US1093828A - Railway-car. - Google Patents

Description

W. A. GASWBLL.

RAILWAY UAR.

APPLIUATION FILED JULY 11,'1903. nmmwnn PEB. ne, .1914. 1,093,828.

Patented Apr. 21, 1914,

W. A. G'ASWBLL.

RAILWAY GAR.

APPLICATION FILED JULY 11, 1903. BBNBWBD 313.26. 1914.

Patented Apr. 21,

5 SHEETS-SHEET 2.

W. A. CASWELL.

RAILWAY CAR.

APPLIOATION FILED JULY 11l 190s. RENBWED 1111.26, 1914.

1,093,828. l Patented Apr. 21, '1914 5 SHEETS-SHEET 3.

W. A. CASWELL.

RAILWAY GAR.

PPLIOATION FILED JULY 11, 1903. RBNBWBD 1133.26, 1914.

Pateted A111221, 191i 5 SHEETS-SHEET 4.

III'

W. A. CASWELL.

RAILWAY GAR. APPLICATION FILED JULY 11, 1903. RENEWED PEB. 26, 1914. 1,093,828. Patented Apr. 21, 1914.

f. 1 5 sHBnTs-sHBET 5. yz I4 Z0 a 7# f' l?? L ff# WIP' m5 ,l 7m# 1F m X O Q o O o o o O -f /455 l WMA/@wea UNITED STATES PATENT OFFICE.

WILLIAM A. CASWELL, OF CHICAGO, ILLINOIS, ASSIfrINOR,:BXv MESNE ASSIGNMENTS,

TO NATIONAL DUMP CAR COMPANY, A CORPORATION OF MAINE.

RAILWAY-CAR.

Application filed July 11, 1903, Serial No. 165,096. Renewed February 26, 1914. Serial No. 821,287.

tioned, however, are not restricted to their application to the particular car shown and described in that application.

The nature of the present improvement is fully set forth in the description given below, and will be understood from such description when considered in connection wlth the accompanying drawings, in which Figure 1 is a side elevation of my improved car. Fig. 2 is a plan view thereof. Fig. 3 is a partial central vertical section. Fig. 4 is a partial horizontal section. Fig. 5 is an end elevation. Fig. 6 lis a partial transverse sectio-n of the bolster. Fig. 7 is a similar section of one of the needle beams. Fig. 8 is a partial vertical longitudinal section through the end of the car. Fig. 9 is a similar section taken through one of the needle beams. Fig. 10 is a similar section through the central header. Fig. 11 is a similar section on the line 11-11 of Fig. 6. Fig.v 12 is a similar section through the bolster. Fig. 13 is a side elevation of one of the pinions on the door supporting shaft. Fig. 14 is an enlarged partial `plan, partly broken away. Fig. 15 is a vertical section of the door and one of its hinges. Fig. 16 isan enlarged elevation'of a portion of the end of the car, showing the details of the mechanism for operating the door supporting shaft. Fig. 17 is a still more enlarged section of said mechanism, taken longitudinally of the shaft.l Fig. 18 is a detailed plan of said mechanism, and Fig. 19 is a section of the line 19-19 of Fig. 18. y

In said drawing, 20 represents the longitudinal sides of the car, 21 the ends, v22 the stationary portion of the Hoor, 23 the dump doors forming the balance of the floor, 25 the end sill, and 26 the center sills. There are :four of the latter, and the doors 4are hinged to the outer ones, and open at their outer sides, so that the dischar e 1s outward from the ear. The hinges o the doors ported upon the outer center sills 26, and

having depending ears 30 setting behind the center sills. Each door is provided along its hinged edge with a flat plate'431 continuous Patent-.ea Apr. 21, 1914.

from end to end of the door and projecting inward therefrom slightly beyond the pintles 28. The car is also provided with plates 32 arranged along the door openings and over the hinges, and extending outwardly over the plates 31 as plainly shown at Fig. 15. These plates 32 are' securedto the center beam byl bolts 33, and that portion of them which laps over the plate 31 is curved upward, as also shown in said figure, so that when the door swings, room will be afforded under the plates to allow the plates 31 to keep their edges in contact with the curved portions which are concentric with the pintles.

In the closed positions, the outer edges vof plate 32 are in contact with the top of plates 31, so that the plates are adapted to co-act in excluding dust, dirt and grain or other fine lsubstances with which the car may be loaded, from the hinges, and should any of the fine material gain access to the space betweenvthe plates, it will be removed by the plates 31 when the doors are opened, as the plates 31 will then force the material outward as the movement proceeds. The plates 31 are secured to the doors by bolts 34. This construction of .the hinge covering, not only excludes the material being carried from the hinges While in transit, but also when the doors'are opened, as the two plates form a close junction in all positionsof the door.

The'doors are supported by rolling supports consisting of shafts 40 having upon them rollers 41 supporting the doors and pinions 42, 43 and 44 supporting the shafts and serving as a means of moving them bodily to and from 'the outer one of the center sills in opening and closing the doors.

There are two of these shafts on each side the outer ends of the shafts engage meltsl 45 in the end sills, Whilethe pinions 42 engage racks 46 in the needle beams and intermediate headers and the pinions 44, which are placed upon the abutting ends of two shafts at the center of the car, mesh with racks 46 similar to those shown in Figs. 7 and-9.' The pinions 43 and 44 .are only half the width of the pinions 42, but all the pinions are provided upon at least one sidewithy rims 47 of the same diameter as the toothed portions and adaptedVw to ride and support the shaft upon the upper `and substantially horizontal ends 48 of the racks when in position for closing the doors. The racks are all vadapted to permit the coal dust or dirt and fine material, which may lodge upon them when the doors are opened, to be forced off them by the pinions, as more particularly set forth below. The shafts are all movable bodily "toward the center sills when thedoorsiare to beopened and they 'are arranged longitudinallypf the ear and parallel to the sills, as -Will be understood from what had already been written. In these movements the shafts traverse slots 49 in the end sills, holsters, needle beams and headers, the racks mentioned being arranged in and forming the bottomof the slots. 'The bodily movements of the shafts are obtained 'by rotating them by means of levers 50, pivoted upon them and having reversible dogs 51 engaging ratchets 52 fast on the shafts.- The levers are adapted to impart movement in either direction desired, depending upon whether the door is to be opened or closed. The levers encircle thimbles 53, which interiorly conform to the` shafts but 4are round exteriorly, thus allowing the levers tp be turned on the shafts in either direction. I also provide means for locking the shafts when' they are holding the doors closed against turning or movving 'bodily off the horizontal ends of the racks under the influence of the jarring of the car when in motion. For this purpose 'I provide on the ends of the car, keepers 54,

having `U -shaped slots 55, into which the ends of the levers may be inserted as shown particularly at Figs. 18 and 19. AThese eepers are located in such position as-to engage the levers when the latter are depressed into a nearly horizontal position, and as the keepers are located inside the shafts` when they are holding the doors closed, it will be seen that. any tendency by the shafts to move inward under the jarring received from the car,.will create an end thrust of said levers against the ends of the slots 55, which, of cours'ewill act to prevent any shifting'of 'the shaft in this manner.. The keepers are also adapted to 'receive sealing devices 5.6, suchsealmg devices passing through opening's 57 in the sides of the slots 55, so as to confine the ends of the levers in the keepers and pre-- vent them from rising out of the slots. The keepers ythus serve to confine the levers against movementl in all directions in which there is any tendency for them to move.

The spaces between the teeth of the racks 45 and 46 are deepened or cut away as more particularly shown at 58 in Fig. 12, so that if fine material gets in between any pair of teeth, the pinions, when they pass said teeth, will tend to force the material down and out of the space, the space being either -bottomless except at the center, or having a bottom sloping downward in both directions from the center as at 58. The end sill has a rack corresponding in width to the pinion 43, and if preferred, instead of cutting out the metal wholly under the ends of the teeth, openings 59 may be formed through the bottom of the rack adapted to give exittorthe line material lodging on the rack and the same is true of the end portions 48 of the racks. This ability to clear the racks automatically of the deposited material is of great importance, as by it the attendants are relieved of the labor of clearing off the racks preparatory to closing the doors, the racks if not self clearing, being so constructed as to permit the easy escape of the material when the teeth of the pinions enter them.

One of the end sills is shown at Fig. 5. It is made in one solid piece extending from side to side of the car and provided with the slots 49, top rib 60, bottom rib 61 and central vertical rib 62, and opening 63 for the draft rigging and opening 64 at each 'e11d, and with openings 65 in such number as may be necessary to avoid the presence of 'unnecessary metal in the web of the sill. It is also provided with openings for the ends of the truss rods 66 and the central end stakes 67 are bolted to it as plainly shown. At the corners of the superstructure, are-angle posts 68 'and 69, the latter being inside and the former outside, of the side and end planking, and one web of the outside post is carried down and riveted to the end sill as seen at 69A.

The bolster is bestillustrated at Fig. 6.

It consists of a rectangular casting 70 at 115 leach side ofthe center sill, in which is formed the slot 49 and the rack as will be A second wood beam 72`is also bolted, preferably to the companion sill. Fig. 6 shows only one half of the" bolster, the other half for the door shaft.

being constructed in the same manner and a metal frame 74 being placed between the two inner sills. At its outer end, the frame 70 is bolted to the longitudinal plank 100, which is united to the side planking of the car by metal straps 101. The lower edge of this longitudinal plank is protected by 'an angle bar 102, and the bolts attaching this plank to the frame 7 0 are preferably passed through the strap and angle bar. The outer end of the frame 70 is adapted to admit the foot of a metal stake 103, made of T iron and bolted Yto the casting 75 as shown at 104. Under each of the inner center sills, I place a reinforcing channel iron 78 extending from the end sill to a point between the bolster and the adjacent header. The reinforcement is cut out at the top as seen at 79 in Fig. 3 so that it can be inserted from below and bolted to the fra-ma() of the casting 75. This frame 80 togetherA with the flange 76 of the casting 75 forms the union between the two halves of the bolster and gives room for the draft rigging, it being understood that the casting 75 comprises in an integral structure the web with its lower flange and upper flange 76, and the frame 80' extending across the central part of the car. WhilejFig.`-6 shows only half the width of the car the castin 7 5 extends integrally from side to side o the car, the two endsof the bolster being ofthe same form. The plate 81 under this frame 80 is intended to support the draft rigging. The frame 70 has an opening for the rod 82 which acts as a stop to limit the opening of the doors and the frame 73 is adapted to give room to the truss rod 66.

One of the needle beams is shown at- Fig. 7. Like the bolster, it has a rectangular casting at each side of the center sills, which is shown at 90, and which is cut out at 91 to reduce the metal, and contains the slot 49 Below the casting 90 andbelow the center sills are two channel beams 92, placed back to back and bolted together and also to the center sills. A depending bracket 93, having an arm 94 extends up between the two beams 92 and flanged at 95. This bracket forms one'of the low' points for the truss rod 66 and is duplicated for the other truss rod. The stake 103 opposite the needle beam extends down ands fastened to the channel' beams 92 as plainly shown, the casting '90 being adapted to flt the stake. The intermediate brackets 93. In addition to these truss rods which are of the ordinary construct-ion, I provide side truss rods 120 fully shown at Figs. 1, 2, 5, 6 and 14. They start from the end sills at 121, thence extend up to the top of the side planking over the bolster, thence down to the level of the floor at the needle beam and from the first needle beam to the second needle beam, thence upward to the top of the side planking in the plane of the other bolster, and down to the attachment to the other end sill. The castings 90 of the needle beams have' projections 96 at their outer ends each with a perforation at 9T adapted to receive the truss 120. By means of this exterior truss rod, which of course is duplicated at the other side of the car, I greatlyaid in sustaining the load and re'- ducing the amount of calnber, and it is peculiarly useful in cars where the sides 2O form girders for supporting the longitudinal center of the car. In the car shown, the girder sides and the outside truss rods unite in giv ing "the center such perfect support as to render the usual side sills unnecessary. The car is further provided with a pair of truss rods 130 extending from bolster to bolster and secured to them near the line of the outer center sills. From their attachment to the holsters, they are detlected'horizontally outward and pass through both pair of beams 92'at 132, thence back to the bolster at the fart-her end of the car. These truss rods are desirably though not necessarily located below the sills and their purpose is to enable the carto better withstand the strains to which it is subjected when it sways side- Wise, or in other words they serve to stitl'en the car laterally; Around the inside of the car and near the floor is a line of inclined faced beading 140 adapted to deflect the load into 'the door opening when the door is opened.

Although I have described the 'plates 31 as flat, it will be understood that they need not -be flat throughout, and in fact the rear edge 35 of those shown is bent upward so as to come flush with thel top surfacesfof thel doors as seen at Figs. 14 and 15. The horizontal ends 48 of the racks'45 and 46 are provided with side flanges in the planesof the rims 47 upon the pinions and adapted to form tables or supports for A said rims as will be understood from the description heretofore given. When the doors are closed, the shafts are held against turning in one direction by the slots 49 and in the other direction by' 'the keepers resisting the end thrust of the operating levers. And in order that'there may be no tendency to lift the levers out ofthe keepers, such as would be occasioned by any turning of the shaft, I

'disengage the levers at such times from the ratchets 52, so that theirsole function in ee'junctionfwith the keepers while the doors are closed, istoexert an end thrust against the keepers and thus prevent any departure of the shaftsv from their proper position. The plates 32 not only serve to keep dirt, dust, etc., from getting into the hinge joints Aof the door, but where the hinges are separable by a vertical movement of the doors which is the preferable construction, serve also to retain the doors in the hinges, and are secured after the doors have been positioned.

The car is provided at each cross .'frame member with a cross tie rod 135 extending from side to side of the car, and the space between the center sills at the cross frames, other than the bolsters are filled by plates 133, and secured in placel by cross bolts 134. (See Fig. 7.)

I claim -1. In a dump car, the combination with a .hinged door of a fiat plate carried by the door and covering the hinges, and a stationary curved plate overlapping the plate upon the door, and effecting a tight joint therewith in all positions of the door.

42. In a dump car, the combination with a hinged door of a stationary. member of the `car frame, a plate sup-ported thereon and having its projecting edge curved upwardly as shown, and a coacting plate carried by the door and projecting over the' hinge, and adapted to substantially maintain contact with the under side of the Curved portion 0f the plate on the frame member, in all positions of the door.

3. The dump car having in combination with a hinged ioor door, a 'plate on the door covering its hinge, and a stationary plate secured to and forming part of a level floor of the car and overlapping said door plate, and curved so that the door plate may substantially maintain contact therewith in all posi-tions of the. door.

4. The dump car having hinged doors in its floor, forming when closed part of a level door, longitudinal plates secured to the doors along their hinged sides, and the stationary plates; secured to and forming part ofsaid iloor-y along thedoor openings and lapping overfsaid door plates, and curved concentrically with axis of the hinges.

5. The dump car having hinged doors in its Hoor forming when closed part of a level floor, longitudinal plates secured to the doors along their hinged sides and extending over the hinges, .and plates secured to the stationary part of said level loor land themselves forming a part of the same floor, and also extending over the hingeannd over the `door plates, said last mentioned plates being curved so their under surfacesjwill be `in contact with the door plates in all positions of the latter.

6. The combination with 'the dump car and its plate overhanging the door hinges' of the center sill, the blocks secured to the sill and carrying the stationary part of the hinges, and the iioor plate also overhanging the hinges above the door plates and curved concentrically of the axis of the hinges, whereby a dirt excluding joint is formed between said plates effective in all positions of the door.

7. The combination with the hinged dump door of a rolling support therefor, embodyinga shaft mounted on pinions, and stationary racks with which the pinions mesh and located in the cross members of the car frame, said racks being cut away between their teeth to give escape to any material falling upon them.

8. The combination with a hinged dump door, of a rolling support therefor embodying a bodily movable shaft, pinions supporting said shaft, 4and stationary racks traversed 'by said pinions, said racks being cut away between the teeth so the pinions are enabled to force out any lodging material.

9. The combination with a hinged dump door, of a rolling support therefor embodying a bodily mo-vable shaft, pinions support- `ing said shaft, and stationary racks traversed loysaid pinions, said `racks being cut away between the teeth and below their plane so that the pinions are enabled to force out any lodging material.

10. The dump door having a rolling support, which moves in and out in opening and closing the door, and pinions and racks beneath the door for imparting such moveme'nt to the support, such racks having their interspaces cut away to give exit to the deposited material.

11. The combination with the dump door of a railwaycar, and a rolling support for suon door movable transversely of the door to open and close the door, of ways traversed by said rolling support and beneath the door, such #ways belng constructed to allow the easy escape of such material as may fall upon them from the car when the support moves over them.

12. The combination with the dump doors, of the shaft supporting the same, rimmed pinions upon the shaft, and ways traversed by the pinions, such ways having horizontal portions upon which the pinions rest while the doors are being held closed.

13. The combination with the dump doors, of the shaft supporting the same, rimmed pinions upon the shaft, and ways traversed by the pinions, such ways having horizontal untoothed portions upon which the rims of the pinions may rest while the doors are being held closed.

1,4. The combination with the doors and their supporting shaft and pinions, of ways traversed by the pinions and having untoothed portions upon which the rims of the pinions rest while holding the doors closed,

of means for locking the shaft against moving vfrom said untoothed portions of the Ways.

15. The combination with the doors and their supporting shaft and pinions, of ways traversed by the pinions and having. untoothed portions upon which the rims of the pinions rest while the doors are held closed, a lever for operating the shaft, and a keeper for such lever adapted to resistA its end thrust. l

16. The combination with the'doors open- I ing outwardly, and a shaft and pinions supporting the doors and movable inwardly toopen them, of ways traverse-d by the pinions and having plain portions on which the rims of the pinions rest while the doors are held closed, a lever for operating the shaft, and a keeper for locking said lever located on the side' ofthe shaft toward which it moves in opening the doors.

17. The combination with the doors of a dump car, of a rolling and bodily movable shaft for supporting the doorsand ways for sustaining the shaft, of a lever for turn-` ing the shaft having a dog and ratchet connection thereto adapted to be used in either direction. v

18. The combination with the continuous exterior side truss rods, of needle beams having projecting ends with openings ,through which the rods pass.

19. The combination wili the side plank-V iiig 20 serving as girders, of reinforcing side trusses 120 engaging the cross framing under the central portion of the car body, and supported near their ends upon the side of the car.

20. The car whose side planking serves as girders, and is combined with side truss rods engaging the central cross framing of the car and supported near their ends above the plane of the car sills.

21. A railway car having a yseries of 45hinged dumping doors in-its bottom, a shaft mounted in the underframe of the car for supporting and operating said dumping doors, said shaft having a bodily movement of translation, and means applied directly to the end of the shaft for/operating the shaft.

22. A railway car having a bottom comprising a series 'of dumping doors, a shaft mounted in the underframe of the car for 55 'supporting and operating said dumping doqrs, said shaft having a bodily movement of."translation, a lever mounted upon the end of the shaft, and mgeans connecting the lever' and the shaft, whereby the shaft Iriay be operated by the lever. 0

23. Airailway car having a series of hin ed 'dumping doors, a bodily movable sha parallel to the hinge axis of said doors, means for supporting said shaft beneath and adjacent the free edge of said doors when closed, means mounted on and movable with said shaft for rotating the p same, and means for closing said door by rotation of the shaft.

- The bolster, the upperlvportion whereof consists of a series of castings, and the lower portion of a single piece casting 75,

open at the center to admit the draft riggmg' 25. The combination with the castings 70 -of both castings, and bolted to them.

26. The combinationin a needlebeam of f castings 91 extending from the center sills to the sides of the car, and continuous beams placed under the castings.

27. The combination ina needle beam of castings 91 extending from the center sills to the side of the car and two continuous channel beams extending from end to end of the needle beam..

28. The car having a cross frame member consisting of castings 91 filling the space between the center sill and the car sides, and wrought metal beams continuous from, side to side of the car and supporting said oastin' a 29. n a dump car, a rack having rack teeth upon its upper side, and inclined surface portions intermediate such rack teeth forpreventing the accumulation of material between the teeth.

30. A railway ear having a series of hinged dumping doors in its bottom, a movable shaft mounted in the underframe of the car and having a movement of translation for supporting and operating said dumping doors, a'lever loosely mountedon said shaft, and means for preventing relative rotation of said lever on said shaft in one direction while perinittinfr relative rotation of said lever on said shaft in the opposite direction 31. In a dump car, a` door supporting shaft, adapted to be reciprocated by rotation thereof, a 'handle 'by which to rotate the shaft, and a stop for the outer end of the handle the parts being arranged to make the handle act as a strut from the stop to. resist movement of the shaft away from the `positionof closure for the door.

` 32. In a dump car, a door supporting shaft, adapted to be reciprocated by rotation thereof, a handle bywhich to rotate the shaft, supporting means for the shaft in its outermost position, and a Stop to hold the handle so that it will act as a strut to keep the shaft on said support.

33. In a car, duin doors, a bodily movable and rotatable s aft, means for impartf.

ing bodily movement to said shaft when rotated, 'and means movable with said shaft for rotating the same.

34. In a dump car, a dump door, a supporting track, a bodily movable shaft cotranslation to transmit the downward thrust acting with said track and door to operate the same,. and means mounted upon said shaft-and movalble therewith for imparting movement to said shaft.

35. In a dump car, a dump door, a supporting track, a bodily movable shaft coacting'with said track and door to operate the same, means mounted on and movable with said shaft for imparting rotation thereto, land means to give said shaft a bodily movementof translation when rotated. 4

36. In a dump car, a dump door, a supporting track, a bodily movable shaft coacting with said track and door to operate the same, a lever rotatably mounted on said shaft, a-pawl onwsaidflever, a ratchet and spur gear secured to said shaft, and rack teeth upon said support.

37. A railway car .having a series of dumping doors in its bottom, a door support adjacent the free edges of said doors, a movable shaft adapted to lie between said doors and support and having a movementof of said doors directly to said support, and means mounted on said shaft and movable therewith for displacing said shaft from said support to permit said doors to open.

series 'of dumping doors in its bottom, a

shaft mounted in the frame of the car arallel to the hinge axis of the doors and aving a movement of translation to open and closeand to occupy a position beneath the doors at the outer edges thereof to support the doors and transmit the load therefrom to the frame of the car, and lneans mounted directly on the end of the shaft for displacing the shaft from supporting position.

39. A car having a series of doors in its floor hinged adjacent the center sill, a displaceable shaft mounted in the underframe of the car for operating andfor supporting the doors in closed position adjacent the swinging edges thereof, an operating device loosely mounted on the end of the shaft and traveling therewith as the shaft is displaced from supporting position, and a clutch nonrotatively connecting said operating device to said shaft when rotated in one direction but permitting independent rotation of said device in the opposite direction.

WILLIAM A. CASWELL.

Witnesses: v

Enw. S. EvAR'rs, H. M. MUNDAY.`

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