US2340014A

US2340014A - Railway car side door

Info

Publication number: US2340014A
Application number: US389487A
Authority: US
Inventors: Karl F Nystrom
Original assignee: Individual
Current assignee: Individual
Priority date: 1941-04-21
Filing date: 1941-04-21
Publication date: 1944-01-25
Anticipated expiration: 1961-01-25
Also published as: USRE22633E

Description

Jan. 25, 1944. K. F. NYsrRoM RAILWAY CAR SIDE DOOR 10 Sheets-Sheet 2 Filed April 21, 1941 r. FIF;

Jan. 25, 1944. K. F; NYs'rRoM 2,340,014

RAILWAY CAR SIDE DOOR Filed April 21, 1941 10 Sheets-Sheet 3 K. F, NYs'rRoM 2,340,014

RAILWAY CAR SIDE DOOR Filed April 2l, 1941 10 Sheets-Sheet 4 Jan '25 1944|- K. F. Nys-mom RAILWAY GAR SIDE noon Filed April 21. 1941 10 Sheets-Sheet 5 fzyerzar: [fr] Jan. 25, 1944. K. F. NYsTRoM RAILWAY GAR SIDE DOOR Filed April 2l, 1941 10 Sheets-Sheet 6 UFA/ys Jan. 25, 1944. K F 'NYs1-R0M 2,340,014

RAILWAY CAR SIDE DODR Filed April 21, 1941 10 Sheets-Sheet 7 zza ZM K. F. NYs'rRoM 2,340,014

RAILWAY CAR SIDE DOOR Filed April 21, 1941 10 Shefs-Sheet B Jan. 25, 1944. K. F. NYsTRoM 2,346,014

RAILWAY CAR SIDE DOOR Z0 2J j 506 i Z55 2% 55 [mana/r Karlfjwrm Filed April 21, 1941 10 Sheets-Sheet 10 wlll fl. w A

fzzlar: Kar

Patented Jan. 25, 1944 UNITED STATES PATENT OFFICE 14 Claims.

This invention relates to side doors for railway cars and more particularly to railway cars having a great inside width while falling within the maximum outside width defined by the clearance lines which are specified by the Association of American Railroads. Railway cars commonly have doorways in the side walls thereof and doors for closing such doorways are commonly movable in planes substantially parallel with the side walls of the car. The necessary characteristics of such doors are that they be strong enough to resist thrusts from the inside or the car caused by the shifting of the lading and that they form reasonably tight seals with the frame members around the doorways to prevent the entrance oi' moisture, cinders and other foreign matter into the interior of the car.

An object of my invention is to provide a car having a clear inside width of 9' 6" and an overall outside width of l' 8", which latter dimension is the maximum permitted for interchange among the various railroads of the country. The conventional type of side door is one in which the operating mechanism for the door. such as rollers, starting lever, lock and handle are mounted upon the outside face of the door and the width of such members necessarily restricts the inside width of the car. I accomplish the above mentioned object by placing the door track and Ithe rolling means for the door substantially below the door.

This is an improvement over the provision of such rolling means on the outside face of the door as the additional' clearance obtained permits an increase of the inside width o! the car. V

Another object is to form an effective seal ccmpletely around the door to prevent the entrance oi? foreign matter into the interior of the car. I accomplish this object, rst, by constructing the door and then using such door as a gauge around which certain framing members o! the car are positioned and then secured together to form a rigid doorway frame. The doorway frame is thus custom built to the size of the door. thereby eliminating the openings usually caused by the inherent variations in size of a door and doorway frame. The second method contributing to the accomplishment of the above object is the arranging oI the door, doorway frame and operating mechanism for the door in `such a way that a seal is iormedlas aresult of the closing movements of the door, as will hereinafter be explainedin detail.

Another object o! the invention is to use the door track as a reinforcement.I The side wall ci' a railway car is naturally weak at the doorway. both for the reason that the doorway constitutes an inherent weakness in the side wall and for the reason that the doorway is commonly in the center of the car where the beam stress is the greatest. I rigidly attach the track to the side sill below the doorway to provide the reinforcement and also utilize a part of the track for the purpose of underlying and supporting part oi' the threshold plate.

Another object is to provide a door operating means wherein the closing movement of the door moves such door outwardly from the car a distance sufiicient to form seals on certain edges of the door. The lading within the car is i'requently thrown against the door to cause an outward thrust on such door and, in the construction herein disclosed, such outward thrust tends to provide a still tighter and more effective seal around the edges of the door whereas in certain types of conventional car the closing oi' the door tends to create an opening rather than an eftective seal.

In the type of door herein disclosed, the operating means comprises rollers pivotally mounted upon the door` and arranged to roll, during opening and closing movements, upon a track mounted upon the car. The track is provided with depressions positioned so that when the door is in the full opened or full closed position, the weight of the door is removed from the rollers and transferred to a rigid member of the door so that the friction between such rigid member and the door track retards movement of the door. In a conventional construction, 'said rigid member is comprised of the roller housings which are commonly castings. The' difiiculty of maintaining a large area of frictions] contact. due to irregularities in the castings, reduces the frictional resistance to moving and permits the door to open or close itself unexpectedly during service movements of the car. In the invention herein disclosed, I use pressed or rolled parts tor the above mentioned rigid member. thereby obtaining a more even contact between such member and the door track `and consequently a greater trictional resistance to moving. Such pressed or rolled member may be the lower frame member o! the door.

' Another object of the invention is to provide a door lock which docs not interfere with sealing strips on the edges oi the door and doorway trame, which method oi.' accomplishing such means will be hereinafter pointed out in detail.

Another object is to utilize the door track tor the double purpose of providing a support for rolling movement of the door and of placing a limitation upon the upward movement thereof. The use of a unitary member to accomplish these two purposes eliminates the effect of inaccuracies in assembling the various parts of the car.

As hereinabove pointed out, I use the door as a, gauge for positioning the various parts of the doorway frame during assembly of such frame and I also utilize the door track as a gauge from which the positions of the other parts of the doorway frame may be determined.

When the door is in the full opened or full closed position, the weight is preferably removed from the rollers and the door is supported by friction surfaces at the upper and lower edges. which surfaces. according to my present invention. are preferably inclined. Such inclination permits the door to deflect laterally; that is, in, wardly or outwardly, and thereby permits the upper and lower edges thereof to ride upwardly or downwardly on the inclined surfaces so as to compensate for slight irregularities in the shape of the door and in the positioning of the members having such inclined surfaces.

Another object is to provide a sealing means at the lower edge of the door, which sealing means is formed by a lower door member being disposed relatively close to the side sill of the car and an upper door member being disposed relatively close to the threshold plate of the car, thereby providing two seals. I also provide a trough between the seals for the purpose of trapping and carrying away liquid which passes through the outermost seal.

Another object is to utilize the above mentioned rigid member on the door as a guide to restrict lateral motion during horizontal rolling movement of the door in addition to using such member to form a friction element to retard movement of the door when in the full opened or full closed position.

Other objectsand advantages of my invention will be apparent from the following detailed description by referring to the accompanying drawings.

In the drawings:

Fig. 1 is a 'side elevation of a portion of a railway car showing one embodiment of my invention.

Figs. 2 and3 are sections on lines 2-2 and 3l, respectively, of Figure 1.

Figs. 4 and 5 are sections similar to Figures 2 and 3, respectively. showing a modified form of the invention.

Fig. 61s an exploded view showing the door and doorway frame members in their proper relation.

Fig. l is an enlarged view of the lock mechanism shown in Figure l, the door being fully closed and locked.

Fig. 8 is a view of the lock mechanism shown in Fig. 7 when the door is in full closed position but not locked.

Fig. 9 is a section on line 9-9 of Figure '7.

Fig. 10 is a view similar to Figure 2 showing another modified form of the invention'.

Fig. l1 is an elevational view of a modified form of starting bracket of the general type disclosed in Figure l.

Fig. l2 is a plan view of the bracket shown in Figure 11 with the door track not shown for clarification.

Fig. 13 is a section on line i3--i9 of Figure 11.

Figs. 14 to 17,-incluslve, are views similar to a portion of Figure 3 showing modified forms of the invention.

Figs. i9 to 20, inclusive. are views similar to the lower part of Figure 2. showing further modiilcations of my invention.

Figs. 21 and 22 are views similar to the upper part of Figure 2, showing further modifications of my invention.

Figs. 23 and 24 are views similar to the lower part of Figure 2, showing other modifications of my invention.

In the modiiication of my invention shown in Figures l to 3, a portion of a railway car is disclosed having the usual side plate 2, side sill 9 and vertical posts, such as the door posts 5, B, extending between and secured to the plate 2 and sill 3. The present invention is particularly related to the door and doorway structure of the car: the other parts of the side wall may be of any convenient design such as, forexample, that shown in my Patent No. 2,150,897 dated March 21, 1939. As is usual in this type of car, the side sill 9 is a common fpart of -the derframe and the side wall and. in the form s own, comprises an inwardly facing channel. The slde plate 2 is comprised of an upper portion 9 and a lower portion 9 with the car roof il being secured to the upper portion B. The door posts 5, 6, shown more particularly in Figure 6. each comprise a at part i2 substantially in the outer plane of the side wall, an inwardly directed flange I4 defining an edge of the doorway and a Z bar I5 formed on the opposite side of the post from the flange I4. Filler strips Il are secured to

the'posts

5, 6 for the purpose of attaching the side wall lining 9 as shown in Figure 3. The threshold plate 29 is supported on the upper surface of the side sill 9 and extends outwardly (2l) beyond suchsill and also downwardly (23) and inwardly (24) for the purpose of supporting the car floor 26.

The broken line 21 shown in Figures 2 and 4 is the established clearance line: that is, no part of the car is permitted to extend outwardly beyond this line. As shown most clearly in Figure 6, the door 29 is made up of a rectangular framework comprised of the top frame strip 39. the bottom frame strip 32, the front frame strip 98 and the rear frame strip 95. This framework supports a relatively thin metallic sheathing 36 formed with substantially horizontal stlieners 99 extending between the front (99) and rear (35) frame strips. ,1,

The door 29 has front (49) and rear (4|) roller housings rigidly secured thereto with rollers 43 pivotally mounted within the housings. The door track is a channel member 44 having its web 46 secured to the outer side of theweb I1 o! the channel shaped sill 8 with its upper ange 49 underlying and supporting the outwardly projecting part 2i of the threshold plate 29. The lower ange 69 of the channel track member 44 supports the tread which is an angle 52 upon which the rollers 43 roll during horizontal movement of the door 29. 'I'he lower flange 50 is coped so that the tread $2 may be depressed (59) at certain places below the general level of the tread.

'I'he bottom frame strip 92 of the door 29 coni-- prlses a vertical leg B5 secured to the door substantially in the plane of the door sheathing 99 and a horizontal leg 59 extending inwardly below the threshold plate 2li. The horizontal leer 99 is formed with a flange $8 inclined downwardly and outwardly from the car. The web 49 of the channel track member 44 has formed therein an outwardly projecting, horizontally extending corrugation I9 .with the upper side 9i thereof inclined downwardly and outwardly substantially complementary with the flange 99 o! the bottom trame strip 32. The depressions 93 in the tread 92 are arranged so that when the door 29 is in the full opened or full closed position, the rollers 43 are above the depressions 93 and the weight of the door is taken by the flange 99 of the bottom frame strip 32 engaging the upper side 9| of the corrugation 99. The rollers i3 are then out of engagement with the tread 92 and may be rotated freely.

When the door 29 is in the full opened or full closed position, the weight of the door causes the bottom frame strip ilange 99 to bear upon the corrugation 99 and induces a frictional resistance to sliding movement of the flange 59 on the corrugation 99 which frictional resistance retards horizontal movement of the door. When the door 29 is in any position between full opened and full closed, the rollers 93 engage the undepressed parts of the tread 92 and the door moves freely in a horizontal direction. In order to overcome the above mentioned irictional resistance and move the door 29 into such position that the rollers are operative, a starting lever 62 is pivotally mounted upon the door 29, which lever 92 has a projection 93 on the lower end thereof arranged to engage a starting bracket 65 secured to the side sill 3 so that a leverage may be exerted to pry the door 29 into rolling position. The operation of the starting lever 92 is more fully explained in Schlesinger Patent No. 1,963,152 dated Junerl9, 1934.

The rollers 43 are above the depressions 53, as hereinabove explained, when the door 29 is in the full closed position; the ilange 99 of the bottom framestrip 32 then engages the inclined upper side 9| of the corrugatlon 99 and tends to move the door 29 outwardly from the car. In other words, the weight of the door 29 tends to cause it to slide down the inclined side 9| of the corrugation 99. Similarly, at the top edge of the doorway, a sealing strip 99 is secured to the side plate 2 of the car and the top frame strip 39 of the door 29 has a downwardly and outwardly inclined part 99 arranged substantially complenentary with a downwardly and outwardly inclined part 1| of the top `sealing strip 99. The weight of the door 29 also causes such door to tend to slide down the inclined part 1I of such sealing strip 99. The outward movement of the door is limited at the top by a hood 12 having a depending flange 1l arranged to engage an upstandlng part 19 of the top frame strip 39 and at the bottom by depending lips 11 on the roller housings arranged to engage the upstanding flange 19 of the tread angle 92.

As shown in Figure 3. the front door stop 92 is secured to the front door post 9 and includes a pocket formed by a forwardly directed flange 93, an outwardly directed web 95 and a reiiange 99 inclined outwardly and rearwardly from the web 99. The front frame strip 23 of the door 29 has a flange 99 disposed substantially in the plane of the door sheathing 39. an outwardly directely web 99 and a refiange 9| inclined outwardly and rearwardly substantially complementary with the reilange 99 oi the door stop 92. A spark strip 92 is secured to the rear door post 9 and includes an outwardly directed nange 9B and a refiange 99 inclined outwardly and rearwardly. The rear framestrip 39 of the door 29 includes a web- 91 substantially in the plane of the door sheathing 39 and a flange 9B inclined inwardly and forwardly substantially complementary with the reflange 95 of the spark strip 92. The spark strip 92 may be provided with a lip 99 so that, when the rear door post 9 is leading, the lip 93 dei'lects foreign matter away from the seal formed by the refiange 99 and flange 99. When the door 29 is moved outwardly by the means provided at the top and bottom of the door as hereinabove described. the reilanges 9|, 99 of the front frame strip 33 and front door stop 92, respectively. engage to seal the front edge of the doorway and the flange 99 of the rear frame strip 39 engages the reflange 95 of the spark strip 92 to seal the rear edge of the doorway. It is pointed out that any thrust'upon the door 29 from the interior of the car tends to increase rather than decrease the effectiveness of the door seals.

The locking mechanism |99 disclosed in Figures l and 3 will be described in detail hereinafter.

Figures 4 and 5 show a modified construction in which the door |93 moves inwardly when the weight is removed from the rollers 99 in contrast with the structure disclosed in Figures 1 to 3 wherein the door is moved outwardly. The door track |94 comprises a channel member secured by its web |99 to the side sill 3 as hereinabove described and having a tread angle 92 carried by the lower ilange |91 of the channel member |94. A friction member |99 for supporting the door |93 when the weight is Jremoved from the rollers I3 consists of an angle having a downwardly and inwardly inclined ,flange |99 rigidly secured to and forming a part of the door track |94. The friction member |99 may be formed of a plurality oi angles spaced apart longitudinally of the car or, as an alternative, a continuously extending angle. The bottom frame strip ||9 of the door |93 shown in this modication is comprised of a vertical leg ||2 secured to the door |93 and a downwardly and inwardly inclined leg |I3 arranged substantially complementary with the inclined flange |99 oi the friction member |99 so that, as the weight of the door |93 is removed from the rollers I3 and transferred to the bottom frame strip H9, the weight of the door tends to move the door inwardly toward the car. The roller housing |I5 is provided with a boss H9 have its upper surface ||9 inclined in substantial conformity with the under side of the inclined ange |99 of the friction member |99 so as to restrict upward movement of the door |93 and thereby prevent disengagement from the tread angle 52.

At the upper side of the doorway frame, a hood ||9 is secured to the side plate |2| and has a horizontal web |22, a depending flange |29 and a reflange |25 inclined inwardly and downwardly. The top frame strip |21 of the door |93 has a substantially vertical flange |29 and an upwardly and outwardly extending reilange |39 arranged to overlie and be complementary with the refiange |25 of the hood ||9. Then when the weight oi the door is removed from the rollers I3 by reason of such rollers being disposed above the depressed parts 53 of the tread 92 as hereinabove described, the retlanges |29, |39 of the hood ||9 and top frame strip |21, respectively, engage and tend to move the door |93 inwardly toward the car. As shown in Figure 5, the front door step |3| has a flange I 33 inclined forwardly and outwardly and the front frame strip |39 of the door has a ange |39 substantially complementary with the flange |33 of the front door stop |3I, which flanges |33, |39 engage to seal the front edge of the doorway top frame strip 30.

' (|51) sides of the doorway frame are assembled 4 2,340,014 when the door |03 is moved inwardly as hereinarranged to extend upwardly and outwardly above described. The spark strip |31 is formed therefrom The upper part of the bracket |88 integral with apart of the rear door post and comprises an outwardly and rearwardlyy directed flange |39. The rear door post 8 is provided with an outwardly projecting, vertically extending corrugation |40 adjacent to the spark strip |81. 'I'he rear frame strip |42 o! the door |09 has a web |43 substantially in the plane of the door sheathing 35, a forwardly and inwardly directed ange |45 and an inwardly and rearwardly directed reflange |48. The reiiange |48 of the rear frame strip |42 engages a part oi' the corrugation |40 to seal therear edge of the doorway when the door is moved inwardly as described above.

Figure 6 illustrates the method of assembly oi' the doorway trame to obtain small clearances between all the cooperating sealing parts of the door and doorway frame. The door 29 is first constructed and, as disclosed in Figures l to 3. it is comprised of a front frame strip 33, a rear frame strip 95, a. top frame strip 30, s. bottomy frame strip 92 and sheathing 35 including stiffeners I0 secured to the frame strips.

The doorway framing is assembled from four parts. The lower part 9 of the side plate 2 of the car is preferably made in several pieces and of such pieces forms a part of the upper side of the doorway framing. A header Ill, top sealing strip 88 and hood T2 are rigidly secured to the side plate piece |50, thereby forming the upper side |5| of the doorway frame. The lower side |54 oi the doorway frame consists of the threshold plate 20 and the channel track member 44 rigidly secured together. The iront door post l and front door stop 82 are rigidly secured together to form the iront side |55 or the doorway frame and the rear door post 8 and spark strip 92 are secured together to i'orm the rear side |51 of the doorway frame.

The door 29 is then :placed in a jig and the lower side |54 oi the doorway frame is arranged adjacent to the lower edge of the door 29 with the upper side o! the corrugation 59 in contact with the inclined anse 58 oi' the bottom frame strip $2. The uppe rside |5| of the doorway trame is placed adjacent to the top edge of the door with the inclined part 1| of the top sealing strip 88 engaging the inclined part 59 of the The front (|58) and rear in a similar manner with the cooperating sealing parts of the door and doorway frame disposed in contact.

The four sides oi' thev doorway frame are then rigidly secured together, preferably by welding and placed on the car in proper relation to the other parts of the car. which other parts have preferably been also assembled as uinits. In order to be certain that the respective door and doorway frame are used on the same car, it is preferable to keep the door 29 attached to the frame while the latter is applied to the car. After the assembled frame is in the proper position relative to the other parts of the car, the track member 44 and threshold plate 20 are secured toK the side sill 3 and the piece |50 of the side plate 2 which forms a part of the doorway frame is then secured to the other pieces of the side plate 2. l

The front roller housing 40 has a nose |15 which protrudes beyond the front edge |14 of the closed position, as shown in Figure 7. the lower end |18 of the latch member |89 is disposed in the hole |18 in the roller housing nose|15 and thereby prevents horizontal movement of the door 29. The latch member |59 is provided with an outwardly projecting lug |19 and a dog ill is pivotally mounted upon the pin |08 and also provided with an outwardly projecting lug |82 aligned with the lug |19 when the lock is in the locked position, as shown in Figure 7. The lug |82 has a hole |84 arranged to align with the hole |85 in the latch member lug |19 when the lock is in the position shown in Figure '1. The latch memzber |89 is thus prevented from moving vertically and the door 29 is, therefore, locked position. A seal may be inserted through both the holes |84, |88 so that any unauthorized opening oi'lthe door 29 may be detected by railroad oflicials, or others responsible for maintaining the car in the sealed condition.

When the door 29 is in an opened position, both the latch member |09 and the dog |0| hang by their own weight in depending positions. door 29 is moved to the full closed position as shown in Figure 8, the latch member |69 rotates about the pin |58 to the position shown. In order to lock the door 29, it is necessary to rotate the dog |0| until the lug |82 thereof is moved out of the path of the lug |10 on the latch member |80; then the latch member |89 may be moved upwardly and then downwardly until the lower end |19 thereof is inserted in the hole |18 through door. In order to open the door, the above described operation is performed in reverse.

The structure shown in Figure 10 is similar in many respects to that shown in Figure 2. The track is a channel member |90 which carries the tread angle 52 and reinforces the threshold plate 20 as hereinbei'ore described. The friction member |9|` may be comprised of intermittent pieces or a continuous' piece secured to and forming a part of the channel member |90 and, in the modication shown, has an upper iiange |99` which is substantially horizontal. The bottom frame strip |94 of the door upper flange 292 of the channel track member |99 to limit upward movement of the door |96.

The upstanding flange 209 of the bottom frame strip |94 preferably terminates close to the web 293 of the channel track member |99 so as to restrict the amount of moisture and other foreign matter which may pass therebetween. The vertical leg |91 of the bottom frame strip |94 is relatively close to the outer edge of the threshold plate 29, also for the purpose of restricting the passage of foreign matter into the car. I'he channel formed by the vertical leg |91, horizontal leg |99 and upstanding flange 290 of the bottom frame strip |94 functions to drain off any liquid which happens to pass between the upstanding flange 299 and the web 203 of the channel track member |90.

At the top of the doorway frame shown in Figure 10, the door header 296 projects outwardly beyond thev side plate 2. The top frame strip 206 of the door |96 has an inwardly directed flange 299 overlying a part 2|| of the header 296 and a hood 2|2 overlies the flange 209 of the top frame strip 206 and includes a flange 2|4 disposed outwardly therefrom. Upstanding fingers 2|5 on the door |96 cooperate with the hood 212 to guide the top of the door |96 during its horizontal movement.

Figure l shows a bracket 65 secured to the sill 3 and arranged to cooperate with the starting lever 62 to move the door 29 to a rolling position. Figures 11 to 13 show a modified form of such bracket. 'I'he bracket 220 comprises a base 22| secured to the sill 3 and outstanding, spaced apart lugs 223, 224 having vertical faces 226 on both sidesthereof so that the starting lever 62 may engage any one of four surfaces 226 for the purpose of moving the door 29. The

lugs

223, 224 underlie the lower flange 59 of the channel track member 44 for the purpose of supporting the track member and extend outwardly beyond the tread angle 52 and upwardly (221) for the purpose of engaging the lower end 63 of the starting lever 62. Additional track supports may be provided by edgewise disposed plates 229, preferably welded in position, as shown in Figure 1.

In the modification shown in Figure 14, the front door stop 232 comprises an outwardly and forwardly directed web 233 and an outwardly and rearwardly directed flange 265. The front frame strip 236 of the door comprises a flange 236 substantially in the plane of the sheathing 36 of the door, a web 239 projecting outwardly and forwardly therefrom substantially complementary with the web 233 of the door stop 232 and a reange 24| extending outwardly and rearwardly substantially complementary with and engaging the ange 235 ofthe front door stop 232. The structure shown in Figure 14 may be substituted for that shown in either Figures 2 or 4, preferably that shown in Figure 2.

In the modification shown in Figure 15. the front door stop 244 comprises a. flange 245, an outwardly directed web 241 and an outwardly and rearwardly directed reflange 249. The front frame strip 259 on the door has a flange 25| disposed substantially in the plane of the door sheathing 36, an outwardly directed web 253 and an outwardly and rearwardly directed reange 254. The frame strip 250 and door stop 244 are proportioned in such a way that the reange 254 of the frame strip 250 engages the refiange 246 of the door stop 244 before the

respective webs

263, 241 engage, thereby forming a tighter seal.

In the modification shown in Figure 16, the front door stop 251 is formed integral with a part of the front door post 5; otherwise the structure differs from Figure l5 only in the form of front frame strip 256 which embodies a rearwardly directed lip 269 for the purpose of stiffening the front edge of the door.

Figure l'l discloses a front door stop 263 and a front frame strip 264 substantially as shown in Figure 15. Reinforcing means 266 are provided for the door stop 263, which means is either a series of vertically spaced clips or av vertically extending member, preferably the former.

Figure 18 is somewhat like the lower part of e Figure 4, except in the means provided for guide ing the door during the horizontal rolling movement thereof. The lip 11 provided on the roller housing 4I as shown in Figure 4 is dispensed with and the hereinafter described means provided in place thereof. The bottom frame strip 211 of the door comprises a vertical leg 216 secured to the door, an inwardly and downwardly inclined leg 290, a depending flange 26| and an inwardly and downwardly inclined reflange 263. The friction member 264, which is secured to and forms a part of the track member 266, consists of a vertical leg 291 secured to the web 269 of the channel track member 266, an upwardly and outwardly inclined leg 299 and an upstanding flange 292. The inclined leg 299 of the friction member 264 and the inclined reange 293 of the bottom frame strip 211 engage to provide frictional resistance to horizontal movement of the door when the weight of the door is taken off the rollers 43. The upstanding flange 292 of the friction member 264 and the depending flange 26| of the bottom frame strip 211 engage to guide the door during its rolling horizontal movement upon the track 296.

In the modification shown in Figure 19, the track 295 is a channel member wherein the lower flange 296 thereof supports the tread angle 52 in a manner similar to that disclosed in Figure 2. The upper flange 296 of the channel member 295 is spaced below the threshold plate 20 and inclined upwardly and outwardly to form a friction member. The bottom frame strip 299 of the door comprises a vertical leg 39| secured to the door and a downwardly and inwardly inclined leg 392 which engages the upper flange 296 of the channel track member 295 for the purpose of providing frictional resistance to the movement of the door when the weight of the door is taken 0H the rollers 43. The door is thereby moved inwardly as pointed out with reference to Figure 4.

Figure 20 discloses a modification wherein the members which cooperate to frictionally resist movement of the door are disposed below the tread 52 and rollers 43. The track is a channel member 395 having the tread angle 52 mounted upon the upper flange 396 thereof; the lower flange 393 of the channel member 395 has a part 369 inclined upwardly and outwardly. The bottom frame strip 3|| of the door has an upper part 3|2 secured to the door and arranged to extend downwardly and outwardly of the roller housing 3|4. The lower part 3|6 of the bottom frame strip 3|l is inclined inwardly and down` wardly and engages the part 399 of the lower flange 396 of the channel track member 305 for the purpose of providing frictional resistance to horizontal movement of the door and of tending to move the door inwardly when the weight ol the door is removed from rollers.

Figure 2l discloses an arrangement at the top side of the doorway frame similar to that shown in Figure 2 except that, in the modication shown in Figure 21, the top sealing strip 3N and the hood 3|!) are made in one piece.

Figure 22 discloses an arrangement at the top of the doorway frame similar to that shown in Figure 4. The door header 322 extends outwardly beyond the outer lace of the side plate 2. is danged upwardly (323) and then inclined upwardly and inwardly (325) and preferably welded (325) to the side plate 2 so as to form a box beam reinforcement 323 at the upper side of th doorway.

Figure 23 discloses a modiiication wherein the track (330) and friction (33|) members are separate parts whereas in most of the structures hereinbeiore disclosed, the friction member is rigidly secured to and forms a part of the track member. The track member 33|) is comprised of an angle secured to the side sill 3 and supporting a tread angle 52 secured to the horizontal leg 333 thereof. The friction member 33| is also an angle secured to the side sill 3 in spaced relation above the track member 33|) and the bottom frame strip 334 of the door has an inwardly directed, substantially horizontal leg 335 which engages the friction member 33| for purposes hereinbefore described.

In the modiiication disclosed in Figure 24, the track comprises a channel member 34|) having its web 34| secured to the web 41 of the side sill 3 and its upper ilange 343 underlying and supporting the threshold plate 20. The lower flange 344 of the channel member 34|) is comprised oi a downwardly and outwardly inclined part 343 and a substantially horizontal part 341. The bottom frame strip 349 of the door comprises an upper part 350 secured to the door and a lower part formed with an inwardly directed, substantially horizontal flange 352 and an upwardly and inwardly inclined reflange 353 substantially complementary with the inclined part 34B of the lower channel ilange 344. Roller housings 355 are mounted upon the door and rollers 355`are revolubly mounted within the housings 355, the rollers 353 extending through openings 353 in the flange 352 so as to engage the substantially horizontal part 341 of the channel member 343 for the purpose of moving the door horizontally. 'Ihe substantially horizontal part 341 of the track 340 is formed with depressions 353 at predetermined locations and when the rollers 353 are above the depressions 359, the reange 353 oi.' the bottom frame strip 343 engages the inclined part 343 oi' the channel member 34|! to frictionally resist horizontal movement oi.' the door and to move the door outwardly as hereinabove described with reference to Figure 2. The roller housing 355 is provided with an upstanding lip 33| arranged to be coniined between the channel web 34| and the horizontally extending member 352, thereby guiding the door during horizontal movement thereof.

The accompanying drawings illustrate the preierred form of the invention, though it is to be understood that the invention is not limited to the exact details ot construction shown and described, as it is obvious that various modifications thereof, within the scope oi the claims.`will occur to persons skilled in the art.

I claim:y

Llnarailwaycarhavingadooropenlnginulnside a wall thereof and a door movable in a plane substantially parallel with said wall for closing said opening; means to move the door outwardly as the door is moved into closed position, and means utilizing such outward movement for forming a weather seal between the door and periphery of said door opening.

2. In a railway car having a wall, a doorway in said wall and a door movable in a plane parallel with said wall for closing said doorway. the combination oi' a track comprising three laterally extending parts spaced apart vertically, means including a roller attached to said door and arranged to roll the door upon the lowermost oi' said parts, a member secured to said door disposed between the center and uppermost of said parts, and a depression in said lowermost part arranged so that when said roller is above the depression said member engages said center Part to frictionally support the door, said uppermost part arranged to engage with said member to limit upward movement of the door.

3. A structure as defined in claim 2 wherein said uppermost part is arranged to underlie and reinforce a threshold plate in said doorway.

4. In a railway car having a door opening in a wall thereof and a door moveable in a plane substantially parallel with said wall for closing said opening, means to move the door outwardly as the door is moved into closed position, sealing members at edges of the door and door opening, and means utilizing such outward movement for forming a weather seal between the door and periiery of said door opening, certain oi said sealing members limiting said outward movement of said door.

5. In a railway car having a wall with a doorway therein and a vertically shiftable and laterally moveable door moveable parallel with said wall for closing said doorway, the combination of means to form seals above and below said doorway respectively upon a downward shifting of the door, and means to form seals at both vertical sides oi' the doorway upon an outwardY movement or the door, said last mentioned means limiting said outward movement of said door.

6. In a railway car having a wall, a doorway in said wall, a vertically shiftable and laterally moveable door moveable in a plane substantially parallel with said wall to a position opposite said doorway, the combination of vertical elements adjacent the vertical edges of said doorway, vertical members carried by said door arranged to be disposed at least partially on the inside ot said elements when the door is opposite said doorway. and to limit outward movement of said door, means to dispose the weight or the door upon a downwardly and outwardly inclined surface as the door shifts downwardly so that said door is forced outwardly from said position to a fully closed position, whereby said elements and members cooperate to form a weather seal and are arranged to utilize an outward thrust on the inside of said door to form a more eiective seal, and said vertical members and elements limit said outward movement of said door.

7. In a railway car having a wall, a doorway in said wall, a vertically shiftable and laterally moveable door moveable in a plane substantially parallel with said wall to a position opposite said doorway, the combination of verticalelements adjacent the vertical edges oi' said doorway, vertical members carried by said door arranged to be disposed at least partially on the ot said elements when the door is opposite said doorway and to limit outward movement of said door, means to shift the weight or the door upon a structure mounted on the car to frictionally resist, movement of ,the door parallel to said wall, means to move the door into engagement with a downwardly and outwardly inclined surface as the door shifts downwardly so that said door is forced outwardly from said position to a fully closed position whereby said elements and members cooperate to form a weather seal and further frictionally resist movement of the door parallel with said wall,and said vertical members and elements limit said outward movement of said door.

8. In a railway car having a wall, a doorway in said wall, a laterally moveable door moveable in a plane substantially parallel with said wall to a position opposite said doorway, the ccmbination of vertical elements adjacent the vertical edges of said doorway, vertical members carried by said door arranged to be disposed at least partially on the inside of said elements whenl the door is opposite said doorway and to limit outward movement of said door, means to move the door outwardly from said position to a fully closed position whereby said elements and members cooperate to form a weather seal and utilize an outward thrust on the inside of said door to form a more effective seal, and said vertical members and elements limit said outward movement of said door.

9. In a railway car having a wall, a doorway in said wall, a vertically shiftable and laterally moveable door moveable in a plane substantially parallel with said wall to a position opposite said doorway, said door provided with rollers engaging a track mounted upon the car which track is provided with depressions, the combination of vertical elements adjacent the vertical edges of said doorway, vertical members carried by said door arranged to be disposed at.

least partially on the inside of said elements when the door is opposite said doorway and to limit outward movement of said door, a structure having a downwardly and outwardly inclined surface positioned so that as the rollers move into said depressions the door engages said inclined surface and moves downwardly and outwardly and said elements and members are caused to cooperate to form a weather seal and utilize an outward thrust on the inside of said door to form a more eilective seal, and said vertical members and elements limit said outward movement of said door.

10. In et railway car having a wall. a doorway in said wall, a vertically shiftable and laterally moveable door moveable in a plane substantially parallel with said wall to a position opposite said doorway, the combination of vertical elements adjacent the vertical edges oi' said doorway, vertical 4members carried by said door arranged to be disposed at least partially on the inside of said elements when the door is opposite said doorway and to limit outward movement of said door, means to dispose the weight oi the door upon downwardly and outwardly inclined surfaces above and said doorway respectively as the door shi! Aownwardly so that said door is forced outwardly from said position to a fully closed position whereby said elements and members cooperate to form a weather seal at the vertical margins of the doorway and the door and the inclined surfaces cooperate to form a weather seal above and below the doorway when the door is in said fully closed position, and said vertical members and elements limit said outward movement oi' said door.

ll. In a railway car having a wall with a doorway therein and a vertically shiftable and laterally moveable door moveable parallel with said wall to a position opposite said doorway, and cooperative sealing members about said door and doorway, the combination of means to move the door outwardly from said position as the door shifts downwardly whereupon said cooperative means cooperate to form seals above. below, and at both vertical sides of the doorway, certain of said sealing members limiting said outward movement o! said door.

l2. In a railway car having a wall with a doorway therein, a vertically shiftable and laterally moveable door moveable in a plane substantially parallel with said wall to a position opposite said doorway, and cooperative sealing members about said door and doorway. the combination of means to move the door outwardly and downwardly from said position to a fully closed position s0 that said sealing members cooperate to form a weather seal as said door moves outwardly irom opposite said opening to said closed position, certain of said sealing members limiting said outward movement of said door.

13. In a railway oar having a wall with a doorway therein, a vertically shiftable and laterally moveable door moveable in a plane substantially parallel with said wall to a position opposite said doorway, the combination oi cooperative loosely tting tongue and groove sealing members between said wall and door adjacent the vertical edges thereof, said tongues being within said grooves when the door is opposite said doorway, means to move the doorfrom said positioninto engagement with a downwardly and outwardly inclined surface so that said door moves outwardly and downwardly to a fully closed position whereby a seal is formed between said tongues and grooves and between said door and inclined surface. and said vertical sealing members limit said outward movement of said door.

14. In a railway car having a wall with a doorway therein. a vertically shlttable and laterally moveable door moveable in a plane substantially parallel with said wall to a position opposite said doorway, the combination of scaling members between said wall and door, means to move the door from said position into en-l gagement with a downwardly and outwardly inclined surface so that said door is forced outwardly and downwardly to a fully closed position whereby a seal is formed between said sealing members and between saiddoor and inclined surface, certain o! said sealing members limiting said outward movement ot said door.

KARL F. NYS'I'BOM.