US1248763A - Tank-car. - Google Patents

Description

l. M. WAUGH.

TANKl CAR. .l

APPLICATION I'ILED AUGJO. 19l4. V 1,248,763, www@ De@ 4i, 1m;

4 s'HEEs-SHILET x" E v Ee filing. E1

#24772525/f'nonfazi 1. M'. wAuGH. TANK CAR. APPLICATION ULEB AUG-10. l9l4 1 i lfm,

Pand Dec. 4,1917.

' 4 :Herts-Salir z.

UNITEDN eTATEe PATENT oEEIoE.

JAMES MILTON WAUGH,VOF CHICAGO, ILLINOIS TANK-CAR.

Application filed August 10, 1914.

exact description of the same, reference bein g had to the accompanying drawings, and to the numerals of reference marked thereon, which forma part olf-this specification.

This invention yrelates to an improved. form-of rigging for supporting-a tank or a car body upon a ear underframe, I.so that impact imposed upon the ear, well. as other causes, auch as changes in speed which bring into effect the inertia of the tank and ite eontentsptending to permanently Shift the tank on the frame or to break the same loose from the frame are entirely overcome. The invention also relates to construction whereby the `expansion and eontraction'of the tank and frame, due to temperature changes, is readily permitted. In the `past nreat and apparently insurmountable diil-ioulties have heen encountered in all en1 fleavors to construct tank Care wherein the enormous stresses imposed upon 'the tanlg the under frame and the attaching menne therebetween could be properly raken care of. (lronerally the ree-ult of suoli 'torres is the springing or Warpingoiwthe ltank' or other damage theretofoausin'g leakage. lierre-tofore in an endeavor to partly correct the rlefeats of eonstruetion and mounting the tanks sometimes have vbeen slidably mounted upon theca-riframethnt it'has'bef'an found that they 4 a Stresses occasioned in bidh 'Y and otherwise resulte in frequent. and 'violent irnpaet` of the tank against 'the alnitments provided to limit its movement relatively the frame,

soon proving disastrous, even to the moet powerful eonetrllotions;` llowever, in the present invention I proposevto mount a tank slidably upon a oar underframe with shock v `al'isorbinggr mechanism provided at. the Iends and intermediate the tank. so that the inertia efeot of the tank and its 'contente-'may be transmitted: yieldinglyftouthe oar frame,- thns Vproventi-ng' injuryato the tank and to the supporting means tlerefor.

It is an obgeetl-of this invention lo eon struct a tank oar whereineulahle shock ahsorbing devices are provided to take up the Specification of Letters Patent.

Patented Deo. 4 191'?.

Serial No. 856,004.

.impact Stresses imposed upon the` oar framing by the tank, which is adjueta-hly mount ed upon the ear framing.

It is also an objet of this invention to construct an improved` form of tank ear in which the tank is eliclvhly mounted on the frame and in which, in addition to the usual or any draft and butiinggear for the ear, a

specially constructed type ofvbuling orA A@hoek absorbing rigging is built von the car frame at the ends and intermediate the ends thereon" to co'aet with suitableabutments on the tank, or vice veren. to take up the exoee sive impact stressee hetvfeen the tank and the car iframe.

lt is also an object of this invention to construct a shock absorbing means so oonstrueteol as to be readily adaptable' to the type of ear frame now 1n general use.1 and acting with suitable guides to releaeably anpI port a tank to absorb impact stresees and. algo permit ready removal of the tank and the substitution of another when so desired. It is furthermore an object of this invern tion to ailord means for absorbing `the stresses oeoaeioned-hy the inertia of en in elastic load (the tank and Contents) when the ear frame :is subjected to stresses. due to hailing or 'to draft. n

.lt is ilnally an object. of this invention rens yield-.Lilly supported upon the car frame and normally centralized thereon by means of a spring; 'friction plate huiiing rig ring, which absorbe impaet. stresses imposer upon the tank or fiar Framing', and transmitted from one lo the othelxa The invention (in a preferred form) is illustrated in the drawings and hereinafter more fully described.'

in the drawing.

Figure l is a side eleva-tion of a ear ein-- hodying the principles of my invention.

Fig. 2 a top plan view thereof with the tan k omitted.

Fig. 3 is a bottom plan view of the car framing. 'ef Fig. 4 is a longitudinal 'vertical section taken on line 4-- l' of Fig. 3, and showing the tank in position; l Y Figo 5in a fragmentary enlarged detail View partly in Section of onenend of the ein'. Fig, -6 is a. .eer-tion `on .line` (3-6 of Fig. 5.

Fig. i" is a 'scot-ion no line 'IWT of Fig.

Fig, to' in :1 fragmentary detail View partly :et a tank ear wherein the tank iein section `illustratin the shock absorbing means at the center o lthe car.

Fig. 9 is a section on line 9--9 of Fig. 8. Fig. 10 is 'a section on line 10-10 of a tank 2, is mounted. Disposed upon and between 'the ends of center sills 3 and 4, extending longitudinally of the car frame, are

integral casings, eachl denoted by the ref-l erence numeral 5. Said casings are rigidly secured to'the respective center sills 3, and 1, by means of rivets or bolts which extend through `the center sill and webs 5, integral with the bottom of the casing yand'fitting between the center sills. A s shown also, each web 5a, is provided with integral lugs 5b, which, together with the rivets aforesaid, rigidly connect said casings with the sills, so that said casings in fact afford a part of the frame.

-Mounted within each of said casings 5, are a plurality of groups' of' resilient 'fric= tion plates 8, eachcomprisin a plurality of substantially fiat plates in y rictional bearing face to face for their entire face area-s, and varyin in number in accordance with lthe shock a sorbing capacity required. Arranged `between successive groups av e slidin spacing members 9-9", which space said groups apart alternately attheir ends and at their centers, as shown in Fig. 7, and which permit curvature of the groups as u. whole when sufiicicntly stressed by the abutment heads' hereinafter' described. Slidably mounted on the center sills adjacent each casing 5, is a vmetallic shoe 6, each provided central-ly on its outer side with an abutment head 7, which extends into the adjacent casing 5, and'hears against the outer group `of spring friction plates. Said abutment heads, as shown in the drawings, are curved at their bearing vfaces and bear centrally on the corresponding spring roups, inasmuch as the spacing members etween the first and the second spring groups -vseparate the same at their ends. Each of said shoes 6,

- is shaped to receive and 4fit to the end-of the tank 2 a shown in Fi 5, extending sufficiently .beneath theend thereof and up-` wardly therearouud to adequately support the sameand to aflord a complemental seat for the end of the tank to distribute shock over a sufficiently large surface of the tankl end. Y

Anv additional b-ufiing gear is provided bcv between the 'center'v sills near the middle of the car, and the flanges riveted tO the Webs' 'transverse follower block 14, bears'.

. spring friction plates stressed. Angle iron guildes 20, are secured of the center sills suiiicientlylow thereon for the back of the channel to afford a horlzontal floor or bottom 10, to support the gear. -Near each end of said 'channel bar, and ri ldly secured to the webs ofthe eenter sil s, are yfixed 'shoulders or abutments 11, against each pair of which-a slidable Each ofsaid follower blocks is convex at its inner face transversely the frame. Plates 13, are preferably arran ed flat against the webs ofwthe center sills etwcen the abiltrnents 11, and the follower blocks 'fit therebetween, as shown in .Fig. l0` Fitting between the follower blocks 14, are `a plurality' of groups of sprin friction plates 12, similar to those alrea y described.v Two groups are shown, which are spaced apart at their ends by the spacing member 15. Of course these groups may be of any number, and may consist of any number of plates in each roup.

Secured upon the under si e of the tank 2, substantially at the middle thereof, is a relatively large reinforcing lplate 16.conforming to the curvature ofthe tank. A long I-beam 17, extending longitudinally of the tank and centrally between the center sills is secured at its middle to the reinforcing plate 16, on the under side of the tank, and

also near the ends of the tank, by -means ofplates or brackets 18, which are riveted to the walls of the tank. The extreme ends of said I-beam t into cored-out recesses or Slots formed in the respective end shoes 6,

Rigidly secured to said I-bream 17. at each Side the central buling gear are abutment heads 19, which are spaced a distance apart to' receive the outer faces of the respective follower blocks 14, of the center shock absorbing means` therebetween. so that when the tank 2, is in a central position upon' the car frame, said abutmentslit closely against the follower blocks and with the groups of l2, but sligl'itly longitudinally on the inner surfaces of the center sills directly above the liner plates 13, and act to maintain said liner plates f the resilient friction plates from buckling upwardly, guldnig thel same in their move- -ment when the gear is stressed.

yaproperly in position, as wel] as to prevent i `a cradle in which the vtank rests.

When a car is upon a curved track -a buiing or dra'lt stress transmitted thereto produces a. transverse component or lateral displacingl force, theinertia o the tank and its contents tiling actin r to displace the tank laterally from the car frame. To resist such a force ja'nd prevent displacement of the tank, l, provide a number of straps or re-` taining bars 22, loosely extending circum- 4ferentially around the tank near the ends and at the middle `portion thereof, but rigidly secured atl their` ends beneath the center Isills of the car frame.

ils illustrated yin Figs. 1, l, and 5, I have shown the 4oar, equipped with the customary draft and baiting gear 23irom which the drawbar 24, extends, having on its end a coupler head 25. i,

'llie operation is as follows: v

'The tank in its normal `central position upon the iai rests at its ends in the shoes (i, which are disposed vsuch that the abutnicnls 7, thereon ,are in bearing contact with the end groups of plates 8, in the respective cusliioi'iing devices at each. end of the car ztranio, sullicieiitly stressing said gears norin ally to insure an immediate shock absorbing` operation when an 'impact occurs. Simi .larly the rentra l abiitnierits 19, on the under side oi the `tai'ik, lit tightlyagainst the outer faces olf the respcctii'fe vfollower Yblocks 14, of thefrei'itral sho'clkabsorbin'g means, which also normally stress said central gear as bei'ore described. `In the event of a stress betii'een the car frame, and the ta-nk,due to relative acceleration therebetween, as for example asei'ere bufling shockythc inertia of the tank will cause the abutment 7 of the sliding shoe (i, at one end to be forced inwardly against Vthe resilient friction plates, and similarly at the central portion olE the ra r one of the abutments 1S), will act to force one of the` follower blocks lll, against the :friction plates, which, ot course, will be held by the opposite `follower block 14;, resting a gainst the respective a-butments ll. The friction phiV s 8` and 12, which are exactly similar in both' the end .and `central :t to absorb the stress cause ot' the fric-tional coutaixtbetwe'en one another, return to norcia-l position slowly and without injurious recoil; taking place,

It is to be unflerlstoifidvof course that the usual draft and buiii'ig gear of the car may absorb shock and stress for an'inelastic load up ito a Vconsiderable eXtentMbu't it isof course the object of my the aih'litionalfV shock absorbing gears hereinbefore described, to' `act conjunction therewith andbvlatefth destructive ellect of greater'stressesappliedlto the car frame.

,ri-tion y to` employ There are a number featnifes of this invention which may be varied through a Wide extent, as for instance there inay be a plurality of buffing gears mounted intermediate the ends of the car frame, and it desired the respective shock absorbers at each end ot' the car may be sc eonnected that both are brought into operation when an impact stress takes place between the car and the tank "in a. manner similar to the arrangement effected for the cent-ral `shock absorber. However, l do not purpose limit-Y ing the patent granted otherwise than ne cessitatcd by the prior art.

I claim as my invention:

` `1. ln a device of the class described a rar frame, center sills, a tank movably mounted on the car frame, a` longitudinal member cured thereto, plates thereon engaging under said center sills, a centrall'iutting head rigidly secured to each end of the tank and a shock absorbing mechanism at each end of the tank againstwhich said batting head bears adapted to resist relative movement et the car and tank.

2. In a device `of the class described a car lrame, center sills, a tank movably mounted on the car frame, a longitudinal member cured thereto, plates thereon engaging under said center sills, a central butting head rigidly secured to each end of the tai-ik, a lshock absorbing niechanisn'i at each end of the tank against which said butting head thereof, members rigidly secured to the bot g torn of the tank engaging theframe to pres vent displacement oi' `the tank, end inembers secured to the tank having integral abutting heads, a resilient plate slioekab sorbing mechanism mounted on. the frame at each end of the tanlg4 an intermediate resilient plate shock vabsorbiifig mechanism and labutting heads rigidly secured to the tank and bearing against said shock absorb-l ingy mechanism. i

. 4.. A tank car comprising an undertrame, a tank mounted thereon ,movable relatively thereof, a cei'itrally Ydieosedshock 'absorbing'meehanism s ecure"` to the underframe at each end of the. tank. a member secu-red to each end of the tank adapted to' coact" with the respective shock absorbing mechanisms to-prevent relative movement of the tank and underframe and to centralize the tank on theunderframe.

5. A tank car. comprising an underrame, a tank mounted thereon movable relatively thereof, a. centrally.disposedshockabslor in g' mechanism secured to the underfra me at each end of the tank, a member secured to each end of the tank' adapted to coaet with the respeztive shock absorbing mechanisms to prevent relative movement of the -tank and underframe and to eentrelze the tank on the underframe, a' centrally disl-4 posed shook absorbing mechanism, members rigidly secured to the tank engaging the same, bands loosely enga lng around the tank having their lower en( s rxgdly secured l 10 to the underframe, and -members secured to fthe tank engaging on the underframe to hold the tnnk from vertical displacement.

In testimony whereof y.I have hereunto subscribed my nume in the presence of two subscribing Witnesses. f.,

- JAMES vMauren WAUGH.

Witnesses CHARLES W. HILLS, Jr., FRANK K. HUDSON.

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