US229052A - Railroad-car door - Google Patents

Description

E. PRESCOTT; Railroad OarDoo'rs.

No. 229,052. Patented June 22,1880.

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EDWIN PRESCOTT, OF HAMPTON FALLS, NEW HAMPSHIRE.

RAILROAD-CAR oooR.

SPECIFICATION forming part of Letters Patent No. 229,052, dated June 22, 1880,

Application filed February 27, 1880.

To all whom it may concern:

Be it known that I, EDWIN PRESCOTT, of Hampton Falls, county of Rockingham, State of New Hampshire, have invented an Improvement in Railroad-Oars, of which the following descriptiom'in connection with the accompanying drawings, is a specification.

This invention-relates to improvementsin freight-cars, and has for its object such aconstruction thereof as will permit the doors to swing outward when unfastened, thus leaving them free to be readily moved or slid, notwithstanding swelling or bulging of the car-body or settling of thesills by reason of either weather or weight, the said doors being free to move, notwithstanding the collection of ice and snow at the sides of the car and above the fender,

the latter, besides protecting the lower ends of the doors from injury, whether closed oropened,

also acting as a check to prevent too great outward movement ofthe doors attheirlower ends.

In this my plan I prefer to employ the doorhangings such as are fully described and shown in United States Patent No. 183,325, heretofore granted to me; but I desire it to be understood that I may, instead, employ any usual hanging which leaves the bottom of the door free to move out or in, or as in my Pat ent No. 196,996.

I have placed upon the door-sill and door or doors devices which I shall herein denominate door-binders, they beingcomposed of a finger or stud and an arm so located on the door and sill, and in such relation each with the other, that they co-operate or interlock to hold, and if desiredforce, the door or doors closely against the car side or sill as or just before the door or doors come to the closed position, to be there secured by the usual fastening device, such as a hasp, hook, or look.

In freight-cars as usually made the lower ends of the doors when opened are liable to be struck and injured by wheels or other things, as thefender extends only across the door-space. In this my plan I have extended the fender to protect the doors both when closed and opened, and I have provided each door with a stop to strike against the fender and limit the outward motion of the door at its lower end.

Figure 1 represents, in elevation, a sufficient portion of a car-body to illustrate my invention, the left-hand door being partially opened, showing its binding devices separated, while the right hand door shows them engaged, the righ t-hand end of the car-body being broken away beyond the door. Fig. 2 is a section of Fig. l on thelinezrw; and Fig. 3 is a. sectional a stop, 9, that extends down into the space h,

between the car-body and fender i, said space being sufficient to permit the door, when free from its binders and unfastened, to move outwardly at its lower end, said movement being more or less in extent according to the width of the said space.

The doors I) 0 are shown as provided with a hasp, 2, to engage a staple, 3, on the door 0, a pin, 4, being provided to hold the two in engagement. These devices 2 3 4 constitute what I denominate as the door-fastening devices. They are common, and instead of them, it is obvious, I may employ any other fastening de vices commonly used for like purposes.

Each door has connected with its lower end, as herein shown, a finger or stud, d, and upon the sill I have arranged to co-operate with it at the proper time an arm, e, the stud in this instance being connected with the door, but might be on the sill and the arm 0 on the door.

When the stud and arm, which constitute the binder, come together as the door reaches its closed position, the door is, by the said binder devices, held closely in contact with the side of the car or sill laterally, and in such position may be fastened.

When the door is unfastened and slightly 7 moved back its lower end is loosened, so that it may be moved outward to a limited extent, which leaves it free to slide horizontally, not withstanding swelling, bulging, or settling of the car, as hereinbefore referred to.

By locating the studs cl substantially at the center of the door,-and the arm e on the sill at a point distant from the closing line of the door equal to the distance of the stud from the front edge of the door, I am enabled, as itwill be seen, to press each door inward bya single stud and arm.

In Fig. 3 the filling-piece j is shown, it being interposed between the door-sill and part i and in line with the recess h.

I claim 1. In a railroad-car, the combination, with the car body or sill and a sliding door left free to move outward at its lower end under the limitations described, of a stud and arm, lo-

, cated with relation to the door and sill as described, to hold the door against the car body or sill as it reaches its closed position, substantially as set forth.

2. In a railroad-car, a sliding door left free at its lower end to move outward, as described, away from the ear-body when partially opened, combined with the stud and arm, located as described, to hold the door against the carbody when closed, and with door-fastening devices, substantially as described, to keep the door closed.

3. In a railroad-car, the body and sliding door left free to be moved outward at its lower end from the car-body, as described, when the door is unfastened and partially opened, combined with the fender on the car-body and the stop on the door, arranged to travel in the space between the fender and car-body, to limit the extent of outward movement of the lower end of the door as it is opened. 7

4:. In a railroad-car, the car-body and the sliding door arranged to move outward therefrom at its lower end when partially opened, combined with the binding devices at the lower end of the door and sill, the fastening devices to hold the door closed as the binder holds it pressed against the car body or sill, the fender, and the stop on the door, said stop being free to run between the fender and car-body and limit the outer movement of the door at its lower end, while the fender protects the door when opened, substantially as described.

In testimony whereof I have signed my name to this specification in the presence of two' subscribing witnesses.

EDWIN PRESCOTT.

Witnesses:

. G. W. GREGORY,

N. E. O. WHITNEY.

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