US311047A - Dumping-car - Google Patents

Description

(Noy Model.)

- 6 Sheets-Sheet 1. C .L.'VAN WORMBR. l

DUMPING GAR. N0.'311,047.

Q HU" a rrI @mgm M Attorneys.

Patented Jal-1. Z0, 1885. y

(No Model.)

C. L. VAN WORMBR.

DUMPING GAR.

' Patented Jan. 20, 1885.

6 Sheets-Sheet 2 WITNESS s (No Model.) 6 Sheets-Sheet 3.

' y G. L. VANWORMER.

. A DUMPING GAR. No. 311,047.V

Patented Jang 20, 1885.

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(Ne Medel.) 6 Sheets-'Sheet 4.

o. L. VAN WORMBR.'

DUMPING GAR.

N0..311,047. Patented Jen. 20, 1885.

dill' y 3177. ai

HV/f KEW (No Model.) 6 Sheets-Sheet 5.v

e. L. VAN Ween/IERA DUMPING CAR. No. 311,047.l Patented Jan. 20,1885.

NVVEJVTOR bearings, king-bolt, and rocker; Fig. 3, a parof the chain-pulleys; Figs. 20, 21, and 22, de-

dlesex and State of Massachusetts, have in- UNITED STATES PATENT @Erica CLEMSON L. -VAN VVORMER, OF MELROSE, MASSACHUSETTS.

DUMPING-GAR.

"JPECIFICATION forming part of Letters Patent No. 311,047, dated January 20, 1885.

A pplcation tiled April 11, 1834.

fo all whom, it may concern:

Be it known that I, GLEMsoN LEROY VAN WORMER, of Melrose, in the county of Mid- Vented certain new and useful Improvements in Dump-Cars; and I do hereby declare that the following is a full, clear, and exact description of the invention, which will enable others skilled in the art to which it appertains to make and use the same, reference being had to the accompanying drawings, and to letters of reference marked thereon, which form a part of this specification.

My invention is an improvement on that class of dumping-cars in which the dumping is eected at the side by tilting the body of the car sidewise. It relates to a novel construction of the transoms, of the side bearings, of the devices for operating the side bearings, of the dumping devices, ot' the king-bolt and its adjacent parts, of the truck-post, of the device on which the side gates or swinging doors are hung, and to other features, hereinafter more particularly set forth.

In the drawings, Figure 1 is a part of my improved car in side elevation; Fig. 2, a par tial crosssection showing the transoms, side tial top View of the transoms and adjacent parts, the iioor being removed; Fig. 4, a detail enlarged showing in perspective the end of one of the transoms; Fig. 5, the side bearings and their connections; Figs. 6, 7, and 8, side, end, and top views of aside bearing enlarged; Fig. 9, a detail enlarged showing the oil-box, its worm-wheel, adjustable worm, duc., for quick dumping; Fig. 10, atop view, and Figs. 11 and 12 details, of this box; Figs. 13 and 14, enlarged views of the truck-posts; Fig. 15, king-bolt detached; Figs. 16 and 17, details showing, respectively, the top of the bottom center rocker-plate and the bottom of the upper center guide-plate; Figs. 18 and 19, views tails showing the gatepost boxes; Fig. 23, a detail showing a gate in its fastened andvin its free position, and Fig. 24 a detail showing the conical or tapering projection on the lower rocker.

The upper transom, A, is constructed as fol- (No model.)

than they are thick--say, for instance, six4 inches in width, and one inch in thickness. v,

At the angle or bend 3 I weld a cross piece or lu g, 4, which may be, say, two inches wide and one and one eighth inch in height or thickness, this lug being also of metal, and welded crosswise of both the pieces 1 and on their under side prior to bending down the part of these pieces. This lug 4 thus affords a bearing when the part 5 is so bent down, and makes a good iit of such part against the lug, the lug also strengthening the transom at this angle. The bottom plates or lower transoms, 6, are also in pairs side by side, and bolted, respectively, to the upper transoms substantially as shown; but their extremities, instead of abutting directly against the part 5 ofthe upper transoms, abut against the welded cross-piece 4. The advantage of this construction is, that as there is a large space, equal to nearly one-third of the breadth ofthe car, between the outside sills and the iirst or outer stringers, 7, and consequently great strain and leverage on the transom in working and dumping the car, which hasatendency to concentrate such strain at the angle 3, and would permit the ends of the lower transom if the lugs or cross-piece 4 were not there to bear and press directly on the parts 5, I entire] y avoid such tendency and undue strain by iirst strengthening the angles with the or thereabout,

pieces 4, next fastening these pieces by Welding so as to make substantially an integral part of the upper transoms, thus practically doubling the thickness and strength where strength is most needed, and bringing the endthrust of the lower transom not against the angle, but only against the pieces 4. This also lessens the lateral strain on the bolts 8.

The side bearings are shown at 9. Each one is cast in a single piece and with a space between its two sides to receive two rollers, 1() 10, placed at their bottom. They are also made with an inverted-T-shaped groove, 11, running lengthwisefof the tops, and which are IOC) such as to adapt them forsliding in right lines on corresponding guides, 12, on the outside stringers, 7,(see Figs. 5, 6, 7, and 8,) and they also have an interior web or rib, 13, which connects their two sides, so that there is sufiicient strength consistent with comparative lightness. The object of these rigid sliding bearings as made with the two rollers is to give more bearing-surface than is usual with side bearings, and to lessen their tendency to break down or to get out of place, and which tendency always exists more or less where the side bearing is a mere bar, or swings on a center or pivot, or has but a single point of contact. The two side bearings on either side of the car are connected together by a connecting-rod, 14, andare both moved coincidently and in the same direction by means which I shall now describe. A rod, 15, connects the side bearing at the end of the car with alever, 16, pivoted at 17, and which'may be actuated by the workman or attendant when needful. rIhis lever has a spring, 18, which exerts a constant tendency to force the lower end of the lever toward the car-frame.

19 is a stop which automatically locks the lever and consequently holds the side bearing to position when the lever has been moved past this stop, so that the spring can act on it as above stated. It is shown as thus automatically locked in Fig. Awedge-shaped key, 20, adapted to be lodged in the narrowing space, as shown, between the inclined part of thel lever and the end sills or other part of the car, prevents any accidental moving of the lever until this wedge has first been removed. Vhen this wedge or key is lifted out or up, a pressure must be given to the lever crosswise of the car sufficient to overcome the force of y nor except when positively arranged for dump ing. rFhe rod 15 has ears at its end, between which the lower end of lever 17 enters, a bolt @connecting these parts together.

' For dumping the car I dispense with clutches on the shaft; but I employ two chain-pulleys, 2l, fixed to the main shaft 22 at or near each end of the car. Supporting the shaft are three bearing-boxes. These chain-pulleys are keyed tight on the main shaft. Each is made with i deep grooves 23, and also with shallow grooves 24, to receive the links of the chain and prevent its slipping.

To operate the dumping devices, I place on the main shaft near the front end ofthe cara worm-wheel, 2G, securely iixed to the shaft, and gearing with the teeth of this wheel an adjustable worm, 27, keyed or secured on a handlever, 28, this lever resting on a fulcrum at its lower end in a depression on the bottom of the box 29, containing the worm-wheel.

(See Fig. 9.) In the top of this box is aslot, c

30, in which such wornrshaft or lever-arm 28 and its upper bearing, 31, are permitted a short movement or change of position for the purpose of disengaging the worm from the worm-wheel 26, this lever-arm to be thus used when it is desired to dump quickly. Aleverdog, 32, serves to hold the worm either in or out of engagement with the worm-wheel 26 by causing its inner end, 33, to enter either one, as desired, of the holes 34 of the upper bearing. Vhen this Vdog is engaged with the hole, as shown in Fig. 9, the tilting of the car is effected slowly by the turning of the hand wheel or crank on the worin-shaft, and in this position the main shaft 22 cannot accidentally turn, but is in full control ofthe operator; but when it has been thus turned a little way, so that the car is ready to dump by its own gravity when released, the shifting of the worm out of engagement with its'gear permits the car to dump itself.

The king-bolt 37 and its connections and adjacent' parts are as follows: It is keyed through or provided with a thread and nut at bottom end to secure the carbody to the truck. Its head 38 is square for, say, six inches, more or less, to prevent its turning, and it is provided with two similar pulleys, 39, at its top, which run or bear upon the face of the top center plate. The rollers or pulleys may be attached by means of a .hole drilled through the top of the king-bolt and inserting a pin through this hole and fastening one of the rollers to each end of the pin and battering down each end of such pin. The under or arched side of the center plate of the Lipper rocker,

41, is made in two parts, 42 42;?, with aspace, 43, between them, and each one of the pulleys or rollers 39 at the top ofthe king-bolt runs on .one of these parts as a track, the king-bolt itselfpassing down between them. The opening or recess 43 in the upper rocker permits the roller-head or upper end of the king-bolt when the car is tilted or dumped to ride on the parts as on a double track, or rather permits these tracks to run on the rollers in a direction opposite to that in which the car is dumped, so that the king-bolt does not move laterally, and does not need to bejointed, because its motion is only a vertical one as it is lifted or lowered by the upper rocker when dumping. The upper and lower rocker cannot become separated, as the king-bolt having the rollers at the top and the nut at the bottom always holds them together. The uir der or arched side of the upper rocker or cen- IOO ter plate has a curve of greater radius than ,sockets 48 in the upper rocker.

like circles. The lower rocker or its centerplate, like the upper one, is made in two pieces, to allow the king-bolt to work freely between these pieces.

Instead of casting proj ectingpins on the faceplate of the lower' rocker, as heretofore, and which are liable to bebroken off, l fasten such lowercenter plate to the bolster by means of wrought-iron bolts having1 project-ing or coni cal heads 47, adapted to tit the corresponding These heads, being of wrought-iron instead of being` castiron, are much stronger than the lugs or pins which, as heretofore, have been cast as an integral part of the plate or rocker, and any blow upon them does not tend to injure or break the plate;` and my bolt thus performs the double duty of a bolt and of a lug or pin to assist in keeping the rockers to their right places when dumping, and to aid the kingboltinkeeping the partstogether when dumping.

Fastened to and extending upward from the lower rocker is astout,strong projection, 48:5,

preferably conically shaped, (though it may be rounded off at its top,) and which extends up into the upper rocker, this projection being thus materially smaller at its top than the space left for it in the upper rocker, so that while serving the duty of keeping the rockers from separating and aiding to sustain the kingbolt it yetpermits all the requisite rocking mo` tion.

The truck-posts 49 are made as follows, and are shown in Figs. 1,l3,and 14: Each one is cast whole, and with a lateral projection. boss, or swell, 50, of sufficient breadth, height, and strength to offer an oblong vertical slot or opening, 5l, therein to receive and sustaina chain-wheel, 52,1'01 receiving and carrying positively and without slipping the chain 25, which tilts the car for dumping, ears 53 on the base of this column or post adapting itto be rmly secured to the truck, and holes 53@ transverse of such slot, serving as a journal-bearing for the axle or journal of these chain-wheels 25. The chain itself, it will be understood, is secured at its respective ends to the inside ofthe two outside sills of the car. It will now be seen that by this construction of the truck-post it not only performs the duty of an ordinary truck-post, but it gives the rmest possible resistance to the strain of the chain in dumping or in righting the car after dumping, as the whole truck receives the pull and strain in a direction crosswise of the car, and at the points where it is best able t0 meet it without detriment. The truck-post and its parts which carry the chainwh'eel being all integral and solid, excepting the holes cast or.madetherein,as above stated, i

it has nothing in it to shift or change position when the axis of the chain-wheel is once firmly secured therein, and when the truck-post is secured to the truck; and all the pull of the chain is also in a direction transverse of the bolts by which this post is fastened to the truck, the post affording a very rigid and unyielding guide for the chain.

My novel means for hanging the side doors or gates ol' lheear-body are as follows, and they have for their object the throwing of the doors or gates further outward by their own gravity when dumping, so as to be entirely clear of the falling load, and offer no obstruction or resistance tothe full and free discharge of the load:

Cast-iron boxes 55 are secured to the uprights or posts 56, on which the gates are hung` and also to each end of the top ofthe gates. These boxes are made as shown. at Figs. 2l), 2l, 22, in the detail figures, and which show edge views, and plan or side views, re-

spectivcly. Each box is made in a single piece or casting, and is in the form of a tube, 57,

with a projecting plate, 5S, extending beyond such tube substantially at both its sides. At the inside edge of some of these plates, say, upon those attached tothe gate, and to prevent too close proximity of the gate ends with the posts, and that they mayswing clear, I prefer i to make a projection, 59, as shown in Fig. 22.

The gate and posts being thus provided with such boxes on their outer sides, (see Figs. 1 and 23,) and the gates being` then hung to place by a boltextendiug through the bore or tubular part of the boxes, it will be seen that the point of suspension on the bolts is materially outside ofthe center of gravity of the heavy gates, and that consequently even when the gates are not latched or fastened they must of their own weight swing and hang so that at their bottoms they will be a foot or two outside of the car, and will require to be pushed or swung inward in order to latch them, and, consequently, when the car is tilted for dumping and the latches or fastenngs released, these gates will swing away far enough to let the load dump freely without any impediment, as they are not only farther away than as usually has been the case, but they are not liable to swing back to check the delivery ofthe load.

I t will be understood that in applying these boxes to the gate-posts the latter are cut away enough to receive the back half of the tubular part of the boxes, so that the flat part or plate ofthe box may be Hush with the outer face of the posts. 4

I claiml. rlhe transorns constructed as described, consisting of the two iron pieces l l, side by side, the cross pieces or lugs 1, welded therelo, andthe lower transom pieces, 6, abutting at their ends against these lugs, and bolted to the pieces l, and having their end portions bent down over the lugs, all substantially as and for the purposes set forth.

2. The roller side bearings 9, constructed as described-that is, with the broad base having a cavity therein for the two bearing-rollers 10, with the connecting-web 13, made integral with the sides and with the groove itl-these IOO bearings being applied to Inove in right lines only on guideways on the outside stringers, all as and for the purposes set forth,

3. The combination of devices for operat-V ing the side bearings, consisting of the rods 14 15, lever 16, and its spring and stop 19, substantially as shown and described.

4; In combination with the side bearings and with its described devices for operating it, the key 20, serving to lock the lever 16, all substantially as set forth.

5. In combination with the nlain shaft and withits dumping chains and pulleys,the wormwheel 26 on said shaft, and the adjustable worm 27, arranged substantially as shown and described, and the lever-dog 32, serving to lock said worin either into or out of engagement with the worm-wheel.

6. The king-bolt 37, provided with two rollers at its upper end, and held as set forth to the truck, and applied to move in a vertical line only, in combination with guideways or tracks for such rollers made on the upper rocker, all substantially as and for the purposes set forth.

7. In combination with the dumping-chains secured at their ends to the car-fraxne, the truck-posts 49, each made integral or in a single piece, having the lateral boss or swell 50, the opening to receive the chain-pulley and to afford journal-bearings for the sanne, and having ears whereby the posts may be secured to the truck, all as shown and described.

8. In combination with the gates and their posts, the iron boxes 55, made each of a tube, 57, having a plate, 58, integral therewith projecting from the opposite sides of such tube, and applied to thc outside of the gates and of their posts, as shown and described, and whereby the unlatched gates by their own gravity swing oft' from the car-body, and in the act of dumping swing far enough away from the car to be clear ofthe discharging load.

oLnMsonT L. VAN WORMER.

Witnesses:

MATTHEW VAN WORMER, CHARLES E. VILsoN.

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