US1271334A - Discharge-door-operating mechanism. - Google Patents

Description

c. A. umosmb'm. DISCHARGE DOOR OPERATING MECHANFSM.

APPUCATION HLED AUG-1T. 81L 1,271,334,

c. A. umnsmb'm. DISCHARGE DOOR OPERATING MECHAMSM.

APPLICATHJH FILED AUG, IF. 5H. 1,271,334. Patented July 2, 1918.

I SHEETS-SHEET 2.

c A. LINDSTRUM.

DISCHARGE DOOR OPERAHNG MECHANISM.

APFHCAHON FILED AUG. 1]. 9H.

Patented July 2, 1918.

ISHE ETS- SHEET 3.

c. A. Lmusmiim.

DISCHARGE DOOR ()PERATING MECHANISM.

P I!) 1 271,334. A PL ATNJN FILED MIG ll 19!! Patented 2 Z SHEEISSHEET o o o o o o a o a :5 AN b! 1 3L) 3 1 Am: u- L l QHNLUH .s A- E \v s g I /L lll vvvvvvvv g g cm 1 h a w s; VF N h w A M u 1 1 w an a! a t t p u A a h m r g 10V. 3...: 3W 1 g 1 a an m 3 3 ww W Ev a. n

c. A. uNnsmb'M.

DISCHARGE DOOR OPERATING MECHANISM 1 APPLICATION FILED AUG.\?, 19! 7- Patented July 2 ISHEETS-SHEET 5.

c. A. UNDSIR'U'M DISCHARGE DOOR OPERATING MECHANISM.

APPLICATION FILED AUG. 1? l9]?- 1 ,27 1 334. Patented July 2, 1918.

ZSHEEYS- SHEET 6,

c. A. LINDSTRUM. DtSCHARGE DOOR OPERATING MECHANISM.

APPUCATIQN LED AUG-ll. [91L 1 ,271,334. Patented July 2, 1918.

ZSHEEIS-SHEET l.

DISCHABJGE-DOOR-OPE RATIN G MECHANISM.

Patented July 2, 1918.

Lttera Patent.

Application filed August 17, 1917. Serial No. 186,680.

To all whom it may concern:

Be it known that I, Cn'AnLns A. IJINIP s'rniiM, a citizen of the United States. residing at No. 138 Stratford avenue, Pittsburgh. in the county of Allegheny and State of Pennsylvania. have invented certain new and useful Improvements in Discharge- DoorOpcruting Mechanism. of which the following is a specification.

An object of the invention is to provide fluid pressure actuated means for antomatically operating the discharge doors of a railway dump car.

Another object. of the invention is to pro vide fluid pressure actuated means for EH1- tomatically unlocking. locking and operating the discharge door mechanism of e railway dump car.

Another object of the invention is to provide means whereby the discharge doors of a railway dump car may be operated either by hand or automatically by fluid pressure.

Another object of the invention is to pm vide a discharge door operating mechanism for railway dump cars having a. plurality of operating motors so constructed and connected together that the motors will operate consecutively.

Another object ofthe invention is to provides: discharge door operating mechanism for railway dump cars having a plurality of operatively onnected operating motors, one of said motors being so constructed as to operate in advance of, and time the action of, the other of said motors.

Another object of the invention is to provide a cushioned shock absorbing device for the door operating mechanism.

A further object of the invention is to provide a railway car discharge door operating mechanism which may be operated quickly without any direct manual labor, thus perniitting a car or a. plurality of cars to be dumped fronrn trestle or other place diiiicnlt of access without danger to an operator.

A further object of the invention is to provide a discharge door operating mechanism for n. railway dump car, which, when. applied to a plurality of cars suitably connected together, will operate the discharge door on any car in the train regardless'of i relative location.

A still further object of the invention is to provide a discharge door operating mechanism for railway dump cars, which when applied to a plurality of cars suitably connected together, will operate the discharge doors of any one or all of the cars in a train automatically and substantially simultaneously.

W ith the above and other objects in view, the invention resides in the construction, arrangements and combinations of parts hereinafter described.

Referring now to the drawings in which like reference characters refer to like parts, Figure 1 is a plan view of a car embodying the invention, portions of the car being removed to more clearly show the door operatng mechanism; Fig. 2 is a side elevations] \lBW of the car showing the discharge door operating mechanism in position when the doors are open; Fig. 3 is an enlar ed plan view of a portion of the car; F ig. 4 is an enlarged side elevational view of the car. portions of the door operating mechanism being shown in section. Figs. 5 and 6 are enlarged cross sectional views taken on the lines 5-5 and 6-6 respectively of Fig. 1; Fig. 7 is an enlarged sec tion through one of the motors taken on the line 7--7 of Fig. 3. the piston and piston head being shown in the door opening posi lion: Fig. 8 is an enlarged sectional view of the same motor taken on the line 8- 8 of Fig. 2. the piston and piston head being shown in position when the I aors are closed, and Fig. Skis an enlarged sectional view taken on the line i)9 of Fig. 1 -Fig. 10 is an enlargqi sid elcxational view of a portion of :1 ch? slowing a modified form of the locking and unlocking mechanism; Fig. 11 is a sectional view of the same taken on the line 11--11 of Fig. 10, and Fi 1.2 is an enlarged sectional view taken on t e line 12-42 of Fig. 11. Fig. 13 is a sectional View of a four-way valve for controlling the pressure supply to the door operating mechanism. the valve in this figure being shown closed. Fig. 14 is a sectional view of the sa'me showing the valve open to open the doors and also showing'its connections to a railway ear embodying the invention, and Fig. 15 is a sectional view of the some show ing the valve open to close the doors.

i sill 3.

Referring now in detail to the drawings, 1 indicates the underframe and 2 the body of the car, hoth'of which may be of any suitable construction. and as an example are shown in the drawings "s of it construction described in the pending t plication of John F. Streib and myself or dump our construction, filed June 9th, 1915, and rially numbered 33,027--l 15 series. The underframc has been fully described in the application just referred to and may here be described briefly, as comprising side sills 3. 3, draft ills 4, 4; and bolsters 5, 5, all of which are suitably connected together. The body 2 of the car has also been fully de' scribed in the above referred to application and may be described briefly "as comprising slo ing end floors 6, 6 and combined side we ls and sloping side floors 7, 7, all of which are Suitably connected together. The lower portions of these sloping end floors and combined side walls and sloping side floors define the discharge opening 8 in the bottom of the car, which opening is controlled by doors 9, 9 preferably hinged near the sides of the car.

Each of the discharge doors 9 is provided with a beam 10 of any suitable section or sections extending along and under'its free edge and projectin beyond each end of the door. The ends 0 the beams 10, are con nected through the medium of universally jointed links 11 to yokes l2,pivotally mounted in crank frames 13, 13, which are preferably loca'ped between the draft sills 4, 4 and at each end of the doors, that is to say, there is a pair of links 11 at each end of the discharge doors, one end of each of said links being connected to the end of its re-., spective beam 10, the other end of each pair of links bein brought together and pivotally mounted in the yoke 12. Each of the crank frames is preferably journaled between the draft sills 4. 4 in such epositicn, that when the discharge doors 9. 9 are closed, the links 11 and yoke 12 are on the dead center of the crank frame 13 or slightly beyond the dead center toward the sloping end floor, so that the load on the doors tends to force the crank frame in the closing direction and thus automatically lock the doors against opening from jars or shocks during transit.

For operating the crank frames 13, shafts 14 and 14" are provided, which are connected with the crank frames through the medium of safety clutches or lost motion devices 15 which are of the some general type as those described in U. S. Patents Nos. 1,002,856 and 1,012,260, granted to me. These shafts 14 and 14 extend outwardly from the Hutches and at their outer ends are journaled in suitable bearing? members 16 which are prefegably secured to the side The safety clutches 15 are introduced for the urpose of enmitting the droppin r of the adln quick y without danger to t e o orator v en the mechanism is operated. by and power and without danger of damage to the mechanism as a whole.

It is necessary that the crank frames 13 operate simultaneously to prevent undue strain. on either side of the doors due to cite crank frame operatic before the other, also that the two crank rames move away from the end slo ing floors when the doors are being opened and toward such floors when the doors are beihg cl sod, which enables the placing of the crank frames closer to the floors and also allows the use of straight connections to the beams 10. For the purpose of operating the mechanism by handpower a shaft 17 is provided having a squared end portion, to which a wrench or other suitable tool for rotating the shaft, may be applied. This shaft is journeled in members 18 secured to the side sill and intermediate these members is rovided with a pinion 19 which operative y engages a gear wheel 20 secured to a. shaft 21 which is also journaled in these members 18. This gear wheel operatively en ages a gear wheel 22 which is secured to t e shaft 14. The shafts 14 and 14 are operatively connected together b a member 23 which engages the gear whee 24 on the shaft 14' and the gear wheel 20. It will here be noted that the op *era-tive engagement of the gear wheel '20,

and the o rative engagement of the pinion 19 with t e gear wheel 24 throu h the me' dium of the gear wheel 20 and t e member 23 form a force increasing mechanism when the discharge doors are to be operated by hand power.

The member '23 comprises a piston rod 25 havin a toothed rack 26 adapted to mesh with t e wheel 20 and a similar rack 27 adapts to mesh with the gear wheel 24. Intermediate its ends the pistonsrod 25 is provided with a piston 28 which is adapted to contact with the wall of, and to travel within, the cylinder 29. This cylinder 29 may be secured to any suitable member of the car, but in the drawings is shown secured to the side sill 3, and is provided with ports 30 and 31. Mounted on the rack 26 or integral therewith is a toothed member 32 with which a pawl 33, pivotally mounted in the members 18, is adapted to engage, thus locking the mechanism against accidental op eration when the car is in transit. This pawl 33 is provided with an arm 34 which is operatively connected with the piston rod-35. The piston rod 35 extends into a cylinder 36 suitably mounted on the car, and is provided with a piston 37 which is adapted o travel within the cylinder,'which is imvided with ports 38. 39 and outlet 40 to the atmosphere.

Each of the cylinders 29 and 36 is provided with an opening 36 through which the inner surface of the cylinder and the piston may be lubricated. When the motors are in operative condition these openings in the cylinders are closed by plugs 36'' which are preferably screwed into the opening or may be closed by any suitable means.

41 indicates a pressure supply pipe which end of the car and may be provided with cocks 46 and 46. Between thee cooks the supply pipe 45 is provided with a branch "pipe 48 which is connected with the port 31 of the cylinder 29.

When it is desired to automatically open the discharge doors, one of the cocks 42. 42 is closed and a pipe or hose from the fluid pressure su ply is attached to the other cock and the va ve 52 is opened: Fluid pressure is then introducedwhich enters the cylinder 36 through the supply pipe 41 and branch pipe 43 and moves the piston 37 a suflicien; distance.to li the pawl 33 out of engagement with the thed member 32. Immediately after the pawl has been liftgd out of engagement with the toothed member 32 the piston 37 passes the port 39, pegmittin" the pressure to enter the cylinder 29 throu the pipe 44 and move the piston 28in the direction indicatedby the arrow in Fig. 4 of the drawings, a sutlicient distance to fully 0perate the door operating mechanism. When the piston 28 is being moved in this direction by the fluid-pressure, the air in the cylinder on the other side of the piston is allowed to escape to the atmosphere through the pipes 48 andAfi. Between the port 39 and the outlet 40, the cylinder 36 is provided with. an offset portion 49 which forms I a stop for the piston 37 when, such piston has passed the port 39, thus preventing the piston from passing the outlet 40 and the escape of the pressure through such outlet.

The operation of the crank frames and of their connections to the racks 26 and 27 has been fully described in the above referred to application, and needs nofurther description here. When the piston 28 and piston rod 25 and the crank frames have traveled the prescribed distances, and the hiding has been fully discharged the pressure from the fluid tank is cut oil and the fluid in the pipe 41. is allowed to escapc. thus ermittin the spring 50 withintlie cylin er 36 to orce the iiston 37 to its normal position of rest, an the pawl,33 to reengage with the toothed member .32, as

shown in Figs. 2, 4 and 8, thus placing the mechanism in proper position for the cl0sin of the doors.

hen it is desired to close the doors, cock 46 at one end of the car is connected with the fluid pressure and the fluid enters through pipe 45 nd forces the piston 28 in the op posite d ection to that indicated by the arrow in' Fig. 4 of the drawings. The air in the cylinder on the other side of the piston escapes through the pipe 44Vand outlet 40 in the cylinder 36 into the atmosphere. These reversals of the movement of the piston and con uently of the other movable mechanisms li ts the doors to-the closed position, locks the mechanism and the car is ready for another load.

It will be seen from the foregoing description of the mechanism that the doors of a train of cars ma be operated automatically and substantia 1y simultaneous-ii ,By connecting the cooks 42 and 42 of a mam cars, closing one of the cocks 42 at one end of the train, and then admitting pressure.

through the other cock at the opposite end of the train the operation of the mechanism as hereinbe ore described in connection with a single car, will be repeated throughout the train of cars, and the doors of all of the cai s 'will'be opened simultaneously ornearlfy 80. By connecting the cocks 46 and 46 0 adjacent cars, closing one of the cocks 46 at one end of the train and then admitting pressure'througfi the other cook 46 at the oppo-' site end of the train, the operation-of the 'mechanism will be' repeated throughout the tr in of cars. and the doors of all the cars will be closed simultaneousl or nearly so. Iii-operating a train of coup ed cars, as just described, embodying the invention, it may be desirable to discharge the lading from certain of the cars and to leave the remain-- -ing cars of the train loaded so that they can be moved and discharged at some other place. In order to do this the branch pipe 43 of each car is provided with a stop cock 52 located between the sup ly pipe 41 and the cylinder 36 by means OPWhlCh the'fiuid pressure supply may be shut off from the discharge door operating mechanism of the particular car or cars that it is not desired to discharge. By this means it is possible to discharge the load from any one car or series of cars in ai-train and at the same time retain theload m the remaining cars of the train.

In FigsI 10 to 12 inclusive amodification of the locking and unlocking mechanism has been illustrated in which the cylinder 36 thereof is placed vertically so that the piston 37' and the piston rod 35 will operate in a vertical directioninstead of in a horizontal direction as described in connection with the preferred form. In this modification. the

cylinder 36 is provided with ports 38" and,

39 which are connected with the pipes 43 arm 44 respectively, and is also provided with an outlet 40. As the operation of the piston relative to the ports and outlet is substant-ially the same as that of the preferred form, the hereinbefore description of such then rotates the shaft 17 by the use of a wrench or other suitable tool, by which means the gears are operated in a manner described in the co-pending application for patent hereinbefore referred t'm In operating the discharge door mechanism to dischar ithe load oonhiderable I'nomentum is attained in the moving parts including the doors and door operating mech anism, due to the sudden opening of the doors and to the weight of the doors themselves and to the weight of the lading supported thereby, which momentum if it were not taken care of or absorbed in some manner might cause considerable damage to the various parts of the door operating mechanism. To protect the mechanism against damage when the doors are bein o cried a shock absorbing device 53 is provide which is attached to any suitable art of the car, in the path of the member 53. This device comprises a part 54 which is secured to an a suitable part of the car and is provided wi a hollow portion 55 within which a part 56 is telescopically mounted, such part 56 be ing held in operative position relative to the part 54 by a bolt 57 or other suitable means. The end portion 58 of this bolt is held against movement in the part 56 while the end portion 59-is loosely mounted in the part 4, thus permitting the art 56 to move freely within the part 54. ithin the hollow portion 55 and between the arts 54 and 56 a spring 60 is provided whic when the member 23 strikes the part 56, will absorb the shock incident thereto. The end portion 59 of the bolt 57 is rovided with a nut 61 which contacts with t e part 54 and prevents excessive outward movement of the part 56..

Within 'the hollow portion 55 thepart 54 is provided with a shoulder 62 against which the part 56 is adaptedv to abut and'prevent excessive" inward movement of'thepart 56. It is to be understood that the "invention. is not necessarily limited tovthe specific construction of the shock absorbing device as described herein, for it will be seen that any other suitable device may be used.

To more conveniently distribute the fluid pressure to the discharge door operatingmechanism a four-way va ve 63 may be provided, which may be connected wit a pressure re voir or other suitable pressure supplv mea s located either on a locomotive or adjacent therailroadtrack. This valve coinprises a shell 64 which is provided with opening; 65, 66, 67 and 68, which are adapte to mounted in the shell. The opening 65 18 connected with the pressure supply means by a pipe 70, and the openings 66 and 67 are connected with the pipes 41 and 45 by pipes 71 and 72 and hose 73 and 74 respectively while the opening 68 leads to the atmosphere. It Will be noted that when the valve plug has been turned to the position as shown in Fig. 13 the fluid pressure from the supply means will be shut oif from the pipes 71 and 72. When it is desired to open the discharge doors the operator turns the valve lug to the position as shown in Fig. 14 an when in this position the plu directs the fluid pressure to the pipes 71 an 41 and cylinder 36, andat the'same time directs the exhaust pressure from the cylinder 29 through the o enin 68 to the atmosphere.

When it is esire to close the doors the operator turns the valve plug to the position as shown in Fig. 15 and when in this position the plug directs the fluid pressure through the pipes 72 and 45 and cylinder 29, the exhaust ressure from'such c linder being discharge to the atmosphere through the outlet 40 in the cylinder 36 as hereinbefore described. In Figs. 14 and 15 arrows have been used to clearly show the directions which the fluid pressure is made to take by the valve plu I do not wish to be limited to the exact construction of the car, the door operating mechanism or the piping system for operating the c linders as shown and described, for itwi be understood, that the invention may be applied to any other suitable ty e of opened or closed by a plug 69.

ends of said doors adapted to operate them 7 simultaneously, and a plurality of operatively connected motors for operatin said mechanism, one of said motors being a apted to time the action of the other of said motors.

2. In a railway dump car, discharge doors in'the bottom of said car and having their meeting edges at substantially tho longitudina] center line of the car, mechanism connectcd to each end of each door foroperating said doors simultaneously, and a plurality of motors for opt-rating said mechanism, one of said motors being so constructed and connected to the other of said motors that it will operate in advance of said other motor.

3. In a railway dump car, the combination with a plurality of discharge doors in the bottom of said car, of mechanism for operatin' said doors,'a motor for operating said mec ianism, a pa wl adapted to cooperate with said motor to lock said mechanism, a motor for operatin said pawl, and means for operativel connecting said motors, the last mentione motor comprising means for timing the action of the first mentioned motor.

4. In a railway dump car, discharge doors in the bottom of said car, mechanism connected with each end of each door, and fluid pressure means for automatically operating said mechanism, said means comprising a plurality of operatively connected motors.

5. In a railway dump car, hinged discharge doors in the bottom of said car having opening movements in opposite direc tions, and a plurality of operatively connected fluid pressure motors for automatically operating said doors. I

6. In a railway dump car, hinged dis" charge doors in the bottom of said our having their meeting edges at substant'ally the longitudinal centrr line of said car d-hav ing openin movements toward the sides of the car, a p urality of operatively connected motors for operating said doors, and means embodied in one of said motors for timing the action of the other of said motors.

7. In a. railway dump car, discharge doors, having their meeting edges at substantially the longitudinal center line of the car. a plurality of operatively connected motors for operatin said doors. connections between the entfs of said doors and motors. and means for o crating one of said motors in advance of t e other of said motors.

8. In a railway dump car, a discharge door in the bottom of said car, a fluid pressure motor, connections from said door to said motor, pawl adapted to cooperate with said motor for lockin said connections, and a motor for operating said pawl.

9. In a railway dump car, a discharge door in the bottom of said car. atfluid pressure motor operatively connectcdyntith said door, a pawl adapted to cooperate with said motor for locking said door and a motor for operating said pawl.

10. In a railway dump car. a discharge door in the bottom of said car. a plurality .of motors operativcly connected with said door, means for opcratively connecting said motors, and means for operating onc of said motors in advance of the other of said motors, and a pawl o cratcd-by one of said motors and adapter. to coiipcratc with the other of 'said motors for holding said door in' closed position.

11. In a railway dump car, a discharge door, a fluid pressure motor, rack and gear means opcratlvely connectin said door and motor, a pawl for locking said means. and a fluid pressure motor for operating said pawl.

12. In a railway dump car, a discharge floor, a fluid pressure motor, rack and gear means operatively connecting said door and motor, a pawl for locking said means, a motor for operating said pawl, and means whereby one of said motors is caused to operate in advance of the other of said motors.

13. In a railway dump car. a discharge door, a fluid pressure motor, gear means operatively connecting said door and motor, a locking pawl, a motoroperatively con nected with said pawl and means for permitting one of said motors to operate in advance of the other.

14. In a railway dump car, :1 discharge door. a crank operativcly connected with said door. a motor mounted on said car. means oporatiyelv connecting said motor and a. crank. a pawl for locking said door, a motor for operating said pawl, and means for operativcly connecting said motors.

15. In a railway dum 1 car, a discharge door, a crank opcrativcly connected with said door. amotor. means operatively connecting said crank and locking said door in closed position, a motor for automatically operating said locking means and means opcrativcly connecting said motors.

16. In a railway (lump car, of discharge doors in the bottom of said car, a. motor connected with said doors for automatically opening and closing them, means engaging said mot or for holding said doors in closed 'iositrion. and a motor for operating said means.

17. In a railway dump car, a discharge door, a crank connected with said' door. an operating motor. a shaft connecting said .fil'illlk and. motor. a locking pawl for holding said door in closed position, and a motor for automatically operating said )awl, said motors being opcrativel y connected together.

18. In a railway dump car, a discharge door. a crank conncctcd with said (1001', a

shaft ror operating said crank, a gear wheel.

on said sha i't, an'opcrating motor comprising :1. cylinder a piston .and piston rod, a

rack on said piston rod adapted tomesh with said gear wheel, a ratchet member on said rack. a pawl for ongagingsaid ratchet member. and a motorfor operating said pawl. l

19. In in railway dump car, adischargo door, a crank connected with said door, a i I motor. means for a plurality 7 shaft for operating said crank, a gear wheel on said shaft, an operating motor comprising a cylinder, a piston and piston rod, a rack on said piston rod adapted to mesh with said gear wheel, a ratchet member on said rack,'a awl for on aging said ratchet member, an a motor or operating said pawl, said motors being operatively connected together.

20. In a railway dump car, a discharge door, a crank'connected with said door, a shaft for operating said crank, a gear wheel on said shaft, an operating motor comprising a cylinder, a piston and piston rod, a rack on said piston rod adapted to mesh with said gear wheel, a ratchet member on said rack, a pawl for: engaging said ratchet member, and a motor for operating said pawl, one of said motors being adapted to operate in advance of, and time the operation of, the other of said motors.

21. In a railway dump car, a discharge door 0 crating mechanism comprising a longitu inally movable member and connections therefrom to thcdoors, a motor for operating said mechanism, a pawl for lockin said mechanism, a motor for operating said pawl, both of said motors being operatively connected together, a plurality of pressure sup ly pipes, a connection from one of said supp y pipes to the first mentioned motor for admitting pressure to said motor to closethe discharge doors, and a connection from the other supply pipe to the second mentioned motor for admitting pressure to both of said motors to open the discharge doors.

22. In a railway dump car, a discharge door in the bottom of said car, mechanism for operating said door, a fluid pressure motor for operating said mechanism, a pawl adapted to engage said motor and lock said mechanism, a motor for operating said pawl, said motors being operatively connected together, the last mentioned motor comprising a cylinder having an inlet port, an outlet port and an intermediate port, said intermediate port being connected with the first mentioned motor, and a piston in said c linder adapted to be moved back and ibrth past said intermediate port to alternately connect said port with said inlet or outlet port.

23. In a railway dump car, a discharge door 0 crating mechanism, a fluid pressure motor or operating said mechanism, a pawl for locking. said mechanism, a motor for operating said pawl, said motors being operatively connected together, the last mentioned motor comprising a cylinder having an inlet port, an outlet port and an intermediate port, said intermediate port being connected with the first mentioned motor, and a piston in said cylinder adapted to be moved back and forth past said intermediate port to alternately connect sa (1 port with said inlet or outlet port, said piston being movable in one direction by fluid pressure to connect said inlet and intermediate ports when the doors are bein opened and movable in the opposite CllI'BQtlOIlS by other means to connect said intermediate port and outlet ort when the doors are bein closed.

24. n a railway dump car, a, ischarge door operating mechanism comprising a longitudinally movable rack member, connections therefrom to the doors, and a shock absorbing device secured to said car adapted to arrest excessive movement of said member when the doors are 0 ened.

25. In a railway ump car, a discharge door operating mechanism comprising a longitudinally movable rack member, and a device secured to said car arranged to arrest excessive movement of said member and to absorb the shocks in said mechanism when the doors are opened.

26. In a railway dump car, a discharge door operating mechanism comprising a longitudinally movable toothed member, and a device secured to said carwith which said member is adapted to en age, said device being arranged to absorb t e shocks on said mechanism when the doors are being 0 ened.

27. In a railway dump car, a disc iarge door, a crank connected with said door, a shaft for operating said crank, a gear wheel. on said shaft, an operating motor compris ing a cylinder, a piston and piston rod, a rack on said piston rod adapted to mesh with said gear wheel, a ratchet member. on said rack, a pawl for engaging said ratchet member, a motor for operating said pawl, and a shock absorbing device arranged to arrest excessive movement of said rack.

28. In a railway dump car, a discharge door, a crank connecte with said door, a shaft for operating said crank, a gear wheel on said shaft, an operating motor comprising a cylinder, a piston and piston rod,.a rack on said piston rod adapted to mesh with said gear wheel, a ratchet member on .said rack, a pawl for engaging said ratchet member, a motor for operating said pawl, said motors being operatively connected together, and a shock absorbing device arranged to arrest excessive movement of said rack.

29. In a railway dump car, a discharge door, a crank connected with said door, a shaft for operating said crank, a gear wheel on said shaft, an operating motor comprising a cylinder, a piston and piston rod, a rack on said piston rod adapted to mesh with said gear wheel, a ratchet member on said rack, a pawl for engaging said ratchet member, a motor for operating said pawl, one of said motors being adaptedto operate in advance of, and time the operation of,the other said rack.

of aid motors, and a shock absorbing device arranged to arrest excessive movement of said rack.

lit). in a railway dtrtnp car, discharge (lOUl's in the bottom of said car, i'nechanism for operating said doors, a fluid pressure motor. rack and gear means operatively connectin" said motor and said mechanism, a pawl tor locking said rack, and a fluid ressure motor for operating said pawl to re ease -31. In a rail-way dump car, a pair ot'dis- [charge doors, cranks connected with said doors, said cranks being movable in opposite directions, a motor for, operating said cranks, oonneetions from said cranks to said motor. a pawl adapted to be moved into and out of engagement with said motor, and a motor for operating said pawl. said motor being operatively connected with the first mentioned motor.

32. In a railway dump car. a discharge door, cranks operatively connected with the ends of said door, an operating motor coinrising a cylinder, :1 piston rod extending Beyond the ends of said cylinder, connections from the end portions of said piston rod to said cranks, a pawl adapted to be moved into or out of engagement with said piston rod, and a motor for operating said pawl, said pawl being movable out of engagement with said piston rod by means of fluid pressure and into engagement therewith by means independent of the fluid pressure.

piston rod is adapted to engage when c 33. In a railway dump at", a discharge door, mechanism for operating said door, said mechanism comprising a piston rod, and a device secured to said car with which said said oor is bfieing opened, said device being adapted to arrest the movement of said piston rod and to absorb the shocks in said mechanism.

34. In a railway dump car, discharge doors, mechanism for operating said doors, said mechanism comprising a motor having a pressure cylinder and a piston rod, and a device secured to said car adapted to arrest excessive movement of said piston rod when said doors are being opened, said piston rod being adapted to engage said device.

35. In a railway dump can discharge doors, fluid pressure means for operating said doors, said means comprising a motor having a cylinder, a piston rod extending through said cylinder and beyond the ends thereof, rack members forming part of said piston rod, and a shock absorbing device secured to said car with which one of said members is adapted to engage when the doors are being opened, to arrest excessive movement of said piston rod.

In testimony whereof I atlix my signature in the presence of two witnesses.

' CHARLES A. LINDs'rRoM.

\Vitnesses A. IA. G. Enron, W. B. Rona.

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