US781699A

US781699A - Tender for locomotives, &c.

Info

Publication number: US781699A
Application number: US22406104A
Authority: US
Inventors: Cornelius Vanderbilt
Original assignee: Individual
Current assignee: Individual
Priority date: 1904-09-12
Filing date: 1904-09-12
Publication date: 1905-02-07
Anticipated expiration: 1922-02-07

Description

PATENTED FEB. '7, 1905.

C. VANDERBILT.

TENDER FOR LOCOMOTIVES, 6w.

APPLICATION YILED SEPT.12, 1904.

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No. 781,699. PATENTED FEB. '7, 1905. O. VANDERBILT.

TENDER FOR LOCOMOTIVES, &0

APPLICATION FILED SEPT. 12. 1904.

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No. 781,699. PATENTED FEB. 7, 1905.

. O. VANDERBILT.

TENDER FOR LOCOMOTIVES, &0. APPLICATION FILED SEPT. 12, 1904.

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C. VANDERBILT.

TENDER FOR LOCOMOTIVES, &o.

APPLIOATION FILED SEPT. 12, 1904.

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Patented February 7, 1905.

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CORNELIUS VANDERBILT, OF NINV YORK, Y.

TENDER FOR LOCOMOTIVES, 61.0

SPECIFICATION forming part of Letters Patent No. 781,699, dated February 7, 1905.

Application filed September 12, 1904:. Serial No. 224,061

"0 (11/ 1071/07) it may concern.-

Be it known that LCORNELIUs VANDERBILT, a citizen of the United States, residing in the borough of Manhattan, city and State of New York, (having a post-office address at 30 Pine street, in said borough,) have invented certain new and useful Improvements in Tenders for Locomotives, &c., of which the following is a full and true description.

My invention relates to tenders for the carrying of water and fuel, and is an improvement on the tenders set forth and described in Letters Patent No. 681,760, granted to me September 3, 1901. and Letters Patent No. H7280, granted to me December 15, 1903.

The objects of my invention are, first, to make a simple and economical form of water tank which shall have a low water-intake and large 'apacity; second, to shorten the length of the tank without increasing its height or decreasing its capacity; third, to improve the construction of the water-tank; fourth, to improve and simplify the accessories for the car; fifth, to improve the construction of the fuelhood. I obtain these several results by means of the construction hereinafter described and which constitutes a preferred form or embodiment of my invention.

In the drawings which accompany this specification and form a part thereof, Figure 1 is a side elevation of a body of a locomotive-tender embodying my improvements, a part of the casing being broken away to show the interior baffle-plates and stiffening members. Fig. 2 is a top view of the tender shown in Fig. 1. Fig. 3 is a rear elevation of the same. Fig. I is a similar view to Fig. 3, but showing a modified form of tank. Fig. 5 is a front elevation of the tender illustrated in Fig. l.

The same reference characters refer to the same parts in all figures.

A designates the water-tank,which is elliptical in crosssection and has its major axis arranged in a horizontal plane. I have not shown the trucks which carry the tank, since they form no part of my invention. I may use trucks similar to those set forth and described in my Letters Patent above referred to or others of approved design. The tank is provided with a waterintake a, and on each side of the intake I provide drain-troughs 1!. These drain-troughs are made of troughshaped pieces of sheet metal and are riveted at one edge to the casing of the tank. They serve to catch any water which may overflow from the intake (1 or which may be spilled around the same. The tank is also provided with handles a and with running-boards M, which are supported by brackets M in the ordinary manner. At the front end the tank is cut away at 1/, 1/ and 11" to provide room for the coal-hood B. The coal-hood is formed at the rear by a vertical wall 6', which is, in effect, a continuation of the surface u" of the water-tank. The rear wall carries handles 7), which can be used by the attendants in climbing onto and off the hood.

If denotes the side walls of the hood and are spaced apart a distance equal to the major axis of the water-tank. The rear end of the coal-hood is provided with sliding doors I), which have handles 6.

N is a front platform on which the fireman may stand. The front wall of said platform has an opening to receive the ordinary bumper O.

The under-framing of this car consists, primarily, of two longitudinal d raft-sills E,which are connected directly to the shell of the watertank and which have mounted between them at each end the ordinary draft-rigging.

In a tender of this kind it is desirable to have a large water capacity and also a low water-intake, and to combine these desirable features I mount my tank very low and provide a recess F at the rear end of the tank for the reception of the draft-rigging (I. This recess is made by bending the lower part of the casing inward, as atf. By means of this recess 1 am enabled to mount the draftaigging between the end of the draft'sills and without sacrificing but very little of the capacity of the tank.

The tank A is made elliptical, for the reason that such a tank has a larger capacity than circular tanks of the same height and has a lower center of gravity than a circular tank of the same capacity. It will be seen that by recessing the tank at F and lowering the bottom of the same below the top of the draftrigging and by making the tank elliptical I connection with baffle-plates or independently am enabled to secure maximum capacity with minimum height. The recess F allows me to attach the shell of the tank A directly to the draft-sills without removing the draftrigging from between the sills. I am thus enabled to mount the draft-rigging where it will have the maximum strength and where it will correspond in height with the draft-rigging in common use. I .have only shown a recess F at the rear end of the tank. However, it is obvious that such a recess may be provided at the front end of the tender Without departing from the spirit of my invention.

In order to prevent the water in the tank from acquiring great momentum when the train is suddenly started or stopped, I provide the baffle-plates K, K, K K and K The plate K is mounted on the bottom of the tank and is provided with a suitable opening p (see Fig. 5) to allow the water to drain from one compartment to another, as will be readily understood. This plate is semi-elliptical in form and is attached at its lower and side edges to an angle-iron k, which in turn is riveted to the shell of the tank. The baffleplates K and K are similar to K, but are attached to the top of the shell. The baffleplate K is in the form of a slat and is located midway between the bottom and the top of the tank. This plate is secured to an angleiron stiffening. member 2:, which is riveted to the shell of the tank and extends entirely around the inside of the same. This stiffening member is very desirable in an elliptical construction of this kind, and I may provide several such members located throughout the length of the tank and may employ them in thereof. The plate K* is suspended from the top wall a of the tank. The baffle-plate K is attached at its top to the plate a and serves as a support for the bottom of the coal-hood and as a bafiie-plate. It is obvious that the alternate arrangement of the baflle-plates on the top and bot-tom of the interior of the tank, in connection with the baflie-plate K arranged midway between the bottom and top of the tank, will allow the water in the tank to acquire a limited motion when the train is started or stopped without acquiring objectionable momentum.

While I have described and shown my improvements applied to the tank of a locomotive-tender, I am aware that the improvements are equally applicable to tank-cars, and I wish to include such cars within the scope of my invention, and while I have described my invention specifically and in detail I am aware that there are various modifications which can be made in the same by skilled mechanics, and I wish to include all such modifications which fall within the scope of my claims.

What I claim is- 1. In a tender or similar vehicle, an elliptical tank,'having its major axis transverse of the vehicle, substantially as described.

2. In a tender or similar vehicle, an elliptical tank having its major axis transverse of the vehicle, and a plurality of stifiening members within the tank, substantially as described.

3. In a tender or similar vehicle, an elliptical tank having its major axis transverse of the vehicle, and a fuel-hood mounted on said tank, substantially as described.

4. In a tender or similar'vehicle, an elliptical tank having its major axis transverse of the vehicle, and a fuel-hood mounted on the front end of the tank and having a width the same as that of the tank, substantially as described.

5. In a tender or similar vehicle, a tank having an elliptical body and rear end and semielliptical front end, having a coal-hood mounted thereon, substantially as described.

6. In a tender or similar vehicle, an elliptical tank, the major axis of which is transverse of the vehicle, and a plurality of semielliptical brace-plates within the tank, substantially as described.

7. In a tender or similar vehicle, a tank having a series of bafile-plates placed alternately at the top, midway between the top and bottom, and at the bottom of the tank, substan- 95 tially as described.

8. In a tender or similar vehicle, a tank and a transversely-disposed stifiening-ring within the tank and continuously secured to the interior thereof, and a baffle-plate located inter- I00 mediate the bottom and top of the tank and secured to the stifiening-ring, substantially as'described.

9. In a tender or similar vehicle, an elliptical tank having its major axis in a horizon- 1'05 tal plane, semi-elliptical baffle-plates secured to the bottom and to the top of said tank, substantially as described.

10. In a tender or similar vehicle, a tank provided with an intake and having drain- I I0 troughs on each side of the intake formed of bent metallic strips secured to the casing of the tank, substantially asdescribed.

In testimony whereof I have signed my name to this specification in the presence of two wit- 1 I 5 DGSSES.

CORNELIUS VANDERBILT. Witnesses:

WILLIAM O. FREET, EDWIN C. FARLows.