills by tank bands intermediate its ends in combination with anchoring means for said tank beyond said tank support at each end, all soconstructed and arranged as to by tank bands partly surroundin anchor said tank against'longitudinal sliifting and to permit independent expansion of said tank on said sills.

28. In a tank car construction, an under frame including, tank supports, a tank mounted on said tank supports and entirely disconnected from said underframe except 5;" the tank and anchoring means for said tank depending into the plane of said underframe and so positioned as to anchor said tank against longitudinal shiftingbut allow independent expansion of said tank withrelation to the underframe.

29. In a tank car, an undersupport comprising spaced sill members adapted to receive butting stresses, a tank mounted there on, a bolster filler, below said tank and tank anchoring means extending between said spaced sills near each end of the tank beyond said bolster filler."

30'. In a tank car, an undersupport comprising ?aced sill members adapted to receive bu mg stresses, a draft gear operable partly between said sills near their ends, a tank on said undersnpport and tank anchors adapted to cooperate with said draft gear.

31. In a railway car, an underframe, a draftcgear, a car body resting on said underframe and a member connected to and depending from said body adapted to receive end thrust of said draft gear.

32. In a railway car, an. underframe including a bolster filler, a draft gear, a car body resting on said nnderframo and a stop depending from the car body in juxtaposition to said filler and into alinement with said draft gear between parts of the underframe.

33.111 a railway car, an under-frame, a draft gear, a car body resting on said underframe and an anchor on said car body to operating. with said draft gear.

34. In a railway car, anunderframe comprising draft sills, adraft gear extending between said sills, a. removable car body and a stop removable with the car body depend ing between said sills, adapted to coiiperate with said draft gear.

35. In a railway car, an underframe, car body removably mounted thereon, anchors depending from said body near each end and draftgears cotiperating with said an chors 36. In a railway car, an nnderframe comprising draft sills, a car body removably mounted on said sills, a member depending from said body and a draft gear normally in contact with said member.

37. In a railway car, an underframe, a tank removably mounted thereon, means depending, from said tank into the plane of the un rframe and a draft gear compms ing said means as back stops.

38. In a railway car, the combination comof said draft gear.

ll. In a railway car, an underfranie comprising center sills, a draft gear, a car body resting on said sills and a member connected to said body adapted to cooperate with said draft gear.

4:2. in a railway car, an nnderfraine consisting of bolsters and spaced center sills, a draftgear connected with said sills, a car body resting above said sills. and stop depending from the body and interposed between said draft and a bolster.

1-3. in a railway car, an nnderframe COR-1* prising draft sills. a draft gear, a, car body resting above sai sills and an anchor on said car body co berating; with said draft gear.

4A. in a railway car, an nnderframe comprising draft sills, a body bolster, a draft gear extending bet-ween said lls, a removable car body and a depending stop con' nected with said body extending downwardly betwe n saio. bolster and draft gear.

in railway on ,an underframe comprising sills and draft gears, a car body removably mounted above said sills, anchors depending" from said body and the draft gears cooperating with said anchors.

46. Tin a railway car. an underfianie comprising spaced sills and bolsters, a car body removably mounted above said sills, a mem ber depending from each end of said body between said sills, draft gear cooperating with said member.

43?. a railway car, an nnderframe cone prising .paccd sills and bolsters, a car body removably mount-ed above said sills, anchor means depending one each end portion of said body into plane of the sills and a draftg'ear alinement with said depending; anchor, the anchor member being positioned between the dra t gear and the bolster. .48. In rai ay car, the combination cor prism a prisingtan s mounted on sadraft ears anchor members denendino of the sills. a tank havin saaced de endin 23 9 L 11 b i from opposite end portions of said car body removable with said car body and contacting with said draft gears, and means for se curing the car body on the center sills.

50. A tank car construction including a pair of spaced sills. tank supporting saddles connected with said sills, a tank resting on said saddles, tank hands, a ribbed member attached to and depending from the tank near each end between the sills and having a face disposed transversely of and inclined longitudinally of the sills, seats carried between the sills having inclined faces adapted to engage with the inclined face of the ribbed. member, said seats having a. large rivet area and rivets passing through the portion of the seats forming said rivet area and through the sills.

51. A tank ear construction including a pair of spaced sills, a tank supported from said sills, tank bands tending to hold said tank in position relative to said sills, a casting depending from said tank between said sills, said casting having a transverse face thereof inclined to the vertical, a member fitting between the sills and riveted thereto and having an inclined face adapted to con tact with the inclined face of the casting coacting therewith and tending to prevent ex cessive movement between said sills and tank.

52. The combination with spaced sills, of a ribbed castin forming a filler between said sills and fastened to the same, said casting having a downwardly and forwardly inclined face, a tank having; a hollow anchor depending therefrom between said sills, said anchor having a downwardly and forwardly inclined face contacting with the similarly disposed face of the castin 53. A tank car including a pair of spaced sills, a tank, a cradle secured to the tank and having a hollow anchor depending therefrom between the sills, a sill filler member fastened to'said sills and having an inclined face adapted to have said anchor bear against the same, said filler having reinforcing'r ribs integral with and extending from said face in the direction of strain on the same.

, 35. The combination with a pair of spaced sills, a pair of spaced filler members fastened to said sills, each of said members having an inclined face facing the adjacent end menses anchors, each of said anchors having an inclined face adapted to engage. the inclined face of the adjacent filler member.

56. In a tank ear, spaced center sills, a tank supported above said sills and held thereon by tank hands, an anchor casting having an inclined face secured to and dependingfrom opposite end portions of the tank, and inclined castings secured between said sills adapted to contact with said anchor castings to prevent excessive movement of the tank relative to said sills.

57. In a tank ear construction, a metal underi'ranie including holsters, a metal tank s'ecured thereon by tank bands and adapted to expand longitudinally independently of said underframe, in combination with a casting havingv an inclined face depending from near each end of the tank, and rigid anchoring means held between parts of the underframe and adapted to cdiitactwith said casting depending from the tank.

58. in a tank car, spaced center sills, cast stops having inclined faces secured between and to the inner faces of said sills, a tank above said sills and tank anchors connected with opposite end portions of the tank adapted to contact with said stops to prevent excessive longitudinal movement of the tank independently of the sills.

59. In a tank car, spaced center sills, cast stops having inclined faces secured between said sills, a tank above said sills and tank anchors having co-acting inclined faces connected with opposite end portions of the tank adapted to cooperate with said stops to prevent excessive longitudinal movement of the tank independently of the sills.

60. in a tank car, spa ed center sills, cast stops having inclined faces secured between said sills, a tank above said sills, tank an:

her castings provided with arcuate upper portions and inclined lower portions depending from the tank near opposite ends thereof between said sills and adapted to contact with the inclined faces of said stops to limit movement of said tank on said sills.

61. In a tank oar, spaced sills, longitudinally spaced fixed stops connecting both sills, a tank resting above said sills, anchor lugs connected with said tank and depending below the top plane of said stops, the anchor lugs resting in normal surface contact with the sides of said stops next the adjacent ends of said tank and being adapted to move away from said stops when the tank is expanded due to a heated lading.

62. In a tank car, spaced longitudinal sills, a tank mounted above said sills, longitudinally spaced stops, each stop being connected to both of said sills, tank anchors secured to and depending from said tank, said tank anchors being positioned to rest in direct menses contact with the outer sides of said stops and to be incontact therewith at the normal temperature of said tank; and being free to sepa tank mounted above said sills, longitudinally spaced stops, each stop bein connected to and connecting both of saidsllls in fixed relation, tank anchors secured to and depending from said tank, said tank anchors being' positioned to rest in close contact with the outer sides of said stops and to be in surface contact therewith at the normal temperature of said tank and being free to separate 15 from said stops during abnormal expansion of said tank.

In witness whereof I have hereunto set my hand in the presence of two witnesses.

ALLEN EOSTRANDER.

Witnesses:

L. GUsFoRD HANDLE, FRANK V. COOPER.

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