US2907284A

US2907284A - Railway tank car

Info

Publication number: US2907284A
Application number: US572049A
Authority: US
Inventors: Clyde H Folmsbee
Original assignee: Union Tank Car Co
Current assignee: Union Tank Car Co
Priority date: 1956-03-16
Filing date: 1956-03-16
Publication date: 1959-10-06
Anticipated expiration: 1976-10-06

Description

Oct. 6, 1959 c. H. FOLMSBEE RAILWAY TANK CAR :5 Sheets-Shee t 2 Filed March 1a, 1956 Oct. 6, 1959 c. H. FOLMSBEE 2,907,284

RAILWAY TANK CAR Filed March 16, 1956 3 Sheets-Sheet INVENTOR.

RAILWAY TANK CAR Application March 16, 1956', Serial No. 572,040

Claims. (Cl. 105-360) This invention relates to a railway tank car, and more particularly to a railway tank car without an underframe.

It is an object of the invention toprovide a tank car without an underframe that can withstand the stresses common to railroading.

It is a further object of the invention to distribute the impact forces partially through the tank car with an end load ratio due to eccentricity of less than 0.05

It is a still further object of the invention to provide a combination .draft rigging attachment and body bolster.

It is another object of the invention to provide a railway tank car design with a flexibility that eliminates expensive alterations in converting from one 'ladingservice to another.

It is yet another object of the invention to provide a railway tank car which has a continuity of the inertia section of the shell from end to end.

It is still another object of the invention to provide a railway tank car that is economically manufactured.

Further objects and advantages of this invention will become evident as the description proceeds and from an examination of the accompanying drawings which illustrate one embodiment of the invention and in which similar numerals refer to similar parts throughout the several views.

In the drawings:

Figure 1 is a plan view of a railway ing the invention.

Figure 2 is a side view in elevation of the railway tank car shown in Figure 1.

Figure 3 is a diagrammatic illustration of the tank car bottom showing how the base plate and saddle plates are secured thereto. I

Figure 4 is a fragmentary view in cross. section taken substantially along the line 4-4 of Figure 2.

Figure 5 is an isometric view of a portion of the draft rigging attachment adjacent the saddle plate, showing the center filler subassembly.

Figure 6 is an isometric view of the forward portion of the draft rigging attachment.

, Figure 7 is an isometric view of a portion of the center filler subassembly.

Figure 8 is an isometric view of a portion of the body bolster.

Figure 9' is a fragmentary plan view of the base plate at one end with the tank removed, showing the draft rigging attachment assembly.

Figure 10 is a view in cross section taken substantially along the line 1'01'0 of Figure 9.

Referring now to the drawings, there is shown a railway tank car having a tank 10in the form of a horizontal self-supporting cylindrical shell. The tank may be made in sections welded together along seams 11 with heads 12 fastened at the ends. As best shown in Figure 3, the tank has welded to its bottom a metal reinforcing base plate 14. The base plate extends from one extremity of the tank to the other and is secured as an tank car embody- States Patent integral part thereof. The base plate may be an integral portion of the shell as a section of increased thickness. The ends of the base plate may have a recess or notched portion 17 for clearance of the yoke of the draft rigging.

Although the base plate 14 is a continuous reinforcing plate extending between the ends of the tank, it may be formed in three sections and welded together at seams 18 spaced from the seams 11 on the tank.

Referring now to Figures 2, 4, 5, 6, 7, 9 and 10, there is shown a combination draft rigging attachment and body bolster assembly 20. A pair of draft sills 21 are spaced sufiiciently far apart to permit insertion of a draft gear 19 (Figure 9) between them. These draft sills are weld: ed to the base plate 14 and are of a proper length and space to distribute the impact stresses to the tank 10 without excessive local stress concentrations. As seen in Figure 2 the draft sills 21 have a portion which'extends outwardly of the end of the tank 10' and a portion inwardly of the car truck bolster.

Referring to Figure 5 of the drawing, the draft sills 21 are channels opened outwardly with the portion 23 of the upper flange 22 immediately below the tank having a concave shape conforming to the configuration of the tank and secured to the base plate 14. The portion 24 of the upper flange 22 that extends beyond the end of the tank is flat. This permits the end of the base plate to be welded to tank with the draft sills attached thereto in assembling the structure.

The draft sills are gradually reduced in depth at 27 toward the middle of the tank from a point near the bolster, as best shown in Figures 2 and 10. This reduction in depth is accomplished by removing a triangular piece of the portion of the web at 27, bending the lower flange at 29 upwardly and welding the adjacent edges of the web together.

Referring now to Figures 6, 9 and 10, a face plate 30 is welded to the outer ends of the draft sills 21 and together with a reinforcing bracket 31 form a support for the coupler (not shown). The face plate is further reinforced by a brace 32 which is welded to the face plate, the two draft sills, and a protective cover plate 33. A slot 34 in the outer end of each draft sill is reinforced by a bent bar 35 which serves to minimize wear on the draft key (not shown) that passes through this opening. The ends of bent bars 35, together with cleats 38, support forward draft gear abutments 36. When a pulling force is exerted-on the coupler (not shown) this force is transmitted to the draft gear 19 (Figure 9) which then bears on the forward abutments. 36. v

A pair of rearward abutments 40 is adapted to receive the impact stress sustained by the coupler and draft gear. This stress, which is by far the greatest to which the car is subjected under normal conditions, must be transmitted to the draft sills 21 and ultimately to the tank structure 10 which serves as a column in the present invention in lieu of the conventional underframe.

The rearward abutments 40 are secured to a center filler subassembly 41, as indicated in Figure 5. Each rearward abutment is mounted on the end of a channel 43 which has the upper flange removed. To the web of each channel 43 is secured a longitudinal bracket in the form of a smaller channel 44 which is mounted with its flanges inward and web outward. A longitudinal slot 48 in each draft sill 21 is positioned along the channel 44 so that the latter may be welded to the draft sills from the outside. The web of the channel 43 is bent at the end portion 46 by removing a portion of the lower flange 47 and then welding the adjacent edges together after bending, or by hot forming with suitable dies. The flanges of the channel of the bracket 44 are tapered to fit the bent portion 46 of the channel 43; A center pin guide .53 is mounted between the channels pin for the car truck.

43 for receiving the-king;

The center filler subassembly 41, including the rearward abutments 40, channels 43, and center pin guide, may be assembled as a unit and then inserted between the draft sills 21 and welded in place. A bottom cover plate 54 serves as a base to which a center plate forging is welded.

Referring now to Figures 2, 4 and 8, there is shown a body bolster 60 having a web plate 61 and a side plate 62 through which the vertical loads are transmitted to the tank 10. The saddle plate 63 is integrally secured to the tank 10 and to the reinforcing base plate 14 so that it forms a continuous semi-circular band or cradle extending around a portion of the tank. The saddle plate 63 is of a sufficient size so that it distributes the reaction forces over a considerable area and prevents local stress concen trations in the tank shell. A bottom cover plate 64 carries any tensile or compressive stresses which may arise. It also carries, at its outer end a side bearing wear plate 65 above the truck bolster to impart longitudinal stability to the structure. Buckling in the web plate 61 is prevented by a

web stiffener flange

66, 67. The bolster is securely welded together andto the draft sills and tank.

The truck bolster 7 is of conventional construction and has at its sides roller side bearings 71 directly below the wear plate 65 on the body bolster, so that as the railway car goes around a curve and the tank leans to the outside, the wear plate 65 engages the roller 71 for rolling friction and allows the car truck 70 to rotate about the king pin (not shown), which is received in the pin guide 53.

Since the impact stresses that are taken by the railway tank car are by far the greatest that are encountered, it is important that the structure be able to withstand them. In the usual railway tank car in use today, there is provided an underfrarne which receives these stresses. In the structure of this invention the stresses are received by the railway tank car shell which acts as a column. In supporting the load, the shell of the tank car of the present invention functions as a beam.

Referring now to Figure 3, the arrows A indicate generally the impact stresses that are applied to the draft gear attachment assembly. These forces are transmitted by the draft gear attachment assembly to the base plate 14. The base plate takes a portion of the forces and distributes a portion to the tank car. Another portion is carried to the saddle plate 63 and into the tank shell. The magnitude of the stresses in the tank shell as a result of the impact force is dependent upon the position of the longitudinal axis in relation to the line of impact. The spaced relationship of the longitudinal axis from the line of impact results in a certain amount of eccentricity in the system, since the applied force to the draft gear is at a lower point than the longitudinal axis of the tank shell. The base plate reduces such eccentricity by lowering the center of gravity of the tank, and receiving part of the impact force itself. The base plate further prevents buckling of thetank due to the tendency of the draft sill to kick up caused by the eccentricity of the car, by reinforcing the shell longitudinally along the center line of the bottom. Specifications for railway freight cars stipulate a limit of end load ratio, due to eccentricity. This factor, used in determining stresses, must be less than 0.05. The construction disclosed herein is well within this limitation. The base plate, because it reinforces the tank shell, allows the tank to be constructed of metal of a reduced thickness.

In assembling the railway tank car disclosed herein, the draft sills are first welded to the reinforcing base plate. The forward abutment 36, together with the bars 35 and cleats 38, are mounted thereon. Also, the face plate 30 and its supporting'base and bracket are secured to the draft sills. This entire unit is then mounted on the tank car by welding the reinforcing base plate thereto along its entire length. The flat portion 24 of the upper flange 22 of the draft sills permits access to theends of the base plate so that they can be welded to the tank. This forms an end seal which is necessary to prevent foreign material from lodging between the base plate and the tank. The center filler subassembly, including the rearward abutments 40, channels 43, pin guide 53, and bottom cover plate 54, are mounted as a unit between the draft sills. The subassembly is welded to the draft sills in slot 48, and at the lower portion of the draft sills between the toe of the channel 43 and the heel 55 of the draft sills. Channels 43 are welded at their ends 52 to the draft sills and at their upper edges 51 to the base plate. Saddle plates 63 are welded to the tank and to the base plate. The remaining parts of the body bolster, including the web plate 61 and the side plate 62, and bottom plate 64, are formed as a unit, as shown in Figure 8, and secured to the saddle plates and draft sills.

A platform 80 is provided at each end of the car which allows a trainman safely to cross from one side to the other. The platform at one end of the car is used in operating the handbrake 81. These platforms also provide a means of attaching brackets to support the uncoupling device handles and safety appliances such as sill steps and handholds.

The platforms consist of a metal grating supported in a frame which is securely welded to the top of the draft sill 21. Pipe railings 83 extend across the car along one edge of each of these platforms for the safety of trainmen.

A platform 84 is provided on top of the tank for use while operating the tank fittings. This platform is reached by means of a ladder 85 on each side of the car. The stiles of these ladders, extend above the platform and bent, form part of the safety railing which encloses the entire operating area.

By eliminating an expansion dome and providing for expansion space within the tank shell, no large openings are required in the tank. This is an important factor in designing a tank car without an underframe in order that the strength of the tank shell as a beam is not disturbed by such large openings. The openings that are provided for the tank fittings are reinforced by the use of saddle rings which provide for continuity of the inertia section of the shell from end to end.

The fittings that are applied consist of a manway cover 91 for access into the tank or for loading if so desired, which is provided with a safety feature that prevents its being opened so long as any pressure exists within the tank. A specially designed siphon and air vent device 92 is applied near the manway opening. This design is such that the valves are built into a unit which provides a protective housing for them. This permits loading or unloading without opening the tank and without the use of a bottom outlet valve 93.

This design of car, without an underframe, allows the outlet nozzle 93 at the bottom of the tank to be reduced in length, being only long enough for attaching a threaded coupling on a hose to take the discharge to a storage tank. This is a decided advantage over a car with an underframe in that the outlet is much less susceptible to breakage either in derailment or from being hit by some object. The safety valves 97 are mounted on top of the tank at some distance from the safety platform in case they should open while workmen are operating the fittings.

With this group of fittings the car has maximum flexibility in that it can be used where several different types of cars are now required. For instance, the present general service car which handles flammable liquids,

lubricating oils, and many other non-corrosive materials,-

now requires a bottom outlet or siphon pipe and air vent with safety valves. The present requirements for cars handling acids, prohibit the use of a bottom outlet, but does permit the car to be unloaded through a siphon pipe. This car meets this requirement merely by removing the outlet valve unit and replacing it with a blind flange. The acid cars require the use of safety vents which may be substituted for the safety valves. The car disclosed herein may be rubber lined for products such as muriatic acid, ferric chloride, etc. Insulation may be added to the tank for products where evaporation should be prevented. It may be also used fro the low pressure compressed gases when provided with insulation and when the bottom outlet is removed.

The design of structure herein provides a car for the transportation of 'many different products which would otherwise require several different types of tank cars. In addition to the flexibility of this car, the fact that access from the ground directly to the operating platform where the fittings are located is not only safer, but far more convenient. On conventional tank cars equipped with running boards, it is necessary to climb on the end of the car, walk along a narrow running board to the center and climb the ladder to the point Where the fittings are located. In the present device, if it is necessary for a man to go underneath the car, such as to connect the bottom outlet, there is no running board and underframe structure to interfere.

The wide flexibility of this design eliminates expensive alterations required to transfer from one commodity service to another, and even can be used for some commodities Where a different classification car would now be necessary to meet regulations.

In the drawing and specification, there has been set forth a preferred embodiment of the invention, and although specific terms are employed, they are used in a generic and descriptive sense only and not for purposes of limitation. 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. In a railway car, a metal tank in the form of a selfsupporting horizontal cylindrical shell, a reinforcing base plate extending the length of said metal tank at its bottom, saddle plates extending around a portion of the periphery of said tank, said saddle plates integrally secured to said base plate and tank to form a continuous cradle for said tank, a pair of draft sills mounted on said base plate and spaced apart a distance sufiicient to receive a draft gear therebetween, forward and rearward abutment members for the draft gear secured to said draft sills for taking the reaction forces of said draft gear and distributing the same into said tank through said base and saddle plates.

2. In a railway car, a metal tank in the form of a selfsupporting horizontal cylindrical shell, a reinforcing base plate extending the length of said metal tank at its bottorn, saddle plates extending beyond said base plate around a portion of the periphery of said tank, said saddle plates integrally secured to said base plate and tank to form a continuous cradle for said tank, a body bolster adjacent an end of the tank, a pair of draft sills mounted on said base plate and spaced apart a distance sufiicient to receive a draft gear therebetween, said draft sills extending toward the middle of the tank to a point inward of the body bolster and less than the middle of the tank, forward and rearward abutment members for the draft gear secured to said draft sills, and members for securing said abutment members to said draft sills for taking the reaction forces of said draft gear and distributing the same into said tank through said base and saddle plates.

3. In a railway car, a metal tank in the form of a selfsupporting horizontal cylindrical shell, a reinforcing base plate extending the length of said metal tank at its bottom, saddle plates extending around a portion of the periphery of said tank secured to said base plate and tank, and a combination draft gear attachment and body bolster assembly mounted on said reinforcing base plate, said assembly including draft sills having an upper flange with a portion under said tank formed in the configuration of the tank and fastened to said base plate extending in wardly of said saddle plates, and a flat portion extending beyond said tank, said saddle plates distributing the reaction forces received from the draft sills into said tank.

4. In a railway car, a metal tank in the form of a selfsupporting horizontal cylindrical shell, saddle plates extending around a portion of the periphery of said tank, said saddle plates integrally secured to said tank and forming a cradle therefor, a pair of draft sill members connected to said tank and spaced apart a distance suflicient to receive a draft gear therebetween, said draft sills extending inwardly of and connected to said saddle plates, forward and rearward abutment members for the draft gear connected to said draft sills for taking the reaction forces of the draft gear and distributing the same into said tank through said draft sills and saddle plates.

5. In a railway car of claim 4, body bolster members connected to said draft sills and said saddle plates for transmitting the vertical loads imparted to said body bolster members into said tanks.

References Cited in the file of this patent UNITED STATES PATENTS 846,646

UNITED STATES PATENT OFFICE OERTIFICATE OF CORRECTION Patent No., 2,907,284 October 6, 1959 Clyde Folmsbee It is herebj certified that error appears in the-printed specification of the above numbered patent requiring correction and that the said Letters Patent should read as corrected below.

Column 2, line 14, for "space" read shape column 5, line 4, for "fro" read for Signed and sealed, this 29th day of March 1960:

SEAL) Attest:

KARL o AXLINE Attesting Officer ROBERT C. WATSON Commissioner of Patents