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Publication numberUS1521216 A
Publication typeGrant
Publication dateDec 30, 1924
Filing dateApr 7, 1920
Priority dateApr 7, 1920
Publication numberUS 1521216 A, US 1521216A, US-A-1521216, US1521216 A, US1521216A
InventorsDressler Philip D H
Original AssigneeAmerican Dressler Tunnel Kilns
Export CitationBiBTeX, EndNote, RefMan
External Links: USPTO, USPTO Assignment, Espacenet
Kiln car
US 1521216 A
Abstract  available in
Previous page
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Claims  available in
Description  (OCR text may contain errors)

Dec. 3o, 1924. 1,521,216

y P. DH. DEssLl-:R KILN CAR Original Filed April 7, 1920 y Patented Dec. 30, 1924.


KILN can.

` Application led April 7, 1920, Serial N'o. 371,903. Renewed May 31, 1924.

To 'all whom t may concern:

Be it known that I, PHILIP DH. DRESS- LER, a subject of the King of Great Britain, and resident of Zanesville, in the county of Muskingum and State of Ohio, have invented certain new and 'useful Improve-- ments in Kiln Cars, of which the following is a specification.

The object of the presentinvention is to provide an improved construction of the 'refractory body portion of the cars emand forming 'a' part of this specification-` For a better understanding of the invention, however, and the advantages po-ssessed by it reference should be had to the accompanying drawings `and. descriptive matter in which lLhave illustrated and described a preferred embodiment of my invention.

Of the drawings:l

Fig. 1 is a 'sectional elevation of the car,

the section being taken on the broken line 1-1 of Fig. 3. Y

Fig. 2 is a section taken on the line of 2 2 Fig. 1.

Fig. 3 is a plan view of the car shown in Fig. 1. i

Fig. 4 is a section taken similarly to Fig. l-illustrating a modified structure.

, Fig. 5 is a section on the line 5 5 of Fig.

l4; and

Fig. 6 is a perspective view of a detail of construction employedv inl the car shown in Figs. and 5.

ln the drawings and, referring rst to the construction shown in Figs. 1,2 and 3, A represents a metallic frame member forming -the bottom of the car body andl preferably madeas a one piece steel casting.

' As shown, the frame member comprises an upstanding marginal flange A1, and strengthening ribs A2 on its upper side. The usual wheels B are journalled in the member A,

and the latter is provided, as shown, with a concrete filling C which extends to the level of the tops of the` ribs A2 but has its upper surface somewhat beloX the 'f1-,refractory blocks.

`four of these blocks, D, D1 and D2. As

upper edge of the marginal flange Seated on the concrete layer Care a plurality of massive As shown there are shown these blocks are rectangular in' outline, and each. extends the full width of the car. Each of these blocks which are hollowed out, comprises vertical plate like portions or webs (Z extending transversely to the length of the car, and plate like portions or webs all and d2 integrally connecting the block portions d. Mounted on the tier of blocks D, D1 and D2, is a second tier of refractory blocks E, E1, E2, E1 and E which are also rectangular in outline and extend each the full width of the car. Each of the blocks E, E1,T2'F1 and E, which are hollowed out, comprises vertical portions e extending transversely to the length of the car, and' portions el, c2, and c1 integrally connecting the portions e. In addition each of the blocks E, E2, ElL and E is1formed with an integral web portion e3, which closes the upper end of each of the cavities or chambers formed in the b-locks between thewalls e, c1 and e2, except that each of those cavities has a tapered opening through the corresponding webportion e3 which is normally closed by a refractory plug F. The upper edges of the central web portion D2, of the blocks D, D1 and D2, is formed with a channel d3 in its upper edge, which advantageously is laterally enlarged to receive rib portions e4 formed on the lower sides of the corresponding portions e2 of the blocks E, E1 andv E2. The channels da terminate, adjacent the opposite ends of the car, in shoulder d4, and the rib portion@4 of the end blocks E are correspondingly shortened so` that in the assembled structure, the ends of these rib portions shut against the shoulders d4. The web portions d1 of the refractory blocks D, D1 and D2 are rabetted' as indicated at Z5 to receive the lower ends of the web portions e1 of the blocks E, El and E2.

Mounted on the upper side of the tier of blocks E, F1, E2, El and D are a series of spaced apart transverse girders G, each of which extends the full width of the car and is a one piece block of refractory material. Mounted on the tops of the girders Gr is the usual platform colilpOSed of large suitably shaped slabs H of refractory material formed with openings h1 t0 permit the flow blocks D, D1 and D2 are advantageously.

filled with a suitable insulating material, such as kiesclguhr, and this is truc also of v the cavities inthe blocks E, E1, and E2. The

latter cavities mav be filled after the blocks are put in place through the h'oles thereafter'clos'cd by the'plugs F. Advantageously the blocks E and E2 are formed at their upper sides with laterally projecting flanges, the under sides e5 of which are horizontal and tit against the upper sides of correspondingly lateral shoulders or ribs formed l at the lower edges of the blocks E1.

Characteristic fea-tures of the new construction are;

1. That the refractory blocks composing the refractory body portion of the 'car are vmuch larger than have heretofore been employed in theconstruction of such car bodies. As a matter of fact the blocks in the l construction shown, are as large as it is ordinarily feasible to make them. i

2. The joint surfaces between the different blocks are comparatively few in number, and are all vertical or horizontal. Preferably the blocks after being formed and burnt are, dressed to true up the joint surf faces and make possible close joints, and no mortar is used in the joints, and particularly in the vertical'joints. Y

3'. The lowerv tier of blocks D` D1. D1 and D2 are interlocked with tier of blocks E, E1,

E2, E1 and E above them against relative llateral movement, either longitudinally of thecar, or transversely to its length by the engagement of the ribs e1 with the'end walls `al1o'fthechannel d3, and by the engagement ofthe web portions e1 with .the shoulders at the inner sides of the surfaces d5. In the preferred construction illustrated the blocks D, D1'and D2 are all held together by their engagement with the flange A1 of the metallic bottom frame member A of the car.

Because of the characteristic features just enumerated the refractory body portion is much less apt to be disrupted or injured by the' expansion and contraction of the parts occurring as the car body is heated up and cooleddown. With the new construction the parts are all free to expand as the car heats, and when it is thereafter cooled. the parts tend to draw back to their original positions without subjecting any of the parts to disruptive stresses. I thus avoid a characteristic vdifficulty experienced with refractory car bodies,`as heretofore generally yconstructed with the bodies made up of comparatively small lire brick units mortared together. In such a structure, on the contraction of the parts, occurring when the car is cooled down from a previous high temperature condition, there is a tendency for the mortar in the vertical 'joints to drop down in the cracks. between adjacent bricks and prevent the latter from' drawing together.- Mortar thus dropping down in any small joint-portion prevents' the parts from coming ltogether again, land any initial cracking-.thus produced ordinarily causes further cracking on a subsequent expansion and ycontraction of the structure. In consequence it has been necessary in the past to rebuild the refractory portions of tunnel kiln cars with comparative frequency.

In addition to` or in lieu of the interlocking of upper and lower main tiers of the re fractory body portion of the cars by intering 'the lower tier of the cars shown. in Figs.l j

l, and 3 except for the omission of integral interlocking provisions. The b-locks forming the second tier of the car shown inI -Figs 4 and 5, differ from the correspond- 'ing blocks of the' construction 'shown in Figs. '1, 2 and 3 in the omission of integral interlocking. with the blocks of the lower tier, and-also as shown though not necessarily, in the omission o f the shoulders overlapping, in the construction of Figs. l, 2 and 3. at e5. To interlock the blocks in the two lower tiers of the cars shown in'Figs. 4 and 5, I employ metallic parts I. Each of these parts as shown (see particularly Fig.` 6) is cruciform in shape with transverse lugs or shoulders I3 at the opposite ends of one pair of opposed arms I1 of the cross, andwith similar lugs I3 at the opposite ends of the other pair of arms Izfof the cross. As shown there` are three f these metallic vclamping parts I. One of these parts has its arms I1 received in a'corresponding longitudinal channel formed partly in the upper side of the web portions d2.` of the block D10 and the adjacent block D11, and partly in the web portion e2of the blocks E10 and E11 above. The'arms I2 of this clamping part I are received in a corresponding channel'extending transversely to the length o f the car and formed partly inthe adjacent web lp01'- 1 ,52 1 ,216 tilt tions d ande of the four blocks thus interlocked. Each of the four blocks is formed- With a socket or recess for the corresponding'portions of the lugs I3 of the-interlocking mem-ber I for the blocks. A second one of the three interlocking members I interlocks the four blocks D117 D12, E10 andV E11 v at the' opposite end of the car in a manner exactly similar to that described above, and the third interlocking member I similarly interlocks the 4tvvo blocks D11 and the three blocks E11. It will, of course, be understood that the metallic interlocking members are` not necessarily of the exact shape or -ar,

rangement shown in Figs 4 and 5.` The metallic interlocking members are advantageously made of cast iron and when made of this material and protected as shown from exposure to the kiln atmosphere they Will last almost indefinitely notwithstanding' v scribed the best forms of my invention now known to me it Will be apparent to those skilled in the art that changes may be made in the form of the apparatus disclosed Without departing from the spirit of my invention as set forth in the appended claims, and that certain features of my invention may sometimes be used to advantage Without a 'correspondng use of other features.

Having now described my invention, what I claim as new and desire to secure by Letters Patent is:

1. A tunnel kiln car comprising a metallic bottom frame member and a refractory body portion mounted thereon, and formed of large blocks of refractory material `having close fitted unmortared vertical joints and provisionsinterlocking blocks in each tier with one another. and with blocks in adjacent tiers.

2. A tunnel kiln vcarcomprising a metallic bottom framevmernber and a refractory body portion mounted thereon, and formed of large blocks of refractory material having` closefitted unmortared vertical joints and internal provisions interlocking blocks in each tier With one another and With blocks in adjacent tiers.

3. A goods carrying car for a tunnel kiln consisting o f a metallic frame and a body portion formed of massive chambered blocks of refractory material With the chamber spaces in the blocks filled with a porous heat insulating material.

4. A goods carrying car for a tunnel kiln consisting of a metallic frame and a body portion formed of massive chambered blocks of refractory material with openings in said blocks atthe top of said body portion through which heat insulating material may be passed into the chamber spaces in said blocks.

Signed at Detroit, in the county of Wayne and State of Michigan this 1st day of April A. D. 1920.


Referenced by
Citing PatentFiling datePublication dateApplicantTitle
US4300881 *Feb 1, 1980Nov 17, 1981Salviata Impianti S.P.A.Truck or the like for conveying ceramic articles through a kiln
US4315737 *Aug 8, 1980Feb 16, 1982Acme Marls LimitedBase for a kiln car
US4560350 *Mar 29, 1984Dec 24, 1985Resco Products, Inc.End block
US4721459 *Jun 30, 1986Jan 26, 1988Ferro CorporationModular, insulating kiln car top
US5112223 *Mar 4, 1991May 12, 1992Dal-Tile CorporationHollow load-bearing universal kiln car refractory modules
US5938434 *Oct 10, 1995Aug 17, 1999Bryan Groom LimitedHeat insulating arrangement
US20080248436 *Apr 4, 2008Oct 9, 2008David ErhardtLofting refractory fibers in flowing air, mixing with foam, then filling cavities
DE29507778U1 *May 11, 1995Sep 19, 1996Burton Werke Gmbh & Co KgKeramischer Balken für Tunnelofen-Brennwagen
EP0019184A1 *May 5, 1980Nov 26, 1980KELLER OFENBAU GmbHTunnel kiln truck
EP0024037A1 *Aug 7, 1980Feb 18, 1981Acme Marls LimitedA base for a kiln car
EP0504707A1 *Mar 10, 1992Sep 23, 1992Asea Brown Boveri AbSupport for load-carrying members in a furnace, preferably a hot isostatic press
WO1996011371A1 *Oct 10, 1995Apr 18, 1996Bryan GroomHeat insulating arrangement
WO2001050077A1 *Jan 3, 2001Jul 12, 2001Ceric Thermic Wistra GmbhBearing structure for furnaces operating at very high temperatures
U.S. Classification432/241, 432/253
International ClassificationF27D3/12
Cooperative ClassificationF27D3/123
European ClassificationF27D3/12B