US1805661A - Cast metal drop door - Google Patents

Description

May 19, 1931. v

G. G. GILPIN CAST IETAL DROP DOOR Filed Jan. 27, 1928 2 Sheets-Sheet 1 JJZU enior j Gdrh 6'. 61!] 111/ A [born/g G. s. GlLPlN CAST METAL DROP DOOR Filed Jan. 27, 1928 May 19, 1931.

2 Sheets-Sheet 2 4) ii 011% 3 y GARTH e.

Patented May 19, 1 931 COMPANY, or CHICAGO, ILLINOIS, A coaroRArro or DELAWARE oAsr TAL imor noon Application filed January 27, 1928. Seria1 No. 250,000.

My invention relatesto the construction of railway cars having drop doors, such as hopper cars, hopper gondola cars, drop bottom or'gen-eral service gondola cars, mill type gondolas having drop end doors, or

the like, having a door forming apart of the car for retaining the load therein, which door-is provided with hinges adjacent one of itsedges and is capable of being dropped First, it is part of the floor of the car and as such must sustain the load aswell as the impact blow of the load when the car isin motion. Second, the car is frequently loaded from chutes or tipples from a height of ten feet or more, causing the load to be dropped directly upon the doors. Third,

clam shell buckets are frequently used to unload-such cars and it is not uncommon for these buckets to rest upon anddrag over the doors. "Fourth, when the door suddenly 7 comes to rest: after being dropped, it is not only subjectedto asevere shock but itmust' sustain the severe impactthrust 01 the load which of course follows thedoor'. Fifth, as

the load is theoretically equally distributed, the door must be strong'over its entire area" and must be capable of'tran'smitting the resulting stresses to the car body without 'much' deflection and no substantial distortion. Any bending of" the'door or dr'ooping-ofthe corners would cause a leak'of the ladi'ng, espe'cial'l'y of suchfine material as sand, chats,

etc. 'Any bending or-warpingmi'ght'invterferewith'the complete closing and looking of the door.'

An ob 'ect of a door of cast metal, preferably 'inallcable iron or cast st'eel,'havi'ng a panel portion forming a floor or wall of a car'and to re-' inforce such panel with cast integral members and to form and shape the entire door so that it will not be deformed by warping when cooling,.and furthermore, willeliminate shrinkage cracks and internal stresses.

the invention is to provide siLrrN, or-alvnasnne, ILLrNoIsessIeNoB TO UNION METAL, rRonUorsj Both-cast metal and annealedcast metal I ofier greater resistance to corrosion (and similar chemical actions) than rolled steel owing to the texture of the metal. When rolled steel is deformed between dies (whether heated or not) the fibres on' the tension side of the metal are opened up -or'separated by stretching, while the fibres on the compression side of the metal are forced to getherand'upset. Both such opening up and upsetting actions disrupts the homogeneity of the fibres, thus permitting the entrance of moisture therebetween and augmenting corrosion, therefore, another object is to provide a door more capable to resist corrosion. Railway cars are not only subject to the usual atmospheric conditions but are subject to chemical actions'of certain loads, such as, for in-' stance, wet coal which forms sulphuric acid. In the drawings: Fig. 1 shows a portion of a railway car, with my device-applied thereon.

Fig.2 is a section on line 2-2 of Fig.1. Figxiyis a section on line 8 -3 of Fig. 1 Figufl is a detail of the'door from the underside; 3

Fig. 5 is a section' on line 5-5'of Fig. 4. Fig. 6 is a section .on line 6-6 of Fig. 4:. Figs; 7 to 9 inclusive show various modified 'torms'of vthe invention.

In casting a door having an integral'depending flange extending around all four of its sides, the liq uid metal is preferably erted by the cooling panel portion. It a transverse, integral rib is provided which merges into opposite portions of the integral flange, the cooling'ofthe'panel portion would I break one end (or may be both endsio ffthe transverserib away from the integral flange or cause a rupture of the lower side of the transverse rib. Ihese are called shrinkage I cracks; The relatively cool perimeter of the panel (i. e., the integral flange) may offer su'liicient resistance to the contraction oi the cooling panel to crack the panel. Sometimes these stresses are not suflicient to crack and sever the metal but cause internal (latent) stresses which when increased by a load 1mposed upon the door become suflicient to (and do) break the door.

To illustrate one adaptation of my device, I have shown a so-called general service drop bottom gondola car wherein the major portion of the floor consists of drop doors. The door openings are surrounded by the center construction 1; side wall 2 and cross diaphragms In normal. or closed position the door completely closes this opening and in fact is a trifle larger on all sides than the opening so as to provide a lap joint between the door and the car frame member. The doors are hinged to the center construction and are supp ed adjacent the side wall by the raising or locking mechanism. Any convenient stop may be used to limit the downward movement of the door.

The cast metal door comprises a panel 5 with a continuous depending integral flange 6 extending around all four sides of the door. The panel is provided with one or more reinforcing ribs 7 springing from the panelat 8 and extending toward and merging into the portion of the flange 6. The door is also provided with one or more otl or reinforcing ribs 9 springing from the opposite side of the panel at 10 and extending toward and merging into the portion of the flange 6 opposite from the first mentioned ribs 7. These ribs 7 and 9 preferably traverse the major portion of the panel and the ribs 7 are preferably positioned alternate with the ribs 9 and furthermore the inner ends of the ribs 7 preferably overlap the inner ends of the ribs 9.

As the panel portion of the door cools there is a tendency to elongate the transverse reinribs 15 merging into the flange 6 adjacent the hinge lug 13 and terminating into the panel adjacent to but spaced apart from the corners of the door at 14:. Fig. 9 shows the reinforcing ribs arcuate and also substantially concentric.

WVhen a reinforcing rib 15 merges into the flange 6 adjacent the hinge lug 13 its companion rib .16 merges into the portion of the flange directly opposite the hinge lugs or supports at point 17.

The hinge lugs 13 are cast integral with the depending flange 6 and some of the reinforcing ribs preferably terminate into the panel adjacent the integral hinge lugs so .to carry their stresses to the hinges.

to be understood that the invention is not limited to the exact details of construction shown and described, as it is obvious that various modifications thereof within the scope of the claims will occur to persons skilled in the art.

In applications Serial No. 249,999; No. 250,001; No. 250,002 and No. 250,003, all iled January 2?, 1928, l have disclosed and c.-.aiined certain features disclosed but not clai led herein.

I claim:

1. A hinged door for a railway car consisting of an integral casting comprising a panel with flanges adjacent opposite margins thereof, reinforcing ribs springing from the panel and merging into one of said flanges, and other reinforcing ribs springing from the panel and merging into the other of said flanges.

2. A hinged door for a railway car consisting of an inte ral casting comprising a panel with flanges adjacent opposite margins thereof, reinforcing ribs springing from the panel adjacent the corners of the door and merging into one of said flanges adjacent the hinged supports of the door, and other reinforcing ribs springing from the panel and merging into the other of said flanges on the opposite side of the door from the-hinge supports.

3. A hinged door for a railway car consisting of an integral casting comprising a panel with flanges adjacent opposite margins thereof, curved reinforcing ribs springingfrom the panel and merging into one of said flanges, and other curved reinforcing ribs springing from the panel and merging into the other of said flanges.

a. A hinged door for a railway car consisting of an integral casting comprising a panel with flanges adjacent opposite margins thereof, curved reinforcing ribs springing from the panel adjacent the corners of the door and merging into one of said flanges adjacent the hinged supports of the door, and other curved reinforcing ribs springing from the panel and merging into the other of said flanges on the opposite side of the door from the hinge supports.

5. A hinged door for a railway car consisting of an integral casting comprising a panel with flanges adjacent opposite margins thereof, reinforcing ribs springing from the panel and merging into one of said flanges, and other reinforcing ribs springing'from the panel and merging into the other of said flanges, the flrst mentioned ribs overlapping the last mentioned ribs.

6. Ahinged door for a railway car consisting of an integral casting comprising a panel with flanges adjacent opposite margins thereof, reinforcing ribs springing from the panel and merging into one of said flanges, and

other reinforcing ribs springing from the panel and merging into the other of said flanges, the first mentioned ribs overlapping and alternating with the last mentioned ribs.

7. A hinged door for a railway ear consisting of an integral casting comprising a panel with flanges adjacent opposite marglns thereof, reinforcing ribs springing from the panel adjacent the corners of the door and merging into one'of said flanges adjacent the hinged supports of the door, and other reiniorcing ribs springing from the panel and merging into the other or" said flanges directly opposite the hinge supports. Y

8. A hinged door for. a railway car consisti ingot an integral casting oomprlsing a panel 7 with flanges adjacent opposite margins there of, reinforcing ribs springing from the panel adjacent the corners of the door and merging into one of said flanges adjacent the hinged supports of the door. 7

GARTH G. GILPIN. 1

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