US3391653A - Gondola bottom door actuating and latching mechanism - Google Patents

Description

July 9, 1968 E. J. DE RIDDER GONDOLA BOTTOM DOOR ACTUATING AND LATCHING MECHANISM 7 Sheets-Sheet 1 Filed April 12, 1963 NM 2 mm mm wwm INVENTOR. ERNST J. DERIDDER a q a q Q i MW Q HIS ATTORNEYS July 1968 E. J. DE RIDDER 3,391,653

GONDOLA BOTTOM DOOR ACTUATING AND LATCHING MECHANISM Filed April 12, 1965 7 Sheets-Sheet 1B 54 i 46 as 28 INVENTOR. ERNST J. DERIDDER HIS ATTORNEYS y 9, 1968 E. J. DE RIDDEIR 3,391,653

GONDOLA BOTTOM DOOR ACTUATING AND LATCHING MECHANISM Filed April 12, 1963 '7 Sheets-Sheet 5 INVENTO R. ERNST J. DERIDDER 1 221,24 ms ATTORNEYS July 9, 1968 E. J. DE RIDDER GONDOLA BOTTOM DOOR ACTUATING AND LATCHING MECHANISM Filed April 12, 1963 7 Sheets- Sheet 4 FIG-8 INVENTOR. ERNST J. DERIDDER ms ATTORNEYS July 9, 1968 E. J. DE RIDDER GONDOLA BOTTOM DOOR ACTUATING AND LATCHING MECHANISM Filed April 12, 1963 7 Sheets-Sheet 5 FIG IO INVENTOR. ERNST J. DERIDDER BY 22 I p 4 i HIS ATTORNEYS July 9, 1968 E. J. DE RIDDER GONDOLA BOTTOM DOOR ACTUATING AND LATCHING MECHANISM Filed April 12, 1965 7 Sheets-Sheet 6 INVENTOR. ERNST J. DERIDDER i/ HIS ATTORNEYS July 9, 1968 E. J. DE RIDDER GONDOLA BOTTOM DOOR ACTUATING AND LATCHING MECHANISM Filed April 12, 1963 7 Sheets- Sheet '7 INVENTOR. ERNST J. DERIDDER HIS ATTORNEYS United States Patent Otfice 3,391,653 Patented July 9, 1968 3,391,653 GONDOLA BOTTOM DOOR ACTUATING AND LATCHING MECHANISM Ernst J. De Ridder, Henrico County, Va., assignor to Reynolds Metals Company, Richmond, Va, a corporation of Delaware Filed Apr. 12, 1963, Ser. No. 272,688 4 Claims. (Cl. 105-240) ABSTRACT OF THE DISCLOSURE This disclosure relates to door actuating and locking mechanism for a railroad car wherein at least two pivotally mounted bottom doors are provided and will be moved to their closed positions by movement of a locking member therefor, the doors having free ends that interlock together in their closed positions with one of the doors having a locking pin that is engaged by the locking member to lock the doors in their closed positions.

This invention relates to improved door actuating structure for railroad cars and the like, such as gondolatype railroad coal cars.

It is well knonw that railroad coal cars and the like are divided into a plurality of separate coal-receiving compartments, such as four compartments or any desired number. The bottom wall means of each compartment includes one or more openings for dispensing the coal in that particular compartment, each opening being closed and opened by one or more pivotally mounted doors or the like.

For example, each compartment of the railroad coal car or the like may be provided with six openings respectively opened and closed by six pairs of pivotally mounted doors or the like.

Therefore, in a railroad coal car having four compartments or bays, twenty-four doors are provided.

Since it is desired to operate all of the doors of each compartment simultaneously and separately from the doors of the other compartments, suitable actuating means must be provided for opening and closing the doors of each compartment.

However, it has been found that such prior known actuating means is not adapted to hold the doors in the closed position thereof when the compartments are filled with coal or the like because of the tremendous weight of the coal being imposed on the doors in a direction to open the same.

Therefore, in the past, additional actuating means, separate from the door actuating means, was provided to provide locking mechanism for locking the doors in the closed position before the coal or the like was placed in the particular compartment.

Because of the great number of doors and the number of separate compartments, such actuating means for the doors and the actuating means for locking means of the doors are rather complicated and expensive.

However, according to the teachings of this invention, the same mechanism utilized for opening and closing the doors of a railroad car or the like can also be utilized to positively and automatically lock the doors in the closed position whereby a great number of expensive parts of the prior known actuating means can be eliminated so that the overall door actuating and locking mechanism of this invention is relatively inexpensive when compared with prior known actuating mechanism.

Further, this invention provides improved fluid operated means 'for operating such door actuating means.

Accordingly, it is an object of this invention to provide improved door actuating mechanism for rail-road cars or the like, such mechanism having one or more of the novel features of this invention set forth above or hereinafter shown or described.

Another object of this invention is to provide improved fluid operated means for actuating such mechanism or the like.

Other objects, uses and advantages of this invention are apparent from a reading of this description which proceeds with reference to the accompanying drawings forming a part thereof and wherein:

FIGURE 1 is a partially broken away side view of a typical railroad coal car employing certain features of this invention.

FIGURE 2 is a fragmentary enlarged side view of the railroad carillustrated in FIGURE 1 and illustrates certain details of the actuating mechanism of this invention for one of the coal compartments thereof.

FIGURE 3 is a cross-sectional view taken on lines 3-3 of FIGURE 2.

FIGURE 4 is a fragmentary, cross-sectional view taken on line 44 of FIGURE 1.

FIGURE 5 is a schematic view illustrating part of the actuating mechanism of this invention as well as the improved fiuid operated means of this invention.

FIGURE 6 is a schematic view illustrating one of the valve means of the fluid operated means of this invention.

FIGURE 7 is a schematic side view illustrating the operating mechanism for one of the pairs of doors of the railroad car of FIGURE 1.

FIGURE 8 is a view similar to FIGURE 7 and illustrates the unlocking feature of this invention.

FIGURE 9 is a view similar to FIGURE 7 and illustrates the doors in their fully opened positions.

FIGURE 10 is a view similar to FIGURE 7 and illustrates the doors being moved to their closed and locked positions.

FIGURE 11 is a view similar to FIGURE 7 and illustrates another embodiment of this invention.

FIGURE 12 is a view similar to FIGURE 11 and illustrates the doors in their fully opened positions.

FIGURE 13 is a view similar to FIGURE 7 and illustrates still another embodiment of this invention.

FIGURE 14 is a view similar to FIGURE 13 and illustrates the doors in their fully opened positions.

While the various features of this invention are hereinafter described and illustrated as being particularly adaptable for providing door actuating mechanism for railroad cars and the like, it is to be understood that the various features of this invention can be utilized singly or in any combination thereof to provide: door actuating mechanism for other structures as desired.

Therefore, this invention is not to be limited to only the embodiments illustrated in the drawings, because the drawings are merely utilized to illustrate one of the wide variety of uses of this invention.

Referring now to FIGURE 1, a typical gondola-type railroad coal car is generally indicated by the reference numeral 20 and comprises an open ended car body 21 supported on wheels 22 in a conventional manner and divided into four coal-receiving compartments 23, 24, 25 and 26 by suitable dividers 27.

The car body 21 has a bottom wall means 28 for the compartments 2346, the bottom wall means 28 being provided with a plurality of openings 29 for dispensing the coal or the like disposed therein.

For example, six such openings 29 can be provided for each compartment 23-26. However, this invention is not limited to any particular number of openings 29 for each compartment as the number of openings 29 illustrated is merely for the purpose of providing one example.

Each opening 29 in the bottom wall means 28 of the car body 21 is adapted to be opened and closed by a pair of doors 30 and 31 in a manner hereinafter described whereby each compartment 23-26 is provided with six pairs of pivotally mounted and cooperating doors 30 and 31.

As previously stated, it is preferred that all of the pairs of doors 30 and 31 for each compartment 23-26 be simultaneously moved to their open or closed position by suitable mechanism independently of the operation of the pairs of doors 30 and 31 of the other compartments.

Further, when each pair of doors 30 and 31 is disposed in its closed position, suitable locking mechanism must be utilized to positively lock the doors 30 and 31 in their closed position to prevent the weight of the product disposed in the respective compartment from tending to pivot open the doors 30 and 31 and apply excessive forces on the door opening and closing mechanism.

As previously stated, prior known railroad cars, similar to the car 20 illustrated in FIGURE 1, provided separate door opening and closing mechanism for each compartment 23-26 as well as separate mechanism for locking the doors in the closed positions thereof for each compartment 23-26.

However, according to the teachings of this invention, the same door opening and closing mechanism for each compartment 23-26 is utilized to positively and automatically lock the pairs of doors 30 and 31 in their closed positions whereby a great number of expensive and complicated parts have been eliminated by this invention.

In particular, reference is now made to FIGURE 7 wherein the door opening, closing and locking mechanism for each pair of doors 30 and 31 at each opening 29 of the railroad car 20 is generally indicated by the reference numeral 32, two such mechanisms 32 being disposed at opposite ends of each pair of doors 3t) and 31 as will be apparent hereinafter,

The doors 30 and 31 are pivotally mounted between the opposed side walls 35 of the railroad car 20 by pivot shafts 33 and 34 rigidly attached to the doors 36' and 31 and projecting through the side walls 35 of the railroad car 20 in the manner illustrated in FIGURE 3.

The mechanism 32 at each end of the pair of doors 30 and 31 is carried by a plate 36 welded or otherwise secured to the exterior surface of the respective side wall 35 of the railroad car 20 adjacent the bottom thereof in the manner illustrated in FIGURES 3 and 7.

The pivot shafts 33 and 34 of the doors 3t) and 31 pass through suitable apertures 37 formed in the plates 36 whereby the shafts 33 and 34 are adapted to pivot relative to the plates 36.

Since the mechanism 32 at opposite ends of each pair of doors 30 and 31 are identical, only one such mechanism will be hereinafter described and it is to be understood that such description also applied to the opposed mechanism 32.

A pair of links 38 and 39 are respectively secured at one of the ends thereof to the pivot shafts 33 and 34 of the doors 30 and 31 at a point outboard of the respective plate 36 and respectively carry pins 40 and 41 at the other ends thereof which are respectively received in an elongated slot 42 and an aperture 41a formed respectively in the ends of an intermediate link 43 utilized to interconnect the doors 30 and 31 together for simultaneous movement thereof as will be apparent hereinafter.

A lever 44 is pivotally mounted to the plate 36 by a pivot shaft 45 whereby the lever 44 is adapted to move about the shaft 45 in the manner illustrated in FIG- URES 7-9.

The lever 44 is operatively interconnected to the intermediate link 43 by a link 46 pivotally secured to the lever 44 by a pivot shaft 47 received in an elongated slot 47a at one end of the link 46 and to the pivot shaft 40 at the other end of the link 46.

The lever 44 has a hook-shaped locking end 48 adapted to cooperate with a horizontally disposed bushing or pin 49 carried by the respective door 31 in a manner hereinafter described to positively lock the doors 3% and 31 in their closed position.

Each lever 44 has an arm 50 adapted to be moved in an arcuate path in a manner hereinafter described to effect the operation of the mechanism 32.

For example, the pair of doors 3G and 31 illustrated in FIGURE 7 are disposed in their fully closed position and are locked in their closed position by the hookshaped end 48 of the lever 44 passing beneath the bushing 49, the doors and 31 being disposed in nesting relation in the closed position thereof by a tongue member 51 of the door 30 being received in a cooperating groove 52 of the door 31.

In this manner, the weight of the product pushing downwardly on the doors 30 and 31 tends to move the bushing 49 vertically downwardly. However, such dow ward force is resisted by the hook-shaped end 48 of the lever 44. Since the bushing 49 is disposed vertically beneath the pivot point of the lever 44, the weight of the product pushing downwardly on the doors 30 and 31 does not tend to pivot the lever 44 whereby the weight of the product does not impose any forces which would tend to cause the mechanism 32 to open the doors 30 and 31.

Thus, the weight of the product in the car 20 does not impose any adverse forces on the means utilized to actuate the mechanism 32.

When it is desired to open the doors 3t and 31, the levers 44 at each end of the respective pairs of doors 30 and 31 are pivoted about the pivot points 45 in a clockwise direction as illustrated in FIGURES 7 and 8 whereby the hook-shaped ends 48 of the levers 44 move from beneath the bushings 49 in the manner illustrated in FIG- URE 8 to unlock the doors 30 and 31.

Further movement of the levers 44 in a clockwise direction causes the links 46 to be moved therewith to the right in the manner illustrated in FIGURE 9 to cause the intermediate links 43 to cause clockwise rotation of the links 38 and simultaneous counterclockwise rotation of the links 39 and, thus, clockwise rotation of the door 30 and simultaneous counterclockwise rotation of the door 31 to their fully opened positions illustrated in FIG- URE 9 so that the product in the car 20 can be dispensed through the now opened opening 29.

When it is desired to close the doors 3t} and 31 from the position illustrated in FIGURE 9, the levers 44 at each end thereof are moved in a counterclockwise direction causing the doors 311 and 31 to move towards their closed position as illustrated in FIGURE 10.

When the levers 44 reach the positions illustrated in FIGURE 10, further counterclockwise rotation of the levers 44 causes the hook-shaped ends 48 thereof to pass under the bushings 49 and slightly raise the doors 30 and 31 from the position illustrated in FIGURE 10 whereby such upward movement of the doors 30 and 31 is compensated for by the slots 42 and 47a formed in the intermediate links 43 and the links 46.

Therefore, it can be seen that as the doors 30 and 31 are moved to their closed position by the closing mechanisms 32, the closing mechanisms 32, through the levers 44, positively and automatically lock the doors 30 and 31 in their closed position without having any of the weight of the product pushing downwardly on the doors 3i and 31 imposing adverse forces on the door operating mechanism.

Since it is desired that all of the pairs of doors 30 and 31 for each compartment 23-26 operate simultaneously and independently of the doors 3t} and 31 of the other compartments, the levers 44 for each compartment 23- 26 must be moved simultaneously.

One means for simultaneously moving the levers 44 for each compartment 23-26 is illustrated in FIGURE 2 wherein all of the arms 5% of the levers 44 disposed on each side of the compartment 23 are interconnected together by a shaft means 53. For example, the shaft means 53 can be interconnected to the arms 50 of the levers 44 by suitable pivot pins 54. If desired, the shaft means 53 can be disposed between the side wall means 35 and the arms 50 of the levers 44 in the manner illustrated in FIGURE 2 or disposed outboard thereof in the manner illustrated in FIGURE 3 as desired.

In order to compensate for variations in the positioning of the plates 36 on the side walls 35 of the car 20, each shaft means 53 can comprise a plurality of individual sections 55 interconnected together by turnbuckles 56 or the like disposed respectively between adjacent levers 44 in the manner illustrated in FIGURE 2..

In order to operate the shaft means 53 disposed on opposite sides of the compartment 23 in unison, the shaft means 53 on the opposite sides of compartment 23 are respectively interconnected to a common axle 57 rotatably carried at the right end of the car 20. For example, each shaft means 53 is pivotally interconnected to a link 58 at a point 59, the other end of the link 58 being inter-- connected to an arm 60 of an L-shaped lever 61 by a pivot pin 62. The lever 61 is pivotally mounted to the side 35 of the car 20 by a pivot pin 63 and has the other arm 64 thereof pivotally interconnected to one end of a link 65 by a pivot pin 66. The other end of the link 65 is pivotally interconnected to the free end of a lever 67 by a pivot pin 68, the lever 67 being fixedly secured at the other end thereof to the axle 57. In this manner, rotational movement of the axle 57 in a manner hereinafter described in a clockwise direction causes the shaft means 53 on opposite .sides of the car 20 to simultaneously move to the right to cause opening in the pairs of doors 30 and 31 of the compartment 23 thereof. Conversely, rotational movement of the axle 57 in a counterclockwise direction causes the opposed shaft means 53 to move to the left to close all of the pairs of doors 30 and 31 of the compartment 23 and lock the same in the closed position in the manner previously described.

Another axle 69 is disposed at the right end of the car 20 and is interconnected to a shaft means 53 illustrated in FIGURE 2 to operate the pairs of doors 30 and 31 of the compartment 24 upon rotational movement of the axle 69 in substantially the same manner as rotational movement of the axle 57 previously described.

Similarly, a pair of axles are disposed at the left end of the car 20 in the same manner as the axles 57 and 69 and are respectively interconnected to shaft means that connect together the levers 44 of the doors 30 and 31 of the compartments 26 and 25 in the manner previously described.

Therefore, it can be seen that upon rotational movement of the desired axles, all of the doors 30 and 31 of any compartment 23-26 can be simultaneously opened or closed as desired.

While any suitable mechanism can be utilized for operating the particular control axle, each control axle of this invention is operated by a fluid operated means of this invention in a manner now to be described.

While the fluid operated means hereinafter described is utilized in connection with the axle 57 of the compartment 23, it is to be understood that like fluid operate-d means are utilized respectively for each axle controlling the respective compartments 24-26.

In particular, reference is made to FIGURE 5 wherein a fluid operated mechanism of this invention is generally indicated by the reference numeral 70 and is utilized to selectively operate the axle 57 for the compartment 23 of the railroad car 20.

As illustrated in FIGURE 5, the fluid operated mechanism 70 includes a first piston and cylinder arrangement 71 comprising a closed cylinder 72 containing a piston 73 interconnected to a piston rod 74 projecting outwardly from the cylinder 72.

The fluid operated mechanism 70 also includes a second piston and cylinder arrangement 75 comprising a closed cylinder 76 containing a piston 77 interconnected to a piston rod 78 projecting outwardly from the cylinder 76.

The piston rod 78 of the piston and cylinder arrangement 75 is pivotally interconnected to the one end of a link 79 by a pivot pin 80, the other end of the link 79 being pivotally interconnected to the free end of :a lever 81 by a pivot pin 82. The lever 81 has the other end. thereof rigidly secured to the axle 57 intermediate the levers 67 thereof as illustrated in FIGURE 4.

Therefore, it can be seen that movement of the piston 77 of the piston and cylinder arrangement 75 from the position illustrated in FIGURE 5 to the right causes the axle 57 to rotate in a clockwise direction to cause simultaneous opening of the pairs of doors 30 and 31 of the compartment 23 in the manner previously described. Conversely, movement of the piston 77 of the piston and cylinder arrangement 75 from a right hand position thereof to the left hand position illustrated in FIGURE 5 causes simultaneous closing and locking of the pairs of doors 3t) and 31 of the compartment 23 in the manner previously described.

However, it has been found that when the piston 77 is disposed in the position illustrated in FIGURE 5 to lock the .pairs of doors 30 and 31 of the compartment 23 in their closed positions, subsequent jar-ring or bumping of the railroad car 20 during switching and the like, causes the piston 77 to move independently of the fluid force acting thereon whereby an accidental opening of the doors 30 and 31 of the compartment 23 might be effected.

Therefore, the piston and cylinder arrangement 71 is utilized to positively lock the piston 77 in its door closing and locking position.

In particular, an L-shaped lever 83 has the elbow thereof pivotally secured to the cylinder 76 by a pivot pin 84, the lever 83 having one arm 85 thereof pivotally secured to the piston rod 74 of the piston and cylinder arrangement 71 by a pivot pin 86. The other arm 87 of the lever 83 has a hook-shaped end 88'adapted to pass over the pivot pin 80 of the piston rod 78 to hold the piston rod 78 from movement from the position illustrated in FIGURE 5 until the lever 83 has been pivoted about the pivot 84 a sufficient distance to free the pivot pin 80 from the hook-shaped end 88 of the lever 83. Such movement of the lever 83 is effected by moving the piston 73 of the piston and cylinder arrangement 71 from the position illustrated in full lines in FIGURE 5 to the right to the position illustrated in dotted lines. After the piston 73 has moved to the position illustrated in dotted lines in FIGURE 5, the piston 77 of the piston and cylinder arrangement 75 is unlocked from the lever 83 and the piston 77 is adapted to be moved to its door opening position as previously described.

In order to insure that the lever 83 will be first moved to an unlocked position before an attempt. has been made to move the piston 77 of the piston and cylinder arrangement 75 to its door opening position, the piston and cylinder arrangements 71 and 75 are interconnected together in a manner now to be described.

A port 89 is formed in the left hand end of the cylinder 72 of the piston and cylinder arrangement 71 and is adapted to be selectively interconnected to a fluid pressure source or to a reservoir in a manner hereinafter described.

The extreme right hand portion of the cylinder 72 of the piston and cylinder arrangement 71 has a port 90 formed therein and adapted to be interconnected to an intermediate port 91 of the cylinder 76 of the piston and cylinder arrangement 75 by a conduit or passage means 92.

An intermediate port 93 of the cylinder 72 of the piston and cylinder arrangement 71 is adapted to be interconnected to an extreme left hand port 94 formed in the cylinder 76 of the piston and cylinder arrangement 75 by a conduit or passage means 95.

The extreme right hand portion of the cylinder 76 of the piston and cylinder arrangement 75 has a port 96 formed therein adapted to be selectively interconnected to a fluid pressure source and to a reservoir in a manner hereinafter described.

The operation of the fluid operated means 70 for opening and closing the doors 30 and 31 of the compartment 23 of the railroad car 20 will now be described.

Assuming that the fluid operated mechanism 70 is disposed in the position illustrated in FIGURE wherein the doors 30 and 31 of the compartment 23 are disposed in their closed and locked positions and it is desired to move the doors 30 and 31 to their opened positions, fluid pressure is directed to the port 89 of the piston and cylinder arrangement 71 and the port 96 of the piston and cylinder arrangement 75 is connected to the reservoir whereby the piston 73 is continuously moved to the right to the position illustrated in dotted lines in FIGURE 5 at which time the lever 83 is moved completely out of locking engagement with the pin 80 of the piston rod 78. While the piston 73 is moving to the right, the fiuid in the right hand end of the cylinder 72 is expelled to the reservoir by means of port 90, passage means 92, port 91 and port 96. With the piston 73 now disposed in the dotted position illustrated in FIGURE 5, the port 93 of the cylinder 72 is now adapted to be interconnected to the port 89 thereof whereby fluid pressure is directed from the port 93 through the passage means 95 to the port 94 of the cylinder 76 to cause the piston 77 thereof to move to the right and cause clockwise movement of the axle 57 whereby the doors 30 and 31 of the compartment 23 of the railroad car are unlocked and moved to the opened positions thereof in the manner previously described.

With the fluid operated mechanism 70 now disposed in its door opening position :and it is desired to close and lock the doors and 31 of the compartment 23, the port 96 of the cylinder 76 of the piston and cylinder arrangement 75 is now interconnected to the fluid pressure source and the port 89 of the piston and cylinder arrangement is connected to the reservoir whereby the piston 77 is moved back from its right hand position to the position illustrated in full lines in FIGURE 5 to cause the doors 30 and 31 of the compartment 23 to be moved to their closed positions and be locked in the closed positions thereof in the manner previously described.

As the piston '77 moves back to the left, the fluid in the left hand portion of the cylinder 76 is expelled to the reservoir by means of the port 94, passage means 95, port 93 and port 89'.

When the piston 77 of the piston and cylinder arrangement 75 has been moved to the position illustrated in full lines in FIGURE 5, the port 91 of the cylinder 76 is now interconnected to the port 96 thereof whereby fluid pressure is now directed through the passage means 92 to the port 90 of the piston and cylinder arrangement 71 to cause the piston 73 thereof to move from the dotted position illustrated in FIGURE 5 back to the left hand position illustrated in full lines in FIGURE 5 to cause the lever 83 to move into locking relation with the pin 80 of the piston and cylinder arrangement 75 whereby the piston 77 is locked in its door closed position.

Therefore, it can be seen that the fluid operated mechanism 70 of this invention operates in such a manner that when the doors 30 and 31 of the compartment 23 of the railroad car 20 are moved to their closed position, the axle 57 is automatically locked in its closed position by the lever 83 and, conversely, the lever 83 is moved from its locking position before an attempt is made to move the axle 57 to its door opening position.

It has been found that should jarring of the railroad car take place to such an extent that the same would tend to move the locking lever 83 from its locking position, a suitable counterweight 97 can be attached to the lever 83 to offset any unlocking forces imposed on the lever 83 from bumping or jarring of the railroad car 20.

Should the fluid operated mechanism 70 fail and it be desired to open the doors 30 and 31 of the compartment 23, the arm of the lever 83 has an extension 98 to permit the lever 83 to be manually moved from its locked position to its unlocked position.

The L-shaped lever 61, as illustrated in FIGURE 5, is provided with hook means 99 at the end of the arm 60 thereof to permit the chain of a chain hoist or the like to be attached thereto and looped around one of a pair of hooks 100, FIGURE 2, so that the shaft means 53 of the compartment 23 can be moved in the desired direction by the hoist to either open the doors 30 and 31 or to close the same during a fluid pressure failure or the like- While any suitable valving mechanism can be utilized to interconnect a fluid pressure source to the port 89 of the piston and cylinder arrangement 71 and simultaneously interconnect the reservoir to the port 96 of the piston and cylinder arrangement 75 to cause opening of the doors 30 and 31 of the compartment 23 of the railroad car 20 as well as to alternately interconnect the reservoir with the port 89 and the fluid pressure source with the port 96, one such means is illustrated in FIGURE 5.

In particular, a control panel 101 is disposed at the left hand end of the railroad car 20 as illustrated in FIG- URE 1 and a like control panel 102 is disposed at the right end of the railroad car 20 as illustrated in FIG- URE 1.

Each control panel 101 and 102 contains four valves 103, 104, 105 and 106 respectively adapted to control the fluid operated mechanisms 70 for the compartments 23, 24, 25 and 26.

Each valve 103-106 comprises a cylindrical housing 107 interrupted by four ports 108, 109, 110 and 111 respectively disposed at 90 degrees relative to each other and interconnecting the exterior of the housing 107 to a chamber 112 disposed therein.

All of the ports 108 of the valves 103406 are interconnected to a fluid pressure manifold 113 by branch conduits 114, the manifold 113 being interconnected to a fluid pressure source such as the fluid pressure brake system of the railroad car 20 or the like.

All of the ports 110 of the valves 103-106 are respectively interconnected to a reservoir for the fluid pressure brake system by branch conduits 115.

The valve 103 of the left hand control panel 101 has the port 111 thereof interconnected to the port 89 of the fluid operated mechanism 70 for the chamber 23 by a conduit 116 and has the port 109 thereof interconnected to the port 96 of the same valving mechanism 70 by a conduit 117.

The valve 103 of the right hand control panel 102 has the port 111 thereof interconnected to the conduit 116 by a branch conduit 118 and has the port 109 thereof interconnected to the conduit 117 by a branch conduit 119.

Similarly, the ports 111 of the left hand and right hand valves 104 are interconnected to ports 89 of the fluid operated mechanism 70 for the compartment 24 while the ports 109 thereof are interconnected to the ports 96 of such fluid operated mechanism 70.

The ports 111 of the left hand and right hand valves 105 are connected to the ports 89 of the fluid operated mechanism 70 for the compartment 25 while the ports 109 thereof are interconnected to the port 96 of such fluid operated mechanism 70.

Similarly, the ports 111 of the left hand and right hand valves 106 are connected to the port 89 of the fluid operated mechanism 70 for the compartment 26 while the ports 109 thereof are interconnected to the port 96 of such fluid operated mechanism 70.

In this manner, the doors 30 and 31 of any of the compartments 23-26 can be selectively opened or closed by an operator standing at either the right hand or left hand end of the railroad car 20.

For example, all of the valves 103-106 have a rotary valve member 120 disposed therein which automatically returns to a neutral position as illustrated in dotted lines 9 in FIGURE 6 to completely block the ports 108 and 110 from the chamber 112 of the housing 107.

When the valve member 120 of either the left hand valve 103 or the right hand valve 103 is moved to the position illustrated in full lines in FIGURE 5, the fluid pressure manifold 113 is interconnected to the port 96 of the valving mechanism 70 and the reservoir is connected to port 89 to etfect closing of the doors 30 and 31 of the compartment 23 in the manner previously described.

Conversely, when the valve member 120 of either the left hand valve 103 or the right hand valve 103 is moved to the full line position illustrated in FIGURE 6, the fluid pressure manifold 113 is interconnected to the port 89 of the valving mechanism 70 and the port 96 is connected to the reservoir to cause opening .of the doors 30 and 31 of the compartment 23 in the manner previously described.

Therefore, it can be seen that an improved fluid operated system is provided for the railroad car 20 to selectively open and close the doors 30 and 31 of the compartments 23-26 thereof by an operator standing at either end of the railroad car 20.

Further, an improved door actuating mechanism is provided which not only opens and closes the doors 30 and 31 as desired but also positively locks the doors 30 and 31 in the closed position without requiring additional mechanism and linkages as in the past.

While one form of such actuating mechanism 32 for the doors 30 and 31 has been described and illustrated, it is to be understood that various modifications can be made in such mechanism 32 to still accomplish the novel functions of this invention.

In particular, reference is made to FIGURES 11 and 12 which illustrate another mechanism of this invention for opening and closing a pair of doors for the railroad car 20 or the like, the mechanism being generally indicated by the reference numeral 121 and being adapted to be actuated by the fluid operated mechanism 70 and shaft means 53 of this invention, if desired.

As illustrated in FIGURES 11 and 12, a pair of doors 122 and 123 are respectively pivotally mounted between the opposed side walls of a railroad car or the like by pivot shafts 124 and 125 which respectively pass through such side wall means and through plates 126 secured to such side wall means.

A first pair of links 127 and 128 respectively have one of the ends thereof fixed to the pivot shafts 124 and 125 of the doors 122 and 123, the other ends of the links 127 and 128 being pivotally attached to an intermediate link 129 by pivot pins 130 and 131.

A lever 132 is pivotally secured to the plate 126 by a pivot pin 133 and has a hook-shaped end 134 adapted to lock under a bushing or pin 135 carried by the door 123, the doors 122 and 123 nesting together when disposed in a closed position by having a tongue 136 of the door 122 receivable in a cooperating groove 137 of the door 123 in a manner similar to the doors 30 and 31 previously described.

The lever 132 has an arm 138 operatively interconnected to the intermediate link 129 by a bushing or pin 139 carried by the arm 138 and passing through an elongated slot 140 in the intermediate link 129.

When the lever 132 is disposed in the position illustrated in FIGURE 11, the doors 122 and 123 have been moved to the closed position and are locked in the closed position by the hook-shaped end 134 of the lever 132 passing beneath the bushing 135, the bushing 135 being disposed vertically beneath the pivot point 133 of the lever 132 so that the Weight of the product on the doors 122 and 123 will not tend to pivot the lever 132 about the pivot point 133 and impose adverse forces on the mechanism 121.

When it is desired to open the doors 122 and 123, an arm 141 of the lever 132 is moved in a clockwise direction by suitable mechanism, such as the shaft means 53 previously described, to the position illustrated in FIG- 10 URE 12 whereby the hook-shaped end 134 of the lever 132 is moved from beneath the bushing to unlock the doors 122 and 123 and cause the doors 122 and 123 to move to the open position as illustrated in FIGURE 12 through the action .of the bushing 139 of the lever 132 in the slot of the intermediate link 129.

The offset portion 142 of the slot 140 of the intermediate link 129 and the elongated slot 143 thereof permit the mechanism 121 to close the doors 122 and 123 in the manner previously described for the doors 30 and 31 when the doors 122 and 123 are raised upwardly by the hookshaped end 134 of the lever 132 passing under the bushing 135.

Therefore, it can be seen that another mechanism 121 is provided by this invention for simultaneously and automatically opening and closing the doors 122 and 123 while locking the same in the closed position without requirin g additional linkages as in the past.

Referring now to FIGURES 13 and 14, another such mechanism is generally indicated by the reference numeral 144.

The mechanism 144 is adapted to open and close a pair of doors 145 and 146 respectively pivotally secured between opposed side Walls of a railroad car or the like by pivot shafts 147 and 148 that respectively pass through such side walls and through plates 149 secured to such side walls.

The shaft 147 of the door 145 is interconnected to a gear 150 disposed in meshing relation with another gear 151 fixedly mounted on a shaft 152 rotatably carried by the plate 149.

A pair of links 153 and 154 respectively have one of the ends thereof fixed to the pivot shafts 152 and 148 and the other ends thereof pivotally secured to an intermediate link 155 by pivot pins 156 and 157.

A lever 158 is pivotally secured to the plate 149 by a pivot shaft 159 and has a hook-shaped end 160 adapted to lock under a bushing 161 carried by the door 146 when the doors 145 and 146 are disposed in a nested closed position as illustrated in FIGURE 13, the bushing 161 being disposed vertically beneath the pivot point 159 of the lever 158 to prevent the weight of the product disposed on the doors 145 and 146 from tending to pivot the lever 158 and thereby impose adverse forces on the mechanism 144.

The lever 158 is operatively interconnected to the intermediate link 155 by a bushing 162 carried on an arm 163 of the lever 158 and passing through an arcuate slot 164 formed in the intermediate link 155.

When it is desired to open the doors 145 and 146 from the closed and locked position illustrated in FIG- URE 13, an arm 165 of the lever 158 is moved in a clockwise direction from the position illustrated in FIG- URE 13 to the position illustrated in FIGURE 14 by any suitable mechanism, such as the shaft means 53 previously described, whereby the hook-shaped end 160 of the lever 158 is moved from beneath the bushing 161 of the door 146 to unlock the doors 145 and 146. Further clockwise movement of the lever 165 about the pivot point 159 causes the links 154 and 153 to move in a counterclockwise direction to open the doors 145 and 146 to the position illustrated in FIGURE 14.

Conversely, when it is desired to close the doors 145 and 146 from the position illustrated in FIGURE 14, the arm 165 of the lever 158 is moved in a counterclockwise direction to cause the links 153 and 154 to move in a clockwise direction and cause the doors 145 and 146 to move to their closed positions. As the doors 145 and 146 move toward their closed positions, the hookshaped end 160 of the lever 158 passes beneath the bushing 161 to positively lock the doors 145 and 146 in their nested closed positions.

Therefore, it can be seen that various door actuating mechanisms are provided by this invention wherein the door actuating mechanisms not only open and close a pair of doors or the like, but the same also positively lock the doors in the closed position without permitting the weight of the product disposed on the closed doors from imposing adverse forces on the mechanisms utilized to open and close the doors.

Further, this invention provides improved fluid operated means for operating such door actuating mechanism or the like.

While the form of the invention now preferred has been disclosed as required by the statutes, other forms may be used, all coming within the scope of the claims which follow.

What is claimed is:

1. In a railroad car or the like having a bottom wall means, a pair of doors pivotally mounted to said car for opening and closing an opening in said bottom wall means, each door having a free end that interlocks with the free end of the other door When said doors are in their closed positions, locking means carried by one of said doors, a first pair of links respectively and operatively connected to said doors for moving said doors between opened and closed positions thereof upon movement of said links, an intermediate link pivotally connected to said pair of links to provide simultaneous movement thereof, and a lever pivotally mounted to said car and operatively connected to said intermediate link to move said intermediate link upon movement of said lever, said lever when moving in one direction closing said doors and becoming operatively connected to said locking means to lock said doors in the closed position thereof, said lever when moved in another direction being disconnected from said locking means to unlock said doors and opening said doors, said lever being operatively interconnected to said intermediate link by a link pivotally mounted to said lever and to one of said first-named pair of links.

2. In a railroad car or the like having a bottom wall means, a pair of doors pivotally mounted to said car for opening and closing an opening in said bottom Wall means, each door having a free end that interlocks with the free end of the other door when said doors are in their closed positions, locking means carried by one of said doors, a first pair of links respectively and operatively connected to said doors for moving said doors between opened and closed positions thereof upon movement of said links, an intermediate link pivotally connected to said pair of links to provide simultaneous movement thereof, and a lever pivotally mounted to said car and operatively'connected to said intermediate link to move said intermediate link upon movement of said lever, said lever when moved in one direction closing said doors and becoming operatively connected to said locking means to lock said doors in the closed positions thereof, said lever when moved in another direction being disconnected from said locking means to unlock said doors and opening said doors, said lever being operatively interconnected to said intermediate link by a pin carried by said lever and passing through a slot in said intermediate link.

3. In a railroad car or the like having a bottom wall means and a plurality of compartments, a plurality of pairs of doors pivotally mounted to said car for respectively opening and closing openings in said bottom wall means at said compartments, each door having a free end that interlocks with the free end of the other door of the pair of doors thereof when said pair of doors is in its closed position, locking means respectively carried by one door of each pair of said pairs of doors, a plurality of linkage means respectively connected to said pairs of doors, each linkage means moving its respective pair of doors between opened and closed positions thereof upon movement of said linkage means, and a plurality of levers movably mounted to said car and respectively connected to said linkage means to move said linkage means upon movement of said levers, each lever when moved in one direction closing its respective pair of doors and becoming operatively connected to said locking means thereof to lock said respective pair of doors in the closed positions thereof, each lever when moved in another direction being disconnected from said locking means to unlock said respective pair of doors and opening said respective pair of doors.

4. In a railroad car or the like as set forth in claim 3, said first-named locking means, linkage means and lever for each pair of doors are disposed at one end thereof and a like locking means, linkage means and lever are disposed at the other end thereof.

References (Iited UNITED STATES PATENTS 632,650 9/1899 Ingoldsby -240 731,525 6/1903 Trapp 105-290 X 757,931 4/1904 Jepson 105-240 763,186 6/1905 Johnson 105-253 993,450 5/1911 lngoldsby 105-311 X 1,126,972 2/1915 Frede et a1. 105-240 1,297,004 3/1919 Pearson 105-288 1,375,700 4/1921 Ingoldsby 105-310 1,503,513 8/1924 Pearson 105-308 1,615,671 1/1927 Batho 105-310 1,796,347 3/1931 Sanford 105-364 X 2,991,730 7/1961 Arbel 298-35 X 3,166,024 1/1965 Hamilton 105-240 3,187,684 6/1965 Ortner 105-310 X FOREIGN PATENTS 1,249,908 11/1960 France.

ARTHUR L. LA POINT, Primary Examiner. H. BELTRAN, Assistant Examiner.

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