US3528375A

US3528375A - Railway tank car bodies

Info

Publication number: US3528375A
Application number: US635581A
Authority: US
Inventors: George Trausch
Original assignee: General American Transportation Corp
Current assignee: General American Transportation Corp
Priority date: 1967-05-02
Filing date: 1967-05-02
Publication date: 1970-09-15
Anticipated expiration: 1987-09-15

Description

United States Patent [72] Inventor George Trausch 3,326,141 6/1967 Graves.

Masury, Ohio 3,379,478 4/1968 Aller et al. [21] Appl. No. 635,581 3,390,644 7/1968 Krauskopf. [22] Filed May 1967 Prima Examiner-Arthur L. La Point [45] patfimed Sept Assistzzt Examiner-Richard A. Bertsch [73] Asslgnee General mencan Transportanon Attorney-Prangley, Clayton, Muller, Dithmar and Vogel Corporation Chicago, Illinois a corporation of New York ABSTRACT: A railway tank car body adapted to contain at [54] RAILWAY TANK CAR BODIES different times two non-compatible liquid ladings; a liquid-im- 9 Claims 7 Drawing Figs perv ous flexible diaphragm of cup-shaped form arranged within the body, and sealed thereto around the peripheral [52] US. Cl. 105/358 thereof to divide the-interior of the body into complementary [5 1] Int. Cl B611] 5/00, liquid lading compartments respectively disposed on opposite 3 sides of the diaphragm, the diaphragm being readily reversible [50] Field ofsearch 105/358, upon itself and thus selectively movable between first and 376 second positions within and in contact with the body to minimize the volume of a first of the liquid lading compart- [56] References C'ted ments and to maximize the volume of a second of the liquid UNITED STATES PATENTS lading compartments, first and second inlet connectors com- 2,620,748 12/1952 Shields. municating respectively with the liquid lading compartments, 2,758,747 8/1956 Stevens and first and second outlet connectors communicating respec- 3.277,842 10/1966 Schwartz et a1. tively with the liquid. lading compartments.

Patented Sept. 15, 1970 3,528,375

" Sheet g of 3 stones mAuscu Patented Sept. 15, 1970 3 off) Sheet FIG. 7

FIG. 6'

RAILWAY TANK CAR BODIES The present invention relates to a railway tank car body of elongated longitudinally extending hollow form and supported with its longitudinal axis in a substantially horizontal position and adapted to contain at different times two non-compatible liquid ladings, wherein the body contains a liquid-impervious flexible diaphragm of cup-shaped form including a substantially cylindrical side wall having an open end and a generally disk-like end wall, and facility for sealing in liquid-tight relation an upstanding annular portion of the side wall disposed adjacent to the open end thereof to a central section of the body so as to divide the interior of the body into complementary liquid lading compartments respectively disposed on opposite sides of the diaphragm, the diaphragm being readily reversible upon itself and thus selectively movable between two positions within the body, whereby the diaphragm in each one of its respective positions defines a corresponding one of the liquid lading compartments each having a volume substantially equal to that of the interior of the body.

It is the general object of the invention to provide a railway tank car body of the character described that is of improved and simplified construction and arrangement.

Another object of the invention is to provide a railway tank car body of the character described that is also of strong rigid construction and further comprising a pair of longitudinally aligned stub draft sills respectively arranged below the opposite ends of the body and respectively rigidly secured thereto so that the draft forces applied between the stub draft sills are transmitted through the body, without the necessity of the usual car underframe.

- A further object of the invention is to provide a railway tank car body of the character described and further comprising a pair of inlet connectors respectively carried by two longitudinally spaced-apart upper portions of the body and respectively communicating with the two liquid lading compartments, and a pair of outlet connectors respectively carried by two longitudinally spaced-apart lower portions of the body and respectively communicating with the two liquid lading compartments.

A further object of the invention is to provide a railway tank car body of the character described and further comprising a pair of upstanding tubular structures respectively carried by two longitudinally spaced-apart upper portions of the body and respectively communicating with the two liquid lading compartments and respectively defining manways thereinto,

and a pair of covers respectively carried by the tubular structures, wherein each of the covers is selectively movable between open and closed positions with respect to the associated tubular structure.

A still further object of the invention is to provide a railway tank car body of the character described, wherein the flexible diaphragm in each of its positions is supported substantially throughout the entire area thereof by the adjacent portion of the interior surface of the body so that each of the liquid lading compartments has a volume that is substantially equal to that of the entire interior of the body and so that there is no danger of rupturing the diaphragm by hydraulic pressure in either one of its supported positions.

Further features of the invention pertain to the particular arrangement of the elements of the railway tank car body, whereby the above-outlined and additional operating features thereof are attained.

The invention, both as to its organization and method of operation, together with further objects and advantages thereof, will best be understood by reference to the following specification, taken in connection with the accompanying drawings, in which:

FIG. 1 is a side elevational view of a railway tank car provided with a body embodying the present invention;

FIG. 2 is a diagrammatic longitudinal sectional view of the body of the railway tank car;

FIG. 3 is a diagrammatic lateral sectional view of the body of the railway tank car;

FIG. 4 is a greatly enlarged longitudinal sectional view of the central bottom portion of the body of the railway tank car, this view being taken in the direction of the arrows along the line 4-4 in FIG. 3;

5 FIG. 5 is a greatly enlarged cross-sectional view of the flexible diaphragm that is arranged within the body of the railway tank car, as shown in FIG. 4, and dividing the interior thereof into complementary liquid lading compartments;

. FIG. 6 is an enlarged longitudinal sectional view of the upper right-hand portion of the body of the railway tank car, as shown in FIG. 1, and illustrating the constructional details of the manway provided into the upper right-hand portion of the corresponding liquid lading compartment defined in the body thereof; and

FIG. 7 is an enlarged longitudinal sectional view of the lower right-hand portion of the body of the railway tank car, as shown in FIG. 1, and generally illustrating the outlet valve communicating with the lower right-hand portion of the corresponding liquid lading compartment defined in the body thereof.

Referring now to FIG. 1 of the drawings, there is illustrated a railway tank car comprising a body 21 of elongated longitudinally extending hollow form and embodying the features of the present invention; which body 21 is supported with its longitudinal axis in a substantially horizontal position and is adapted to contain and to transport, at different times, two non-compatible liquid ladings, as explained more fully hereinafter. More particularly, as also shown in FIGS. 2, 3 and 4, the body 21 comprises an upstanding substantially ringshaped central section 22, and a pair of substantially

cylindrical end sections

23 and 24 respectively positioned on opposite sides of the central section 22 and disposed in substantial longitudinal alignment with respect to each other, the inner ends of the

end sections

23 and 24 being respectively sealed in liquid-tight relation, as by welding, to the opposite sides of the central section 22. Also, the body 21 comprises a pair of

upstanding headers

25 and 26 respectively positoned adjacent to the respective outer end of the

end sections

23 and 24 and respectively sealed, as by welding, in liquid-tight relation thereto. In the construction of the body 21, the

elements

22, 23, 24, 25 and 26 are formed of a suitable gauge of low carbon steel, whereby the body 21 is of strong rigid construction, as explained more fully hereinafter.

Again referring to FIG. 1, the railway tank car 20 further comprises a pair of longitudinally aligned stub draft sills 27 and 28 respectively arranged below the

end sections

23 and 24 and respectively rigidly secured thereto, as by welding, the

jecting longitudinally outwardly beyond the respective ones of the

end sections

23 and 24, as well as longitudinally outwardly beyond the respectively adjacent ones of the

headers

25 and 26. The extreme outer ends of the stub draft sills 27 are hollow and are adapted respectively to receive a pair of draft gears, not shown, in the usual manner. Also, the railway tank car 20 comprises a pair of longitudinally spaced-apart and laterally extending

body bolsters

29 and 30 rigidly secured to the intermediate portions of the corresponding ones of the stub draft sills 27 and 28. The top of the body bolster 29 is rigidly secured, as by welding, to an adjacent saddle plate structure 31 that receives the adjacent lower outer end portion of the end section 23; which saddle plate structure 31 is rigidly secured, as by welding, to the adjacent portion of the end section 23 received thereby. Similarly, the top of the body bolster 30 is rigidly secured, as by welding, to an adjacent saddle plate structure 32 that receives the adjacent lower outer end portion of the end section 24; which saddle plate structure 32 is rigidly secured, as by welding, to the adjacent portion of the end section 24 received thereby. The bottom central portion of the body bolster 29 is pivotally connected by a kingpin, not shown, to the truck bolster of an associated wheeled truck 33; and similarly, the bottom central portion of the body bolster '30 is pivotally connected by a kingpin, not shown, to the truck bolster of an associated wheeled truck 34. Of course, the

outer ends of the stub draft sills 27 and 28 respectively

prowheeled trucks

33 and 34 support the opposite ends of the railway tank car upon a cooperating railway track, in the usual manner. Further, the stub draft sill 27 and the body bolster 29 carry an end platfonn 35 at the adjacent end of the body 21 and extending about the header and similarly, the stub draft sill 28 and the body bolster carry an end platform 36 at the adjacent end of the body 21 and extending about the header 26.

The opposite top sides of the body 21 carry a pair of longitudinally extending runways, only one of which is indicated at 37; and the central portions of the runways are accessible via a pair of upstanding ladders, only one of which is indicated at 38. Specifically, the ladder 38 is carried by the central portion of the runway 37 rendering the same accessible from the ground adjacent to the central portion of the corresponding side of the body 21; and similarly, the ladder, not shown, that is arranged on the outer side of the body 21 is carried by the central portion of the runway, not shown, rendering the same accessible from the ground adjacent to the central portion of the corresponding side of the body 21, Furthermore, the opposite ends of the pair of runways mentioned carry a pair of upstanding substantially U-shaped

guard rails

39 and 40 that are rigidly secured thereto for the protection of a trainman when he is on top of the body 21. Specifically, the upstanding guard rail 39 is positioned above the corresponding end section 23 of the body 21, while the upstanding guard rail 40 is positioned above the corresponding end section 24 of the body 21.

In view of the foregoing, it will be understood that the

elements

22, 23, 24, 25 and 26 of the body 21 are formed of strong rigid material for the purpose of rendering strong and rigid the body 21 so that the draft forces exerted between the stub draft sills 27 and 28 are transmitted through the

elements

23, 22 and 24. By virtue of the circumstance that the railway tank car 20 is not provided with the usual car underframe, the omission of the car underframe in the railway tank car 20 contributes to economy of manufacture and is, in no way, necessary, since the body 21 is of strong rigid construction and arrangement, as noted above. Specifically, it will be appreciated that the draft forces are transmitted from the stub draft sill 27 directly into the end section 23 and into the body bolster 29 and therefrom via the saddle plate structure 32 into the end section 23. In a similar manner, the draft forces are transmitted from the stub draft sill 28 directly into the end section 24 and into the body bolster 30 and therefrom via the saddle plate structure 32 into the end section 24. Of course, the draft gears, not shown, respectively provided in the hollow outer ends of the stub draft sills 27 and 28 minimize the transmission of longitudinal shocks to the stub draft sills 27 and 28, in the usual manner.

Again referring to FIGS. 2, 3 and 4, the body 21 further comprises a liquid-impervious flexible diaphragm 50 of cupshaped form including a substantially cylindrical side wall 51 having an open end and a generally disk-like end wall 52; which diaphragm 50 is arranged within the body 21 and sealed in liquid-tight relation at an upstanding annular portion of the side wall 51 disposed adjacent to the open end thereof to the central section 22, so as to divide the interior of the body 21 into complementary

liquid lading compartments

53 and 54 respectively disposed on opposite sides of the diaphragm 50, the diaphragm 50 being readily reversible upon itself, as indicated in FIG. 4, and thus selectively movable between first and second positions within the body 21. When the diaphragm 50 occupies a first of its positions, as shown in FIG. 2, and as illustrated in solid lines in FIG. 4, the side wall 51 and the end wall 52 respectively engage a first of the end sections 23 and a first of the headers 25 so as to minimize the volume of a first of the liquid lading compartments 53 and so as to maximize the volume of a second of the liquid lading compartments 54. On the other hand, when the diaphragm 50 occupies a second of its positions, as illustrated in broken lines in FIG. 4, the side wall 51 and the end wall 52 respectively engage a second of the end sections 24 and a second of the headers 26, so as to minimize the volume of the second liquid lading compartment 54 and so as to maximize the volume of the first liquid lading compartment 53.

As best shown in FIGS. 2 and 4, the central interior portion of the central section 22 has an upstanding annular recess or groove 55 formed therein into which the side wall 51 of the diaphragm 50, adjacent to the open end thereof, is arranged; whereby the previously mentioned upstanding annular portion of the side wall 51 is disposed within the recess 55. This annular portion of the side wall 51 is retained in place and sealed in liquid-tight relation to the central section 22, as previously noted, by a sealing bar 56 arranged within the recess 55 in overlying relation with respect to the adjacent annular portion of the side wall 51 of the diaphragm 50. More particularly, the annular sealing bar 56 is formed in a plurality of sections, three being indicated, for the purpose of accommodating ready assembly thereof into a continuous annular ring in overlying relation with respect to the adjacent annular portion of the side wall 51 of the diaphragm 50; and the three sections mentioned of the annular sealing bar 56 are suitably secured in place by a plurality of screws 57 extending throughout a plurality of openings respectively provided in the sections of the sealing bar 56 and received in a corresponding plurality of threaded holes provided in the adjacent annular portion of the interior surface of the central section 22.

More particulary, when the diaphragm 51 occupies its first position, the side wall 51 and the end wall 52 respectively engage the first end section 23 and the header 25, and, of course, the side wall 51 disposed adjacent to the sealing bar 56 overlies the adjacent interior portion of the central section 22, as clearly shown in solid lines in FIG. 4. On the other hand, when the diaphragm 50 occupies its second position, the side wall 51 and the end wall 52 respectively engage the second end section 24 and the header 26; and, of course, the side wall 51 disposed adjacent to the sealing bar 56 overlies the adjacent interior portion of the central section 22, as clearly indicated in broken lines in FIG. 4. Further, it will be appreciated that when the diaphragm 50 occupies its first position, as shown in solid lines in FIG. 4, the side wall 51 uncovers the sealing bar 56, so that the sealing bar 56 is thus arranged within the second liquid lading compartment 54. On the other hand, when the diaphragm 50 occupies its second position, as indicated in broken lines in FIG. 4, the side wall 51 overlies the sealing bar 56 so as to exclude the sealing bar 56 from the first liquid lading compartment 53.

Thus, it will be understood that when the diaphragm 50 occupies its first position, the effective volume of the second liquid lading compartment 54 is substantially equivalent to the volume of the entire interior of the body 21 and the diaphragm 50 is supported substantially entirely throughout the total area thereof so that there is no danger of rupturing the same by hydraulic pressure resulting from the second liquid lading contained in the second liquid lading compartment 54. On the other hand, when the diaphragm 50 occupies its second position, the effective volume of the first liquid lading compartment 53 is substantially equivalent to the volume of the entire interior of the body 21 and the diaphragm 50 is supported substantially entirely throughout the total area thereof so that there is no danger of rupturing the same by hydraulic pressure resulting from the first liquid lading contained in the first liquid lading compartment 53.

Also, the body 21 comprises a first inlet connector 61 carried by the upper portion of the first end section 23 adjacent to the junction of the outer end thereof with the header 25; which first inlet connector 61 may essentially comprise a tube arranged in a cooperating opening provided in the outer end portion of the first end section 23 and sealed thereto in liquidtight relation, as by welding, and thus communicating with the first liquid lading compartment 53 and accommodating the filling thereinto of the first liquid lading. As shown in FIG. 1, the first inlet connector 61 removably carries a cooperating manually operable inlet valve 62 that may be of any suitable conventional construction and selectively operative between open and closed positions, in the usual manner. Also, the body 21 comprises a first outlet connector 63 carried by the lower portion of the first end section 23 adjacent to the junction of the inner end thereof with the .central section 22; which first outlet connector 63 may essentially comprise a ring arranged in surrounding relation with a cooperating hole provided in the inner end portion of the first end section 23 and sealed thereto in liquid-tight relation, as by welding, and thus communicating with the first liquid lading compartment 53 and accommodating the emptying therefrom of the first liquid lading. As shown in FIG. 1, the first outlet connector 63 removably carries a cooperating manually operable outlet valve 64 that may be of any suitable conventional construction and selectively operative between open and closed positions; in the usual manner.

Also, the body 21 comprises a second inlet connector 65 carried by the upper portion of the second end section 24 adjacent to the junction of the outer end thereof with the header 26; which second inlet connector 65 may essentially comprise a tube arranged in a cooperating opening provided in the outer end portion of the second end section 24 and sealed thereto in liquid-tight relation, as by welding, and thus communicating with the second liquid lading compartment 54 and accommodating the filling thereinto of the second liquid lading. As shown in FIG. 1, the second inlet connector 65 removably carries a cooperating manually operable inlet valve 66 that may be of any suitable conventional construction and selectively operative between open and closed positions, in the usual manner. Also, the body 21 comprises a second outlet connector 67 carried by the lower portion of the second end section 24 adjacent to the junction of the inner end thereof with the central section 22; which second outlet connector 67 may essentially comprise a ring arranged in surrounding relation with a cooperating hole provided in the inner end portion of the second end section 24 and sealed thereto, in liquid-tight relation, as by welding, and thus communicating with the second liquid lading compartment 54 and accommodating the emptying therefrom of the second liquid lading. As shown in FIG. 1, the second outlet connector 67 removably carries a cooperating manually operable outlet valve 68 that may be of any suitable conventional construction and selectively operative between open and closed positions, in the usual manner.

In order to prevent any possible damage to the side wall 51 of the diaphragm 50 when it occupies its first position, as shown in full lines in FIG. 4, the inlet connector 61 and the outlet connector 63 are preferably provided with suitable guards, which may be substantially identical; and in order to prevent any possible damage to the side wall 51 of the diaphragm 50 when it occupies its second position, as shown in broken lines in FIG. 4, the inlet connector 65 and the outlet connector 67 are preferably provided with suitable guards, which may be substantially identical. For example, the outlet connector 67 is provided with the guard 70, as shown in FIGS. 4 and 7, for preventing damage to the side wall 51 of the diaphragm 50, as noted above. As best shown in FIG. 7, the guard 70 essentially comprises a sheet metal construction that is substantially of cup-shaped form and including a perforated bottom wall 71, a substantially cylindrical side wall 72 and a substantially annular flange 73. In the arrangement, the cylindrical side wall 72 of the guard 70 is supported in an annular opening formed through the central portion of the ring-shaped outlet connector 67, with the bottom wall 71 disposed in a position substantially flush with the interior surface of the end section 24, and with the annular flange 73 in clamped relation between the outer surface of the outlet connector 67 and the inner surface of the body of the outlet valve 68. As illustrated, a downwardly extending annular sealing ring 75 is carried by the outlet connector 67 and projects into a cooperating annu-- largroove 76 formed in the inner surface of the body of the outlet valve 68 with a sealing gasket 77 therebetween. Also, as illustrated, the body of the outlet valve 68 is removably secured to the outlet connector 67 by a plurality of threaded studs 78 carrying cooperating nuts 79; whereby the outlet valve 68 is detachably secured to the outlet connector 67 in liquid-tight relation therewith, with the guard 70 in supported position within the annular opening provided through the central portion of the outlet connector 67, as previously noted.

The construction of the guard, not shown, that is operatively associated with the outlet connector 63 may be identical to that of the outlet guard 70 operatively associated with the outlet connector 67, as described above. Also, the guards, not shown, respectively operatively associated with the

inlet connectors

61 and 65 may be of identical construction with respect to each other, and may be substantially identical in construction to that of the guard 70, as described above.

In view of the foregoing, it will be appreciated that with the first inlet valve 62 in its open position and with the first outlet valve 64 in its closed position, the first liquid lading may be introduced through the first inlet valve 62 into the first liquid lading compartment 53 so as to cause the diaphragm 50 to move by virtue of the hydraulic pressure of the first liquid lading from its first position, as illustrated in solid lines in FIG. 4, toward its second position, as illustrated in broken lines in FIG. 4. However, in order that the diaphragm 50 may be moved by the hydraulic pressure of the first liquid lading in the first liquid lading compartment 53 completely into its second position, the second outlet valve 68 must be operated into its open position to permit the air contained in the second liquid lading compartment 54 to be discharged to the atmosphere.

Also, it will 'be understood that with the second inlet valve 66 in its open position and with the second outlet valve 68 in its closed position, the second liquid lading may be introduced through the second inlet valve 66 into the second liquid lading compartment 54 so as to cause the diaphragm 50 to move by virtue of the hydraulic pressure of the second liquid lading from its second position, as illustrated in broken lines in FIG. 4, toward its first position, as illustrated in full lines in FIG. 4. However, in order that the diaphragm 50 may be moved by the hydraulic pressure of the second liquid lading in the second liquid lading compartment 54 completely into its first position, the first outlet valve 64 must be operated into its open position to permit the air contained in the first liquid lading compartment 53 to be discharged to the atmosphere.

For the purpose of discharging to the atmosphere the air contained in the second liquid lading compartment 54, incident to filling of the first liquid lading into the first liquid lading compartment 53, it is recommended that the second inlet valve 66 be operated into its open position, together with operation into its open position of the second outlet valve 68, as described above, so that the air contained in the second liquid lading compartment 54 may be discharged to the atmosphere via both of the valves 66 and 68, thereby to prevent any possibility of there being any substantial air trapped in the second liquid lading compartment 54 during filling of the first liquid lading into the first liquid lading compartment 53 and thereby to insure utilization of the maximum volume of the first liquid lading compartment 53 incident to the loading thereinto of the first liquid lading.

For the purpose of discharging to the atmosphere the air contained in the first liquid lading compartment 53, incident to filling of the second liquid lading into the second liquid lading compartment 54, it is recommended that the first inlet valve 62 be operated into its open position, together with operation into its open position of the first outlet valve 64, as described above, so that the air contained in the first liquid lading compartment 53 may be discharged to the atmosphere via both of the valves 62 and 64, thereby to prevent any possibility of there being any substantial air trapped in the first liquid lading compartment 53 during filling of the second liquid lading into the second liquid lading compartment 54 and thereby to insure utilization of the maximum volume of the second liquid lading compartment 54 incident to the loading thereinto of the second liquid lading.

[n.order to effect draining of the first liquid lading from the first liquid lading compartment 53, the outlet valve 64 is first operatively connected via a hose, not shown, to the container into which the first liquid lading is to be emptied, the first outlet valve 64 is then operated into its open position, and the first inlet valve 62 is then operated into its open position. After complete draining of the first liquid lading from the first liquid lading compartment 53, the first outlet valve 64 is operated back into its closed position, the associated hose is removed therefrom, and the first inlet valve 62 is operated back into its closed position. In order to insure complete draining of the first liquid lading from the first liquid lading compartment 53, the bottom portion of the end section 23 is pitched longitudinally downwardly from the header toward the first outlet connector 63 at a suitable slope, such, for example, as 7%" per l2" of longitudinal run, as indicated in FIG. 2.

In order to effect draining of the second liquid lading from the second liquid lading compartment 54, the outlet valve 68 is first operatively connected via a hose, not shown, to the container into which the second liquid lading is to be emptied, the second outlet valve 68 is then operated into its open position, and the second inlet valve 66 is then operated into its open position. After complete draining of the second liquid lading from the second liquid lading compartment 54, the second outlet valve 68 is operated back into its closed position, the associated hose is removed therefrom, and the second inlet valve 66 is operated back into its closed position. In order to insure complete draining of the second liquid lading from the second liquid lading compartment 54, the bottom portion of the end section 24 is pitched longitudinally downwardly from the header 26 toward the second outlet connector 67 at a suitable slope, such, for example, as /s" per 12" of longitudinal run, as indicated in FIG. 2.

Further, the body 21 comprises a first upstanding tubular structure 81 carried by the upper portion of the first end section 23 adjacent to the junction of the inner end thereof with the central section 22, and sealed in liquid-tight relation to the first end section 23 and communicating with the first liquid lading compartment 53 and defining a manway therethrough into the first liquid lading compartment 53 when the diaphragm 50 occupies its second position, as shown in broken lines in FIG. 4. Similarly, the body 21 comprises a second upstanding tubular structure 82 carried by the upper portion of the second end section 24 adjacent to the central section 22 and sealed in liquid-tight relation to the second end section 24 and communicating with the second liquid lading compartment 54 and defining a manway therethrough into the second liquid lading compartment 54 when the diaphragm 50 occupies its first position, as shown in solid lines in FIG. 4. The two upstanding tubular structures 81 and 82 respectively carry two covers 91 and 92 upon the upper ends thereof, each of which covers 91 and 92 is selectively movable between closed and open positions with respect to the associated one of the upstanding tubular structures 81 and 82. Also, the covers 91 and 92 respectively carry

relief valves

101 and 102 and respectively communicating with the associated manways and respectively operative to relieve to the atmosphere undue high pressure of the gas in the associated ones of the liquid lading compartments 53 and S4. The organization of the elements 81, 91 and 101 and of the

elements

82, 92 and 102 will best be understood by reference to FIG. 6, wherein the details of the

elements

82, 92 and 102 are illustrated.

Referring now to FIG. 6, the lower end of the upstanding tubular structure 82 is arranged within an opening provided in the upper inner portion of the end section 24 and suitably secured in place, as by welding. Also, a substantially annular collar or ring 83 is arranged about the lower end of the upstanding tubular structure 82 at the junction thereof with the upper inner portion of the end section 24; which annular collar 83 is rigidly secured in place to the adjacent portions of the upstanding tubular structure 82 and of the end section 24. As illustrated, the manway 82a is provided through the upstanding tubular structure 82 into the second liquid lading compartment 54, when the diaphragm 50 occupies its first position, as shown in solid lines in FIG. 4. The cover 92 is pivotally mounted upon the upper portion of the upstanding tubular structure 82 by hinge mechanism, including first and

second hinge elements

84 and 85 respectively rigidly carried by the upstanding tubular structure 82 and the cover 92, and a cooperating pintle 86; which hinge mechanism is preferably of the general construction and arrangement of that disclosed in U.S. Pat. No. 3,197,06l, granted on July 27, 1965 to Charles T. Graves; whereby the cover 92 is selectively operative between its closed position, as illustrated in FIG. 6, and an open position disposed upwardly and to the right of its closed position.

Removably arranged within the upstanding tubular structure 82 is a guard to prevent damage to the side wall 51 of the diaphragm 50 when the diaphragm 50 occupies its second position, as illustrated in broken lines in FIG. 4. More particularly, the guard 110 comprises an upstanding cylindrical side wall 111, a perforated substantially disk-like bottom wall 1 12, and an outwardly directed substantially annular flange 113 surrounding the top of the side wall 1 11. The guard 110 is nor mally removably arranged within the upstanding tubular structure 82 with the bottom wall 112 thereof disposed in a position substantially flush with the adjacent top inner portion of the end section 24 and with the flange 113 arranged in overhanging relation with the extreme top end of the upstanding tubular structure 82. A sealing gasket 114 is carried by the undersurface of the flange 113 and directly engages the top of the upstanding tubular structure 82 when the guard 110 occupies its normal position within the upstanding tubular structure 82; and a sealing gasket 93 is carried by an annular portion of the lower surface of the cover 92 in cooperating relation with the upper surface of the annular flange 113 when the cover 92 occupies its closed position and the guard 110 is arranged within the upstanding tubular structure 82. More particularly, when the guard 110 is arranged within the upstanding tubular structure 82 and the cover 92 is in its closed position, as illustrated in FIG. 6, the sealing gasket 114 seals the space between the top of the upstanding tubular structure 82 and the lower surface of the annular flange 113 and the sealing gasket 93 seals the space between the lower surface of the cover 92 and the upper surface of the annular flange 113; whereby at this time, the cover 92 in its closed position hermetically seals the manway 820 defined within the upstanding tubular structure 82 against the atmosphere; and also, at this time, the cover 92 is restrained in its closed position by an associated latching mechanism indicated generally at 120. The latching mechanism 120 is selectively operative between latching and unlatching positions so as selectively to latch and to release the cover 92 when it occupies its closed position; and which latching mechanism 120 is preferably of the construction of that disclosed in the previously mentioned Graves patent.

The opposed interior portions of the side wall 111 of the guard 110 carry a pair of opposed handles, one of these handles being indicated at 115; which handles accommodate placement and removal of the guard 110 when the cover 92 occupies its open position. In order to prevent complete detachment of the guard 1 10 from the vicinity of the upstanding tubular structure 82, a flexible chain 116 is operatively connected between the handle 115 and a loop 94 affixed to the interior surface of the cover 92; which flexible chain 1 16 accommodates the removal of the guard 110 from the upstanding tubular structure 82 so as to unblock the manway 82a when it is necessary for a person to enter the interior of the second liquid lading compartment 54 with the diaphragm 50 in its first position, as illustrated in full lines in FIG. 4. However, the length of the flexible chain 116 is such that the guard 1 10 when it has thus been removed from the upstanding tubular structure 82 cannot be entirely displaced from the vicinity of the upstanding tubular structure 82, thereby to prevent loss of the guard 110 after it has been removed from the upstanding tubular structure 82. Also, a suitable liquid lading sampling device 117 is arranged in the interior of the guard 110, and is also connected by a suitable length of flexible chain 118 to the previously mentioned loop 94. Of course, the liquid lading sampling device 117 may be selectively placed and removed with respect to the second liquid lading carried in the second liquid lading compartment 54 when the cover 92 occupies its open position and after the guard 110 has been removed from the upstanding tubular structure 82; which utilization of the liquid lading sampling device 117 is well understood by those familiar with the operation of railway tank cars.

The cover 92 is upwardly and outwardly dished with respect to the adjacent top of the upstanding tubular structure 82 so as to provide a substantial dome 95 therein that is in open communication with the manway 82a provided in the upstanding tubular structure 82 when the cover 92 occupies its closed position. The body of the relief valve 102 is suitably removably secured in place in a cooperating opening provided in the top of the cover 92 and the bottom of the body of the relief valve 102 is in open communication with the dome 95; whereby the relief valve 102 operates in a conventional manner to relieve the pressure in the communicating second liquid lading compartment 54 in the event of undue pressure therein, as the result of volatile gases escaping from the second liquid lading contained in the second liquid lading compartment 54. The construction and arrangement of the relief valve 102 may be entirely conventional, since these details form no part of the present invention.

Of course, it will be appreciated that the provision of the manway 82a through the upstanding tubular structure 82 permits a person to enter the second liquid lading compartment 54 when the diaphragm 50 occupies its first position, as illustrated in solid lines in FIG. 4; whereby the arrangement accommodates inspection and cleaning of the second liquid lading compartment 54, in the usual manner.

Considering in greater detail the construction and arrangement of the flexible diaphragm 50, it is noted that the same is formed essentially of a synthetic organic resin that is characterized by chemical stability and long life and that is highly resilient to chemical attack by the first and second liquid ladings that are carried at different times in the respective first and second liquid lading compartments 53 and 54. Referring more particularly to FIG. 5, it will be observed that the diaphragm 50 is of multi-ply construction, including two outer layers or plies 50a and 50b and an intermediate bonding layer 50c securing together the outer plies 50a and 50b. For example, the outer layer 5011 may consist essentially of neoprene, the outer layer 50b may consist essentially of Perbunan, and the intermediate layer 50c may comprise l-lycar rubber cement or adhesive that consists essentially of copolymers of butadiene and acrylonitrile. Also, in certain cases involving particular liquid ladings, the one or both of the outer plies 50a and 50b may be formed of a suitable polysulfide rubber, known as a Thiokol". More particularly, the composition of a particular ply of the composite diaphragm 50 is selected in view of the specific chemical that comprises the contacting liquid lading in the corresponding liquid lading compartment; and in passing, it is mentioned that ordinarily normal rubber is avoided in the construction of the diaphragm 50 by virtue of the circumstance that it usually possesses the undesirable characteristic of swelling in contact with a wide variety of hydrocarbon solvents.

In still other cases, where the particular liquid ladings that are carried in the corresponding liquid lading compartments permit, it is satisfactory merely to form the diaphragm of a single layer of a suitable synthetic organic resin, such as Perbunan and then provide the opposite sides thereof with resin coatings of appropriate thicknesses in order to improve the chemical resistance thereof to attack by the particular liquid ladings involved. The details of other suitable arrangements of the diaphragm 50 are not described in the interest of brevity, since this chemistry is well-known to those engaged in manufacturing rubber products of this character.

In view of the foregoing, it will be understood that the railway tank car body 21 is of advantageous .construction and ar rangement, since it is altogether practical to employ the railway tank car in traffic involving the shipment of two different and non-compatible liquid ladings between two given locations, without contact of either one of the liquid ladings with the other, and without the necessity of cleaning the respective liquid lading compartments, except periodically, and as may be otherwise required. This feature of the railway tank car body 21 is very advantageous as it prevents the usual returns in one direction without a lading. in other words, the railway tank car body 21 may be utilized to ship noncompatible liquid ladings in the opposite directions involved, without danger of one liquid lading contaminating the other or of undesirable chemical reactions between the two chemically reactive liquid ladings, as will be apparent to those familiar with such chemical reactions; whereby the utilization of the railway tank car body 21 materially contributes to economy in the shipment of such non-compatible liquid ladings.

While there has been described what is at present considered to be the preferred embodiment of the invention, it will be understood that various modifications may be made therein.

1 claim:

1. A railway tank car body of elongated longitudinally extending hollow form and supported with its longitudinal axis in a substantially horizontal position and adapted to contain at different times two non-compatible liquid ladings; said body comprising an upstanding substantially ring-shaped central section, a pair of substantially cylindrical end sections respectively positioned on opposite sides of said central section and disposed in substantial longitudinal alignment with respect to each other, the inner ends of said end sections being respectively sealed in liquid-tight relation to the opposite sides of said central section, a pair of upstanding headers respectively positioned adjacent to the opposite outer ends of said end sections and respectively sealed in liquid-tight relation thereto, a liquid-impervious flexible diaphragm arranged within said body, said diaphragm being of cup-shaped form including a substantially cylindrical side wall having an open end and a generally disk-like end wall, means for scaling in liquid-tight relation an upstanding annular portion of said side wall disposed adjacent to the open end thereof to said central section so as to divide the interior of said body into complementary liquid lading compartments respectively disposed on opposite sides of said diaphragm, said diaphragm being readily reversible upon itself and thus selectively movable between first and second positions within said body, said side wall and said end wall respectively engaging a first of said end sections and a first of said headers when said diaphragm occupies its first position so as to minimize the volume of a first of said liquid lading compartments and to maximize the volume of a second of said liquid lading compartments, said side wall and said end wall respectively engaging a second of said end sections and a second of said headers when said diaphragm occupies its second position so as to minimize the volume of said second liquid lading compartment and to maximize the volume of said first liquid lading compartment, a first inlet connector carried by the upper portion of said first end section and sealed in liquid-tight relation thereto and communicating with said first liquid lading compartment and accommodating the filling thereinto of the first liquid lading, a first outlet connector carried by the lower portion of said first end section and sealed in liquid-tight relation thereto and communicating with said first liquid lading compartment and accommodating the emptying therefrom of the first liquid lading, a second inlet connector carried by the upper portion of said second end section and sealed in liquid-tight relation thereto and communicating with said second liquid lading compartment and accommodating the filling thereinto of the second liquid lading, and a second outlet connector carried by the lower portion of said second end section and sealed in liquidtight relation thereto and communicating with said second liquid lading compartment and accommodating the emptying therefrom of the second liquid lading, said diaphragm being moved from its second position into its first position by hydraulic pressure incident to the filling of the second liquid lading into said second liquid lading compartment with said first liquid lading compartment communicating with the atmosphere, said diaphragm being moved from its first position into its second position by hydraulic pressure incident to the filling of the first liquid lading into said first liquid lading compartment with said second liquid lading compartment communicating with the atmosphere.

2. A railway tank car body of elongated longitudinally extending hollow form and supported with its longitudinal axis in a substantially horizontal position and adapted to contain at different times two non-compatible liquid ladings; said body comprising an upstanding substantially ring-shaped central section, a pair of substantially cylindrical end sections respectively positioned on opposite sides of said central section and disposed in substantial longitudinal alignment with respect to each other, the inner ends of said end sections being respectively sealed in liquid-tight relation to the opposite sides of said central section, a pair of upstanding headers respectively positioned adjacent to the opposite outer end of said end sections and respectively sealed in liquid-tight relation thereto, a liquid-impervious flexible diaphragm arranged within said body, said diaphragm being of cup-shaped form including a substantially cylindrical side wall having an open end and a generally disklike end wall, means for scaling in liquid-tight relation an upstanding annular portion of said side wall disposed adjacent to the open end thereof to said central section so as to divide the interior of said body into complementary liquid lading compartments respectively disposed on opposite sides of said diaphragm, said diaphragm being readily reversible upon itself and thus selectively movable between first and second positions within said body, said side wall and said end wall respectively engaging a first of said end sections and a first of said headers when said diaphragm occupies its first position so as to minimize the volume of a first of said liquid lading compartments and to maximize the volume of a second of said liquid lading compartments, said side wall and said end wall respectively engaging a second of said end sections and a second of said headers when said diaphragm occupies its second position so as to minimize the volume of said second liquid lading compartment and to maximize the volume of said first liquid lading compartment, a first inlet connector carried by the upper portion of said first end section and sealed in liquid-tight relation thereto and communicating with said first liquid lading compartment and accommodating the filling thereinto of the first liquid lading, a first outlet connector carried by the lower portion of said first end section adjacent to said central section and sealed in liquidtight relation thereto and communicating with said first liquid lading compartment and accommodating the emptying therefrom of the first liquid lading, the bottom of said first end section being pitched longitudinally downwardly from said first header toward said central section to facilitate draining of the first liquid lading into said first outlet connector, a second inlet connector carried by the upper portion of said second end section and sealed in liquid-tight relation thereto and communicating with said second liquid lading compartment and accommodating the filling thereinto of the second liquid lading, and a second outlet connector carried by the lower portion of said second end section adjacent to said central section and sealed in liquid-tight relation thereto and communicating with said second liquid lading compartment and accommodating the emptying therefrom of the second liquid lading, the bottom of said second end section being pitched longitudinally downwardly from said second header toward said central section to facilitate draining of the second liquid lading into said second outlet connector, said diaphragm being moved from its second position into its first position by hydraulic pressure incident to the filling of the second liquid lading into said second liquid lading compartment with said first liquid lading compartment communicating with the atmosphere, said diaphragm being moved from its first position into its second position by hydraulic pressure incident to the filling of the first liquid lading into said first liquid lading compartment with said second liquid lading compartment communicating with the atmosphere.

3. A railway tank car body of elongated longitudinally extending hollow form and supported with its longitudinal axis in a substantially horizontal position and adapted to contain at different times two non-compatible liquid ladings; said body comprising an upstanding substantially ring-shaped central section, a pair of substantially cylindrical end sections respectively positioned on opposite sides of said central section and disposed in substantial longitudinal alignment with respect to each other, the inner ends of said end sections being respectively sealed in liquid-tight relation to the opposite sides of said central section, a pair of upstanding headers respectively positioned adjacent to the opposite outer ends of said end sections and respectively sealed in liquid-tight relation thereto, the interior surface of said central section having an annular recess therein, a liquid-impervious flexible diaphragm arranged within said body, said diaphragm being of cup-shaped form including a substantially cylindrical side wall having an open end and a generally disk-like end wall, the annular portion of said side wall disposed adjacent to the open end thereof being arranged in said annular recess, means including an annular sealing bar disposed in overlying relation with the annular portion of said side wall disposed in said annular recess for scaling in liquid-tight relation the annular portion of said side wall to said central section so as to divide the interior of said body into complementary liquid lading compartments respectively disposed on opposite sides of said diaphragm, said diaphragm being readily reversible upon itself and thus selectively movable between first and second positions within said body, said side wall and said end wall respectively engaging a first of said headers when said diaphragm occupies its first position so as to minimize the volume of a first of said liquid lading compartments and to maximize the volume of a second of said liquid lading compartments, said side wall and said end wall respectively engaging a second of said end sections and a second of said headers when said diaphragm occupies its second position so as to minimize the volume of said second liquid lading compartment and to maximize the volume of said first liquid lading compartment, the portion of said side wall adjacent to the open end thereof overlying said annular sealing bar when said diaphragm occupies its second position, a first inlet connector carried by the upper portion of said first end section and sealed in liquid-tight relation thereto and communicating with said first liquid lading compartment and accommodating the filling thereinto of the first liquid lading, a first outlet connector carried by the lower portion of said first end section and sealed in liquid-tight relation thereto and communicating with said first liquid lading compartment and accommodating the emptying therefrom of the first liquid lading, a second inlet connector carried by the upper portion of said second end section and sealed in liquid-tight relation thereto and communicating with said second liquid lading compartment and accommodating the filling thereinto of the second liquid lading, and a second outlet connector carried by the lower portion of said second end section and sealed in liquid-tight relation thereto and communicating with said second liquid lading compartment and accommodating the emptying therefrom of the second liquid lading, said diaphragm being moved from its second position into its first position by hydraulic pressure incident to the filling of the second liquid lading into said second liquid lading compartment with said first liquid lading compartment communicating with the atmosphere, said diaphragm being moved from its first position into its second position by hydraulic pressure incident to the filling of the first liquid lading into said first liquid lading compartment with said second liquid lading compartment communicating with the atmosphere.

4. The railway tank car body set forth in claim 1, wherein said diaphragm is formed essentially of synthetic organic resin.

5. The railway tank car body set forth in claim 1, wherein saiddiaphragm is of composite construction including a first layer of a first synthetic organic resin facing said first liquid lading compartment and a second layer of a second synthetic organic resin facing said second liquid lading compartment, wherein said first resin is especially chemically resistant to the first liquid lading, and wherein said second resin is especially chemically resistant to the second liquid lading.

6. The railway tank car body set forth in claim 1, and further comprising a first upstanding tubular structure carried by the upper portion of said first end section and sealed in liquidtight relation thereto and communicating with said first liquid lading compartment and defining a manway thereinto when said diaphragm occupies its second position, a first cover carried by the top of said first structure and selectively movable between open and closed positions with respect thereto, a second upstanding tubular structure carried by the upper portion of said second end section and sealed in liquid-tight relation thereto and communicating with said second liquid lading compartment and defining a manway thereinto when said diaphragm occupies its first position, and a second cover carried by the top of said second structure and selectively movable between open and closed positions with respect thereto.

7. The railway tank car set forth in claim 6, and further comprising a first reticulated guard removably carried within the bottom of said first structure for preventing said side wall from rising into the manway defined into said first liquid lading compartment when said diaphragm occupies its first position, and a second reticulated guard removably carried within the bottom of said second structure for preventing said side wall from rising with the manway defined into said second liquid lading compartment when said diaphragm occupies its second position.

8. The railway tank car body set forth in claim 6, and further comprising first mechanism for locking said first cover in its closed position to the top of said first structure and in gas-tight relation therewith, a first relief valve carried by said first cover and communicating with the associated manway and operative to relieve to the atmosphere undue high pressure of the gas in said first liquid lading compartment when said diaphragm occupies its second position, second mechanism for locking said second cover in its closed position to the top of said second structure and in gas-tight relation therewith, and a second relief valve carried by said second cover and communicating with the associated manway and operative to relieve to the atmosphere undue high pressure of the gas in said second liquid lading compartment when said diaphragm occupies its first position.

9. A railway tank car body of elongated longitudinally extending hollow form and supported with its longitudinal axis in a substantially horizontal position and adapted to contain at different times two non-compatible liquid ladings; said body comprising an upstanding substantially ring-shaped central section, a pair of substantially cylindrical end sections respectively positioned on opposite sides of said central section and disposed in substantial longitudinal alignment with respect to each other, the inner ends of said end sections being respectively sealed in liquid-tight relation to the opposite sides of said central section, a pair of upstanding headers respectively positioned adjacent to the opposite outer ends of said end sections and respectively sealed in liquid-tight relation thereto, a pair of longitudinally aligned stub draft sills respectively arranged below said end sections and respectively rigidly secured thereto, the outer ends of said stub draft sills respectively projecting longitudinally outwardly beyond the respective ones of said headers, the outer ends of said stub draft sills being hollow and adapted respectively to receive a pair of draft gears, said end sections and said central section being of strong rigid construction, whereby the draft forces are applied therethrough between said stub draft sills, a liquid-impervious flexible diaphragm arranged within said body, said diaphragm being of cup-shaped form including a substantially cylindrical side wall having an open end and a generally disk-like end wall, means for sealing in liquid-tight relation an upstanding annular portion of said side wall disposed adjacent to the open end thereof to said central section so as to divide the interior of said body mto complementary liquid lading compartments respectively disposed on opposite sides of said diaphragm, said diaphragm being readily reversible upon itself and thus selectively movable between first and second positions within said body, said side wall and said end wall respectively engaging a first of said end sections and a first of said headers when said diaphragm occupies its first position so as to minimize the volume of a first of said liquid lading compartments and to maximize the volume of a second of said liquid lading compartments, said side wall and said end wall respectively engaging a second of said end sections and a second of said headers when said diaphragm occupies its second position so as to minimize the volume of said second liquid lading compartment and to maximize the volume of said first liquid lading compartment, a first inlet connector carried by the upper portion of said first end section and sealed in liquid-tight relation thereto and communicating with said first liquid lading compartment and accommodating the filling thereinto of the first liquid lading, a first outlet connector carried by the lower portion of said first end section and sealed in liquid-tight relation thereto and communicating with said first liquid lading compartment and accommodating the emptying therefrom of the first liquid lading, a second inlet connector carried by the upper portion of said second end section and sealed in liquidtight relation thereto and communicating with said second liquid lading compartment and accommodating the filling thereinto of the second liquid lading, and a second outlet connector carried by the lower portion of said second end section and sealed in liquid-tight relation thereto and communicating with said second liquid lading compartment and accommodating the emptying thereform of the second liquid lading, said diaphragm being moved from its second position into its first position by hydraulic pressure incident to the filling of the second liquid lading into said second liquid lading compartment with said first liquid lading compartment communicating with the atmosphere, said diaphragm being moved from its first position into its second position by hydraulic pressure incident to the filling of the first liquid lading into said first liquid lading compartment with said second liquid lading compartment communicating with the atmosphere.