US1851214A - Mine car - Google Patents

Description

'March 29, 1932. H. w. SANFORD ETAL' 1,851,214

um: cm

Original Filed July 22. 192'! 5 Sheets-Sheet 1 TTORNEY H. w. SANFORD ETAL- 1,351,214

March .29, 19 32.

\ MINE -CAR Original Filed July 22. 192 7 5 Sheets-Sheet 2 INVE T0 March 29, 1932. I H. w; ANF ORDE 1,851,214

IINE CAR Original Filed July 22. 1927 5 Sheets-Sheet a March 1932- H. w. SANFORD ETAL 1,851,214

MINE GAR Original Filed y 22. 5 Sheets-Sheet 4 IN V EN TOR.

ATTORNEY March 29, 1932. w. SANFORD ET-AL 1,851,214

MINE CAR I Driginal Filed July 22. 1927 5 Sheets-Sheet 5 fafwgzi KW Q 'g Q v INVENTOR. Q fi 21. Q

Patented Mar. 29, 1932 om'rao srarss PATENT ori ice I noon w. smear AND Penny s. HcOALLEN, or Knoxmm, 'rn'mvnssnn, assrenoas, Br masnn assremlmzrs, To earn noon w. sanronn MINE can Original-application filed July 22, 1927, Serial No. 207,763. Patent a6. 1,762,867, dated June 10, 1980.

Divided and this application filed may 2, 1930. Serial No. 449,245.

I load is to be discharge The object of this invention is to improve the doors and associated members in such manner as to substantially prevent leakage of material downward from the interior of the car between the doors and the side sills or side walls of the car, and also adapt the doors to be madeamply strong with light weight met'al.

This ap lication is a division of our application, erial Number 207,763, filed July 22, 1927, nowPatent No. 1,762,667, of June 10,1930.

In the accompanying drawings,

Fig. 1 is a side elevation of a car and a portion of a track illustrating our improvement, the. end sills of'the car having been omitted;

Fig. '2 is a rear elevation of the structure shown by Fig. 1;

Fig. 3 is an upright, longitudinal section on the line, 3-3, of Fig. 2, showing the car in engagement with the means for raising the bottom doors;

Fig. 4 is an enlar ed detail view showing the meeting edges two doors;

Fig. 5 is a detail showing a cross section of la1 side sill and the adjacent door flange or wa 4 Fig. 6 is an upright transverse section on the line, 6-6, of Fig. 8; I

Fig. 7 is a section on the line, 7-7, of Fig. 8;

Fig. 8 is an upright longitudinal section on the line, 8-8, of Fig. 7, looking toward the left;

Fig. 9 is a perspective of a door in which the sidewalls are not integral with the body of the door;

Fig. 10 is an upright longitudinal section on the line, 10-10, of Fig. 11, looking to ward the left;

Fig. 11 is a transverse upright section on the line, 11-11, of Fig. 10, looking toward the right;

Fig. 12 is a View similar to Fig. 11, the apron being extended further downward;

Fig. 13 is an upright section on the line, 13-13, of Fig. 14, looking towardv theleft;

Fig. 14 is an, upright longitudinal section on the line, 14-14, of Fig. 13, looking toward the right; i

Fig. 15 is a side elevation of the apron shown in Figs. 13 and 14.

- Referring to said drawings, A, A are track rails resting on ties, A1, and piers, A2. B, B are ordinary car wheels applied to the ends of axles, G, C. D is the body of the car. D1, D1 are side sills of channel-shape cross section forming parts of the car. The ends of these sills are joined by end sills or bumpers, not shown. oxes C1, seated in the channels of the side sills receive the axles, C.

The end of the car at the right, as viewed in the drawings, is the forward end of the car, and it is to be understood that the car moves forward for dumping and for'closing the doors after the load has been discharged from the car. The discharge is downward between the side sills and between the track Said door has at its forward edge three pairs of hinge members, C2and C3, as hereinafter described. At its rear edge, two bars or arms, E2, are attached to the lower face of the door and project a little way rearward of said rear edge. On'the rear end of the car body and in an upriggplane transverse to the length of the car body are a pair of of hinges each comprising an upper bell cranks, E3, pivoted at E4, to the car body. Each of said bell cranks has a hook, E5, adapted to extend beneath the adjacent bar or arm, E2, each bell crank being so arranged as to bring its pivot, E4, above its hook, whereby the arm bearing the hook may swing toward and from the upright, middle, longitudinal plane of the car while the arm, E6, of the bell crank extends horizontallv outward and by its preponderance of weight tends to tilt the bell crank so as to move said hook toward said lane. Each of said hooks has a beveled face, 7, adapted to be engaged by the adjacent bar or arm, E2, when the latter is carried upward by the upward movement of the rear portion of the door into the closed position.

When said bars, E2, thus rest on the hooks, E5, said door is held firmly in its upper or closed position, and this condition continues until said hooks are moved outward far enough to allow the bars, E2, to descend. Said hooks are made to move outward by raising the horizontal arms, E6, of the bell cranks. To cause said arms to rise automatically when the car reaches the dumping station, a cam member, A3, is placed at each side of the track in position to engage the lower edge of the adjacent latch arm, E6, and cause said arm to ride upward on said cam member during the further forward movement of the car, the arm, E6, being extended outward far enough to bring said cam member into the path of said arm. It is to be observed that said door will not become released until both arms, E6, have been raised. Hence said door will not ordinarily become released through the accidental raising of one of said arms by means otherthan one of said cam members. Thus the latch mechanism is duplex, and both parts must, ordi narily, operate simultaneously before the door becomes released.

Said door has at its front edge three pairs hinge member in the form of a block, C2, and a lower hinge member in the form of a strap, C3. Rivets, C4, extend through said trap and said block and the door, E, and bind said members to each other. The under part of the block, G2, has a concave portion, C5, to receive the u per part of the rear axle, C, while the strap, 3 has a reversely concave portion, C6, which conforms to the lower side of the axle. The forward part ofthe door and the adjacent part of the hinge block, C2, are curved to be approximately concentric to the axle, G. hen the forward portion of the door, E, is thus formed, the door can turn on the axle, C, without lifting the next forward door and the load of coal or other material rest ing thereon and without lifting the coal or ot er material resting on the forward portion of the door which is being turned, the

forward portion of the turning door merel turning like a horizontal cylinder 'on whic rests a mass of loose material.

The forward portion of the second or middle door is curved and provided with hinges engaging the forward axle, as described concerning the first door.

At the forward end of the car there is a shaft, E8, which is horizontal and transverse to the length of the car and has its ends resting in the side sills, D1. On the forward edge of the third door are three ears or hinge members, E1, through which said shaft extends. The rear edge of that door rests u on the forward part of thesecond door w on the latter is in the upper or closed position.

As soon as the first or latch-controlled door has been released, as above described, the portion rearward of its hinge turns downward in response to the preponderating action of gravity upon said portion, while the curved portion of said door which is forward of said hinge slides upward and rearward along the material and the part of the, second door resting thereon until the first door is free from the rear edge of the second door. Thereupon the second door in similar manner turns downward upon its hinge and frees its forward edge from the'rear edge of the third door. Thereupon the third door similarly turns downward upon its hinge.

Although the drawings show three such doors, it will be understood that the number of doors in the series may be varied.

When all the doors have been released and allowed to turn for the downard discharge of the load, the continued forward movement of the car brings the lower face of the forward door into engagement with a stationary cam member, A4, located upon the track between the rails, A, and rising to a sufficient height to raise the rear portion of said door upward a little wa above its normal position. Said cam mem er is extended horizontally far enough to maintain its engagement with the forward door until the other two doors have successively in the same manner engaged the inclined portion of said cam and have been forced upward thereby. When the rear or latch-controlled door is being thus forced upward, the bars, E2, engage the bevel faces, E7, of the hooks, E5, and force said hooks laterally until said arms are above said hooks,

whereupon the latter move inward into posi- I the rear of the car body. the rear wall, D2,

downward between the rails.

As above stated, theobject of our invention is to improve the doors. and associated members in such manner as to substantially prevent leakage of material downward from the interior of the car between the doors and the side sills or side walls of the car. The drawings show means for this purpose in slivera-l forms.

Referring to said drawings, Figs. 3, 4, 6 and 7, and 8, show the side edges of the doors-the edges which are next to the side sillsas having ample upright walls, F. In Figs. 3 and 4, those walls are integral with the body of the wall, the door being made ofplate metal stamped or forged into shape from a single piece. These. upright flanges have their upper edges so near the adjacent face of the side Sills as to substantially prevent the downward passing of material between said flanges and the side sills. These walls are of a height much exceeding the height of such a marginal rib as is shown in said Patent, No. 1,268,390,:for the purpose of stiiiening the door. These high walls and the downward curved door together form a trough-shape res ceptacle for the coal or other material. Making these walls high facilitates shaping them to make their upper edges bear yieldingly against. the adiacen-t faces of the side sills, whereby said edges are made to wipe or scrape along the faces of the side sills during the upward turning of said doors, and then remaining in pressing contact with the side sills. (Fig. 5). In the forward or right hand part of Fig. 3, the end wall, D2, of the body has alower'part. D3, extending rearward and downward to bring it close to the surface of the body of the forward door. At

has a similar lower part, D4. extending downward and forward; but this part, D4, is higher than the part.'D3, at the forward end of the car. To the, lower edge of, the part. D4. is hinged an apron, D5, the lower edge of which normally extends into and rests against the adjacent bottom of the first or rear door,

this apron extending downward and fcr-.

ward. (See Fig. 3). This. -apron forms a part of the end wall of the car body and-performs its part in retaining the material resting on this rear door. When this door is released for downward turning, the material above the door can turn this apron rearward on its hinge to increase the opening through which the material is then dischar ing.

In Figs. 7, 8 and 9, the walls 0 the door are not integral with the body of the door. The door has at each side edge an up-turned flange, Fl, andto each such flange is riveted a wall, F2. On the upper flan e of the side sill, D1, rests a wooden sill, F The adjacent part of the sidewall, D, of the car body extends obliquely upward and outward and rests on the wooden sill, F7. A strap, D10, extends 'over'the outer face of the sills, D1

and F7, and the outer face of the side wall,

D. The oblique part of the wall, D,=extends downward beyond the wooden rail, F7, and

"beyond the upright plane of the wall, F2, and thence downward in the upright position to form an apron, D6, over-lapping but spaced from the wall, F2. A spacing sleeve,

D8, is placed between the wooden rail, F7,

and the apron, D6. A bolt or rivet, D9,ex-

tends through the apron, D6, the sleeve, D8,

the wooden rail, F7, and the strap','D10, to bind said members (firmly to each other. Thus the apron is held in its 'osition and serves to prevent material in t e car from reaching the upper edge of thewall, F2. The lower edge of the apron, D6, is referably cut to approximately parallel t e upper edges of the door walls, as shown m I Fig. 8.

In Figs. 10 and 11,.the rail, F7, is omitted. The apron, D6, is also omitted and the door wall, -F3, is substituted. -The side wall, 4 D, extends downward only to the outer part of the upper flange of the side sill, D1. The door wall, F3, is offset to rest on the upper flange of the side sill and bears against the inner face of the side wall. 'D. Rivets, F4, extend through the wall, F3, the side wall, D, and the strap, D10. Thelower edge of the door wall, F3, is shaped to conform to the curvature of the doors, E, and almost touches the doors. Each side edge of each door has an upward-directed flange, F5, which over-laps the door wall, F3, between that wall and the side sill.

In Fig. 12, the side wall, D, is extended downward to form a door wall, F6, overlapping the inner face of the flange, F5, of j:

This section is taken near the the door. axle, C.

In'Figs. 13 and 14, the structure difi 'ers from the structure of Figs. 10 and'll, in-the manner of so orting the door walls, F3. A wood sill, F rests on the upper flange of the side sill and extends inward a short distance beyond. the inner lipright face of the side sill. The side wall, extends. over the upper face and the inner face' of-the I wood s1ll, F7. The upper edge of the wall, F3, over-laps the lower edge of the wall, D. Bolts or rivets, F8, extend through the wall, F3, the wall, D, the sill, F7 and theadjacent strap, D10. Thus the wall, F3, is placed far enou h away from the inner face of the side sill, I31, to give the door flange, F5, free space between said sill and the wall, F3. A spacin sleeve, F9, is laced between the wall, 3, and the side sill. A rivet or bolt, F10, extends throu h the wall, F3, and said sleeve and the side sill and the adjacent strap, D10, to bind said members firmly to each other. A separate wall, F3, ma be provided for each door, as shown in igs. 14 and 15, but, if so preferred, the several walls may be formed of a single piece.

In all the forms illustrated by the drawings, the structure forms a sealing at the parts of the door which are adjacent the side sills, said sealing bein for the purpose of preventing the escape 0 lading material from the car along said parts of the door. In these cars as previously constructed, the overlappin ends of the doors made their own seal. 11 our improvement special provision is made to prevent leakage at the forward end of the forward door and at the rear end of the rear door. At the rear, the apron, D5, is hingedto allow its lower edge to make close contact with the door and to allow the apron to swing during downward movement of the lading material. This is specially important if the material is in large lumps or blocks, or if the material is not in large lumps, but tends to mass together. In all cases, the downward movement is'facilitated by the larger discharge opening, and the larger opening tends to prevent stalling of the discharge.

It is also to be especially observed that in most of the forms illustrated and described, the doors can be made of light weight metal and yet be amply strong. This economizes metal and limits weight of the structure.

Not only do the ample sides of the doors permit attaining strength with light metal; but the fixed plates or aprons which overlap the sides of the doors limit the strains exerted upon the sides of the doors by the load of material in the car.

We claim as our invention:

1. In a railway car of the kind described, the combination of axles, wheels supporting the axles, side sills supported by the axles, bottom doors supported on hinge lines which are transverse to the side sills, latch mechanism at the rear end of the rear door, the bottom doors having side walls of sufficient height to over-lap a large part of the inner face of the side sills and make the doors receptacles, and an apron-form member extending downward over the inner faceof each side wall of the doors.

2. In a railway car of the kind described, the combination of axles, wheels supporting the axles, side sills supported by the axles, a bottom door supported on a hinge line which is transverse to the side sills and having side walls of suflicient height to over-lap a large part of the inner face of the side sills and to make the door a receptacle, releasable means for supporting the rear end of said door, and

an apron-form member extending downward Ever the inner face of each side wall of the oor.

3. In a-railway car of the kind described, the combination of a body having side walls, bottom doors supported on hinge lines which are transverse to the side walls, latch mechanism at the rear end of the rear door, the bottom doors having sealing means at the meeting of the doors and the inner faces of the side walls, and an apron-form member extending downward over said sealing means when the doors are in the closed position.

4. In a railway car of the kind described, the combination of a body having side walls, bottom doors supported on hinge lines which are transverse to the side walls, the bottom doors having side walls of suflicient height to over-lap a large part of the inner face of said side walls, an apron-form member extending over the inner face of each side wall of the doors when the doors are in the closed position, and means-for retaining the doors in the closed position.

5. In a railway car of the kind described, the combination of axles and wheels supporting the axles, side sills supported by the axles, bottom doors supported on hinge lines which are transverse to the side sills, sealing means including an apron at the meeting of the doors and the side sills, and latch mechanism for holding the doors in the closed position.

6. In a railway car of the kind described, the combination of body side members, bottom doors supported on hinge lines which are transverse to said side members, the meeting edges of the doors making supporting engagement with each other, sealing means including an apron at the meeting of the doors and the side members, and latch mechanism at the rear end of the rear door.

7. In a railway car of the kind described, the combination of body side members, bottom doors supported on hinge lines which are transverse to the side members and having upward-directed side walls, an apron at each meeting of the doors and the side members, and means for holding the doors in the closed position.

8. In a railway car of the kind described, the combination of body side members, a bottom door supported on a hinge line which is transverse to the side members, sealing means including an apron at the meeting of the door and the inner faces of said side members, and

releasable means for holding said door in the closed position.

9. In a railway car of the kind described, the combination of body side members, a bottom door supported on a hinge line which is transverse to the side members and said door III having side Walls, an apron at the meeting of the door and the inner faces of said side mem-- bers and over-lapping said side Walls, and releasable means for holding the door in the closed position 10, In a railway car of the kind described, the combination oi a body having side walls, a bottom door supported on a hinge line which is transverse to the side walls, aprons at the meetiiig of the dooi and the inner faces of the side walls, and means for retaining the door in the closed positioii.-- v

11. In a railway car of the described, the combination of a @0617 having side Walls an approximately horizontal bottom door supported on a hinge line which is transverse to the side Walls, a sealing apron at the meet ing of the door and the inner faces of the side walls, and means for retaining the door in the closed position 12. In a raiiway car of the kind described, the combination of a body having side Walls an approximately horizontal hottom door supported on a hinge line whieh is transverse to the body side Walls, the bottom door having side walls of suficient height to over-lap a large part of the inner faces of said side walls to make the door a receptacle and give strength to the door for supporting its load; an apron at each body side Wall and over-i=1 ping said door Walls, and means for retaining the door in the closed position.

In testimony whereof we have signed our names this 26th day of April, in ihe year one 85 thousand nine hundred and thirty.

W. SANFGED.

S, MCCALLE'N.

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