US3415015A

US3415015A - Boxcar door

Info

Publication number: US3415015A
Application number: US604034A
Authority: US
Inventors: Jr Herbert E Rolfe
Original assignee: Evans Products Co
Current assignee: Evans Products Co
Priority date: 1966-12-22
Filing date: 1966-12-22
Publication date: 1968-12-10
Anticipated expiration: 1985-12-10

Description

H. E. ROLFE, JR

oxcAR DOOR Dec. 10, 1968 v 5 Sheets-'Sheet l Filed Dec. 22, 1966 Nm NN LWN \ NN KQ QN WN NQ o OQ w NQMM Q VWRS w \N. ww ,nox

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Dec. 10, 1968 H, E, RQLFE, JR y 3,415,015

' BOXCAR DOOR ned Dec. 2z, 1966 5 sheets-sheet 2 INVENTOR.

Dec. 10, 1968 H. E. ROLFE, JR

BOXCAH DOOR 5 Sheets-Sheet 5 Filed Dec. 22, 1966 Dec. 10, 1968 HA E. ROLFE. JR

BOXCAR DOOR 5 Sheets-Sheet 4 Filed Dec. 22, 1966 R./ Va d mi j. ww 1w .my @B DCC. 10, 1968 H, E, ROLFE, JR 3,415,015

BOXCAR DOOR Filed Dec. 22, 1966 5 Sheets-Sheet 5 INVENTOR.

i wrm/594s? United States Patent O 3,415,015 BOXCAR DOOR Herbert E. Rolfe, Jr., Westland, Mich., assignor to Evans Products Company, a corporation of Delaware Filed Dec. 22, 1966, Ser. No. 604,034 Claims. (Cl. 49-220) ABSTRACT OF THE DISCLOSURE A railway car door arrangement having a pair of plug doors that coact to close a single doorway opening. Each of the doors incorporates a locking mechanism for holding the door in its closed position and an operating mechanismfor moving the door axially into and out of the doorway opening. The locking mechanism and operating mechanism are interrelated so that the locking mechanism is moved between its engaged and released positions before the door is moved. An operating handle is supported on the outside of the door for actuating both the operating and locking mechanisms and provision is made for an inside operator whereby the mechanisms may be operated from internally of the car.

This invention relates to a closure construction for a railway car or the like and more particularly to an improved car door structure and an improved operating mechanism for the door.

One well known type of railway car door is the so called plug door. In its closed position, a plug door lies within the doorway opening and its outer surface is generally tiush with the car side wall. The door moves axially from this closed position to an outwardly displaced position wherein it may be slid along the side of the railway car for access to the doorway opening. Although a separate operating mechanism often has been employed for moving the door axially into and out of the doorway opening than the mechanism used to operate the lock that retains the door in its closed position, several advantages may be obtained by employing a single operator for actuating both the locking means and means for axially moving the door. It is, of course, necessary that the locking means be released before the actuating means begins the opening movement of the door.

It is a principal object of this invention to provide an improved structure for actuating a door locking means and for axially moving the door in the desired sequence.

It is a further object of this invention to provide an improved actuating means of the aforenoted type wherein considerable axial movement of the door is accomplished.

The forenoted features of the invention are particularly adapted for use in a closure construction for a railway car or the like. The closure construction includes a closure member upon which one end of link means are pivotally connected. The other end of the link means are pivotally connected to a supporting member for movement of the closure member relative to the supporting member upon rotary movement of the link means. Locking means movable between a disengaged position and an engaged position are provided for retaining the closure member in its closed position. An operating member is supported upon the closure member for movement between two extreme positions. Means operatively connect the operating member to the locking means for moving the locking means from its engaged to its disengaged position upon movement of the operating member from one of its extreme positions to an intermediate position. Additional means including cam and follower means operatively connect the operating member to the link means for rotating the link means and moving the closure member between its closed position and an open position. The fol- 3,415,015 Patented Dec. 10, 1968 lower means is supported from movement in a -tixed path and the cam means has a surface confining the follower means. The cam means surface has a first portion normally coincident with the path of movement of the follower means for free relative movement between the cam and follower means when one of these means remain substantially stationary. The free relative movement occurs upon movement of the operating member between its one extreme position and the intermediate position for release of the locking means prior to any rotary movement of the link means and prior to opening of the closure member. The cam means has a second portion for establishing the driving relationship between the cam and follower means for rotating the link means upon continued movement of the operating member from its intermediate position to the other of its extreme positions.

Frequently with such closure members as railway car doors, it is desirable to provide means for operating the door either from externally of the railway car or from internally of the cargo area of the car. Some mechanism must be provided, however, for maintaining the outside operating handle, which is normally carried by the door assembly in a storage position during transit and when the car door is closed. With an inside-outside operator, it may be necessary to release the mechanism that restrains the outside handle regardless of which operator is to be used to open the door. In such an application, the handle restraining means also may provide means for attachment of a seal so that the seal will be broken regardless of whether the door is opened from the inside or the outside.

It is, therefore, another object of this invention to provide an improved operating mechanism whereby a railroad car door may be operated either internally or externally of the car.

It is another object of the invention to provide an inside-outside door operator embodying a handle restraining means that may be released from either internally or externally of the car.

It is a further object of this invention to provide a seal for an inside or outside operated railway car door that will be broken regardless of whether the door is operated from the inside or the outside.

An inside or outside operator embodying this invention may be particularly adapted for actuating the closure mem-ber of a railway car or the like. The structure comprises a closure member and operating means carried by the closure member. The operating means comprises an operating lever having a hub portion journaled upon the closure member and a socket opening extending `through the hub portion. A first shaft is received within the socket opening and has a portion thereof accessible from one side of the closure member. The rst shaft is supported for axial movement between first and second axial positions within the `hub socket opening. Means are provided to key the first shaft to the hub portion for rotation of the operating lever upon rotation of the accessible portion of the first shaft when .the first shaft is in at least one of its axial positions. A second shaft is supported for rotary movement relative to the other end of the rst shaft. An operating handle is operatively connected to the second shaft on the side of the closure member opposite that from which the rst shaft is accessible for rotating the second shaft. The second shaft is also supported for movement relative to and by the hub portion between rst and second axial positions relative to its socket opening. Means are provided for keying the second shaft to the hub potrion when the second shaft lis in its rst axial position for simultaneous rotation of the second shaft and the operating lever. The last named keying means provides for free relative rotation between the operating lever and the second shaft when the second shaft is in its second axial position. Means are provided for transmitting movement of the first shaft from its first axial position to its second axial position into movement of the second shaft from its first axial position to its second axial position. Thus, operation of the door by the iirst shaft will automatically uncouple the second shaft and operating handle from the operating lever. In addition, means are provided for biasing the second shaft into its first axial position whereby the second shaft is normally in its coupled relation to the operating lever.

Plug doors for railway cars are relatively costly items since they are, for the most part, custom made. It is a further object of this invention to provide an improved door construction that permits the use of low cost, extruded frame components hence reducing the overall cost of the door. A door construction embodying this last noted feature is comprised of a frame and sheet panel that is afiixed to the frame. The frame is formed from at least two interconnected side frame members each of which is comprised of a web portion terminating at each side in like facing first and second legs. Parallelly extending first and second flanges are formed contiguous to the outer ends of the first and second legs, respectively. The sheet panel spans the side frame members and is aflixed to the first and second anges of each of the side frame members. A third ange is formed on the first leg of each of the side frame members which flange extends beyond the respective side of the sheet panel for receipt of a sealing gasket.

The door construction described in the preceding paragraph particularl lends itself to use in double doors wherein one side of one door sealingly engages the adjacent side of the other door. The described frame construction permits the use of a sealing gasket between the mating door edges Without substantially modifying the side frame members.

Other objects and advantages of this invention will become more apparent as this description proceeds, particularly when considered in conjunction with the accompanying drawings, wherein:

FIGURE 1 is a side elevational view of a portion of a railway car embodying this invention.

FIGURE 2 is an enlarged view of the area encompassed by the circle 2 in FIGURE 1.

FIGURE 3 is an enlarged cross-sectional View taken along the line 3 3 of FIGURE 2.

FIGURE 4 is a cross-sectional view taken generally along the line 4 4 in FIGURE 2.

FIGURE 5 is an enlarged cross-sectional view taken along the line 5 5 of FIGURE 1.

FIGURE 6 is an enlarged cross-sectional view taken along the line 6 6 of FIGURE l.

FIGURE 7 is an enlarged view of the area encompassed by the circle 7 in FIGURE l.

FIGURE 8 in an enlarged cross-sectional view taken along the line 8 8 of FIGURE 7.

FIGURE 9 is a cross-sectional view taken along the line 9 9 of FIGURE 8.

FIGURE 10 is a cross-sectional view taken along the line 10 10 of FIGURE 8.

FIGURE 11 is a cross-sectional view taken along the line 11 11 of FIGURE 8.

FIGURE 12 is a cross-sectional view, in part similar to FIGURE 8, showing the mechanism in another position.

FIGURE 13 is an enlarged cross-sectional view taken along the line 13 13 of FIGURE 7.

FIGURE 14 is an enlarged cross-sectional view taken along the line 14 14 of FIGURE 1.

Referring now to the drawings and specifically to FIGURE 1, a railway car embodying this invention is shown partially in side elevation and is identified generally by the reference numeral 21. The railway car 21 has a side wall 22 in which an enlarged elongated doorway opening is formed. The doorway opening is normally closed by a pair of plug door assemblies indicated generally by the

reference numerals

23 and 24. Each door assembly includes an operating structure that includes means for moving the respective door assembly into and out of the doorway opening for supporting the respective door assembly from sliding movement along the side wall 22 when in its outer position, and for locking the respective door in its closed position. This structure will now be described by particular reference to the door assembly 23, it being understood that except as hereinafter noted, similar structure is provided for the door assembly 24. For this reason common components of each door assembly have been identified by the same reference numbers.

At one side of the door assembly 23 a vertically extending operating rod 25 is supported for pivotal movement about a vertical axis by means of upper and lower journal members 26 and 27 that are fixed in any suitable manner to the outer surface of the door assembly 23. At the opposite side of the door assembly 23, a vertically extending operating rod 28 is supported for pivotal movement about a vertical axis by upper and lower journal members 29 and 31, respectively, which are also affixed to the outer surface of the door assembly 23. As may be best seen by reference to FIGURES 2 and 3, the operating

rods

25 and 28 carry outwardly facing crank members 32 at their lower ends below the respective journal member 27 or 31, which crank members 32 are fixed against rotation relative to the respective operating rod. Each crank member 32 has a depending pin or follower 33 that is received and entrapped in a cam slot formed in a longer crank arm 34. The crank arms 34 associated with the

respective operating rods

25 and 28 extend toward each other with the door assembly in its closed position. The cam slot of each crank arm 34 is made up of an arcuate section 35 that has a center of curvature coincident with the center of rotation of the respective operating rod when the crank arm 34 is in the position shown in solid lines in FIGURE 3, which position corresponds to the position it assumes when the door assembly 23 is closed. Intersecting the arcuate portion 35 is a second cam portion 36 that extends in a somewhat parallel direction to the outer face of the door assembly 23 when the door assembly is in its closed position.

Each crank arm 34 has a hub portion that is afixed to a lower end of a pin 37, the upper end of which is journaled within a bore 38 formed in the respective journal member parallel to the bore that supports the respective operating rod. Each pin 37 is formed integrally with the upper end of an offset crank arm 41 that extends outwardly and downwardly from the door assembly 23. The crank arms 41 are oppositely facing when the door assembly 23 is closed. The lower end of each crank arm 41 is formed with an integral pin portion 42 that is journaled in a complementary bore of a slide assembly, indicated generally by the reference numeral 43. Each slide assembly 43 carries a pair of rollers 44 and 45 having V-shaped grooves that coact with a track 46 (FIGURE 4) that is afiixed to the side of the railway car 21 below its doorway opening and extends along the car side 22 for some distance from the doorway opening.

As has been noted, the structure at the lower end of the operating rod 25 is substantially the same as the structure at the lower end of the operating rod 28 which is shown in detail in FIGURES 2 and 3. The link, cam and cam slots of the described supporting structure, at the lower end of the operating rod 28, however, is a mirror image of the corresponding parts at the lower end of the operating rod 25 since, as will be noted below, the operating

rods

25 and 28 rotate in opposite directions during movement of the door assembly 23. Since the link 34 and crank arm 41 are separate elements from each other, only one link assembly need be employed, the link 34 being inverted when used with the operating rod 25 to achieve the mirror image relationship.

Referring now additionally to FIGURE 5, the upper end of each of the operating

rods

25 and 28, the rod 28 being shown, is connected to an outwardly extending crank arm I51 that has an upwardly extending pin or follower portion 52 received in a cam slot formed in an offset link 53. The links 53 associated with the respective operating rods and 28 face each other when the door assembly 23 is closed. Each cam slot is similar to the cam slots 35 and 36 of the respective lower link 34. That is, the cam slots of the links 53 comprise a rst portion 54 that is arcuate in shape and has a common center of curvature with the axis of rotation of the operating rod 28 when the door is in its closed position. The `first cam portion 54 is intersected by a generally straight cam portion 55 that extends substantially parallel to the outer surface of the door assembly 23 when the door assembly is in its closed position.

One end of each link 53 is formed with a cylindrical boss 56 that is journaled in the respective upper journal member 26 or 29 so as to support the respective link li3 for rotation with respect to the door assembly 23. The outer end of each link 53 is formed with an integral upstanding portion upon which a roller 57 is journaled. Each roller 57 is received in a trackway formed by parallel surfaces '58 and 59 xed to the upper end of the car side 22 above the doorway opening and extending along a substantial portion of the length of the car side 22.

Although the overall operation of the door assembly 23 will be described in more detail as this description pro ceeds, a brief summary of the operation of the mechanism so far described may be helpful. The door assembly 23 is shown in its closed position in the drawings and before it can be opened the door assembly 24 must rst be opened due to the interlocked relation between the adjacent edges of the

door assemblies

23 and 24 as will be described. Assuming the door assembly 24 has rst been opened in a like manner, the operating

rods

25 and 28 are rotated in counterclockwise and clockwise directions, respectively, when viewed from above. This rotation causes the lower followers or pins 3-3 to traverse the arcuate cam slots 35 and the upper followers or pins 52 to traverse the arcuate portion 54 of the cam slots resulting in some lost motion during the initial rotation of the operating

rods

25 and 28. The purpose of this lost motion will become more apparent as this description proceeds. Continued rotation of the operating

rods

25 and 28 in the directions noted, causes the followers or pins 33 to enter the cam slot portions 36 of links 34 and the upper followers or pins 52 to enter the cam slot portions 55 of lin-ks 53. When the followers 33 and 52 enter the described cam slots 36 and 55, continued rotation of the operating rods will cause the link 34 associated with the operating rod 28 to rotate in a clockwise direction and the link 34 associated with the operating rod 25 to rotate in a counter clockwise direction when viewed from above. During this rotation, the crank arms 41 are also rotated but in an opposite direction about their pivotal journal upon the slide members 43. The slide members 43 also slide along the tracks 46 away from each other initially. Simultaneously, the upper followers or pins 52 will enter cam slot portions 55 and cause the upper links '53 to rotate in an opposite sense about the point of reaction provided for bythe rollers 57 within the track formed between the members58 and 59. The rotation of the upper links 53 and lower links 34 and crank arms 41 will cause the door assembly 23 to be drawn axially outwardly of the doorway opening within the car side wall 22.

Continued rotation of the operating

rods

25 and 28 will cause the pins 33 to retraverse the cam slot portions 36 and pins 52 to retraverse the cam slot portions 55 as the door assembly 23 continues to move outwardly. To move the door assembly 23 to its fully extended position, the pins 33 and 52 re-enter and retraverse the cam slot portions 35 and 54, respectively. Upon re-entry into these cam slot portions, the

links

34 and 53 will be rotated without lost motion since the center of curvature of these cam portions no longer coincides with the center of rotation of the respective operating rod, as shown in the dotted line view of FIGURE 3. When the door assembly 23 is displaced outwardly of the car sidewall 22 from its doorway opening, it may be slid along the side of the car 21 by its support upon the track 46 by the roller assembly 43 with its upper end supported 'by the cooperation of the rollers 57 with the guideway formed between the members 58 and 59.

When it is desired to close the door assembly 23, it is slid into axial alignment `with its portion of the doorway opening in the car side wall 22. The operating

rods

25 and 28 are then rotated in a direction opposite to that previously described. The pins 33 and 52 then coact with the cam slot portions 35 and 36 and 54 and 55, respectively, to axially move the door assembly 23 into its closed position. At the end of this closing movement, the traverse of the pins 33 in the cam slot portions 35 and the traverse of the pins 52 of the cam slot portions 54 again gives a lost motion that permits continued rotation of the operating

rods

25 and 28 without axial movement of the door assembly 23. The interlocking relationship between the

door assemblies

23 and 24 necessitates that the door assembly 23 be in its fully closed position before the door assembly 24 may be closed.

A locking mechanism is provided for restraining each of the

door assemblies

23 and 24 in its closed position and each door assembly carries a similar operating structure for actuating its locking mechanism and for rotating the operating

rods

25 and 28 in opposite senses. As with the door structure previously described, the operating structure of each door assembly is substantially the same, except where noted. Like components of the operating structure of each door assembly have been denoted by the same reference numerals in the drawings.

Each operating structure includes aligned, horizontally extending operating members 65 and 66 that are supported for reciprocal movement upon the outer face of the respective door assembly by bearing; members 67 and 68, respectively. A second pair of aligned operating members 71 and 72 are supported for reciprocation below the operating members 65 and 66 by bearing

members

73 and 74 fixed to the outer face of the respective door assembly. Lock pins 75 and 76 are affixed to the outer ends of only the operating members 66 and 72 carried by the door assembly 24. These lock pins 75 and 74 are guided by bearing

members

77 and 78 on the edge of the door assembly 24 and coact with lock pin apertures 79 formed in the car side wall 22 adjacent the doorway opening to hold this side of the door assembly 24 in its closed position. No corresponding lock pins are needed at the right side of door assembly 23 due to its interlocked relation with door assembly 24, as will become more apparent as this description proceeds. The lock pin operating members 65 and 71 of each door assembly have lock pins 80 and 81 aixed to their outer ends which are supported in bearing members. The lock pins and 81 of the door as sembly 24 coact with lock pin receiving members 82 that are affixed to the adjacent side of the door assembly 23 to coact with the door assembly 23, when in its closed position, to hold the door assembly 24 in its closed position. The lock pins 80 and 81 of the door assembly 23 coact with lock pin apertures 83 formed in the adjacent car side wall 22 to hold the door assembly 23 in its closed position.

Like motion translating mechanisms interconnect the adjacent ends of each pair of operating members 65 and 66 and 71 and 72 as shown in most detail in FIGURE 7. The components of the motion translating mechanism of each pair have been identified by the same reference numerals where like parts are employed. The inner ends of the operating members 65 and 66 or 71 and 72 are pivotally connected to the outer ends of

operating links

84 and 85 by

pivot pins

86 and 87, respectively. The opposite ends of each of the operating

links

84 and 85 are pivotally connected to a respective side member 88 by pivot pins 89 and 91, respectively. Each side member 88 is rigidly affixed to a vertically extending operating rod 92 that is journaled upon the outer face of the respective door assembly by fixed upper and lower bearing members 93. Each fixed bearing member 93 is connected to a pair of links 95 and 96 by

pivot pins

97 and 98, respectively. The outer ends of the links 95 and 96 are pivotally connected to the

links

84 and 85 intermediate their ends by

pivot pins

101 and 102.

An operating handle assembly, indicated generally by the reference numeral 103 is supported upon each door assembly to actuate its respective operating rod 92 in a vertical direction and operate the respective locking mechanism. These operating handle assemblies 103 will be described in more detail as this description proceeds. When the respective operating handle assembly 103 is actuated its operating rod 92 will be moved vertically upwardly along with its attached member 88. Upward movement of the members 88 causes the

links

84 and 85 to pivot and draw the operating members 65, 66, 71 and 72 inwardly. The links 95 and 96 that are pivoted at one end to the bearing members 93 will cause the reciprocation of the operating members 65, 66, 71 and 72 t0 occur along substantially parallel lines. This action will withdraw the associated lock pins 75, 76, 80 and 81 from their respective lock pin receiving members.

Pairs of arcuate links 104 and 105 are pivotally connected between operating members 66 and 72 and operating rod 2S, and pairs of arcuate links 106 and 107 are pivotally connected between operating members 65 and 71 and `operating rod 25 in the manner disclosed in my copending United States patent application entitled Actuating Device, Ser. No. 529,399, filed Feb. 23, 1966 and assigned to the assignee of this application. This interconnection between the respective operating members and operating rods insures that the locking mechanism and the structure for moving the respective door assemblies axially into and out of their doorway -opening will be operated in the desired sequence and from a common operating handle. The construction of the pairs of links 104, 105, 106 and 107 and the lost motion provided for by the cam slot portions 35 and 54 insures that the locking pins 75, 76, 80 and 81 will be fully moved between their retracted and extended positions only when the respective door assembly is in its fully closed position, as will become more apparent as this description proceeds.

The operating handle assemblies 103 which, as has been noted, are the same for each of the

door assemblies

23 and 24, will now be described by particular reference to FIGURES 1 and 7 through 13 wherein the handle assembly of door assembly 23 is shown in detail. Each of the operating assemblies 103 is constructed so that the associated door assembly may be opened either externally of the car 21 or internally of its cargo area. Each operating handle assembly 103 includes a crank member 121 having a hub portion 122 that is journaled in a bearing member 123 affixed to the outer face of the respective door assembly. The hub portion 122 terminates in a bifurcated, depending crank arm 124 that is pivotally connected, as by a pivot pin 125 to one end of a link 126. The link 126 is pivotally connected at its opposite end (FIGURE 7) to a vertically extending rod 127 by means of a pivot pin 128. The rod 127 is fixedly connected, as at 129 at its upper end to the operating rod 92 and carries a locking pin portion 131 (FIGURE 1) at its lower end that coacts with a locking pin receptacle 132 fixed to the car side wall 22 to provide further assurance that the respective door assembly will be maintained in its closed position.

The crank member hub portion 122 is provided with a socket opening 133 having a flattened oval cross-section as shown in FIGURE 11. A first operating shaft, indicated generally by the reference numeral 134 is `received within the socket opening 133 and has `a first section 135 that is complementary in exterior configuration to the shape of the socket 133 so that the first shaft 134 and crank member 121 can be rotated in unison. An end portion 136 of the first shaft 134 extends into the interior or cargo area of the railway car 21 to offer a section that may be grasped by a wrench or other suitable tool for rotating the first shaft 134 and crank member 121, as will become more apparent as this description proceeds.

The outer end of the first shaft 134 is provided with a reduced diameter section 137 that is received within a bore 138 of a second shaft 139 to support the second shaft 139. A pin 141 extends through the shaft 139 adjacent a groove 142 formed in the portion 137 of the shaft 134 to x the

shafts

134 and 139 together axially while permitting relative rotation between these shafts. An integral stop ring 143 is formed on the shaft 139 adjacent the outer surface of the hub portion 122 for a purpose which will become more apparent as this description proceeds.

A cup-shaped member 146 is afiixed to the shaft 134 on the interior of the car 21 adjacent the section 135. A coil spring 147 encircles the shaft section 135 and reacts between the cup-shaped member 146 and the inner surface of the door assembly 23 to urge the

shafts

134 and 139 axially inwardly to the position shown in FIG- URE 8. The stop ring 143 limits the degree of this movement by abutment with the hub portion 122. The inner end of the shaft 139 has a socket portion 148 that is complementary in shape to the socket opening 133 so that when the shaft 139 is in its inner axial position as shown in FIGURE 8 it will be coupled for rotation with the crank member 121. An operating handle 151 has a bifurcated end that is pivotally connected to the outer end of the shaft 139 by a pivot pin 152. The operating handle 151 may be used to rotate the shaft 139 and hub portion 122. The shaft 134 will also be rotated under these circumstances.

The operating handle 151 is normally restrained adjacent the respective door assembly by means of an L-shaped retainer member 153 (FIGURES 7 and 13). One end of the retainer member 153 is affixed to a shaft 154 that is journaled in a bearing member 155 Iupon the respective door assembly. The inner end of the shaft 154 is formed with a socket end 156 that is preferably the same shape as the shaft end portion 136 so that both

shafts

134 and 154 may be rotated by the same wrench or tool. The outer end of the retaining member 153 is formed with a bore 157 that is aligned with a corresponding bore in the handle 151 when the handle is in its storage position. A seal 153 may be passed through the handle 151 and retaining member 153 (FIGURE 13) which seal must be broken when the door assembly is opened regardless of which operator is used to open the door assembly.

The construction of the

door assemblies

23 and 24, per se, apart from their operating mechanisms, will now be described by particular reference to FIGURES l, 6 and 14. Each of the

door assemblies

23 and 24 is comprised of a pair of veritcally extending outer side frame members, indicated generally by the

reference numerals

161 and 162, respectively. Horizontally extending upper and

lower frame members

163 and 164 are connected to the vertically extending

frame members

161 and 162 by corner castings 165, 166, 167 and 168.

Each of the

frame members

161, 162, 163 and 164 is substantially the same in construction and preferably is a light-weight aluminum extrusion. For example, the frame member 161 (FIGRUES 6 and 14) is generally of channel shape and has a web portion 171 that is spaced from the outer face of the door assembly and has a pair of integral parallel legs 172, 173 that terminate in offset, like facing

fianges

174 and 175, respectively.

The frame member 162 has a web portion 176 formed with integral

parallel legs

177 and 178 that terminate at their inner ends in offset like facing flanges 179 and 181, respectively. The

fianges

174 and 175 of the member 161 extend toward the flanges 179 and 181 of the member 162 of the same door assembly and their inner surfaces define a common plane that is afiixed, as by welding, to a sheet metal skin 182 that forms the outer face of the door assembly. The

frame members

163 and 164 are substantially identical in construction and are fixed to the sheet metal skin 182 in the same manner.

The frame members 161 have an integral outwardly extending flange 183 that extends in the opposite direction as the

anges

174 and 175 and terminates in an inturned lip 185. The flange 183 is spaced from the plane defined by the

flanges

174 and 175. The upper frame members 163, lower frame members 164 and side frame members 162 also have similar flanges. Thus, it should be readily apparent that each of the

frame members

161, 162, 163 and 164 is identical in its construction and hence a common extrusion may be used to form each of these frame members. Of course, the

frame members

161 and 162 are inverted end for end with respect to each other as are the

frame members

163 and 164 when in their assembled relationship.

A sealing gasket yassembly 186 is received within the recess formed by the flange 183 and lip portion 185 of each of the

door assemblies

23 and 24 along its upper and lower edges and along the edge adjacent the car side wall 22. The gasket assembly 186 thus provides a seal around the periphery of each door assembly with the adjacent portion of the car side wall 22, as clearly shown in FIGURE 6u.

At the adjacent mating edge of the door assemblies 23 and 24 (FIGURE 14) a Z-shaped structural member 187 is affixed to a flange 188 of the frame member 162 corresponding to the flanges 183. The Z-shaped member receives a gasket 189 that is adapted to sealingly engage the gasket 191 carried by the door assembly 24. Thus, p

the adjacent edges of the

door assemblies

23 and 24 interft and sealingly engage each other whereby the complete periphery of each door assembly is sealed.

Operation Assuming the

door assemblies

23 and 24 are closed, as shown in the drawings, and access is desired to the cargo area of the car 21, the door assembly 24 must be opened first because of the interfitting relationship between the two door assemblies. If the door assembly 24 is to be opened from the outside, the handle retainer 153 first must be released by breaking the seal 158. The retainer 153 then can be rotated free so that the operating handle 151 may be pivoted outwardly from its storage position (FIGURE 8) adjacent the door assembly 24. As has been previously noted, the coil spring 147 normally biases the shaft 139 to its inward position so that it will be coupled to the operating lever hub 122. Rotation of the operating handle 151 about in a clockwise direction about the axis provided for by the door bearing member 123 will cause rotation of the shaft 139, shaft 134 and crank member 121. The operating lever then draws the link 126 upwardly raising the rod 127 and operating rod 92. Thus, the locking pin 131 will be released from the member 132. In addition, upward move ment of the operating rod 92 causes the locking pin operating shafts 65, 66, 71 and 72 to be drawn inwardly, in the manner previously described. This inward movement causes the locking pins 75, 76, 79 and 81 to be withdrawn.

The inward movement of the operating shafts 65, 66, 71 and 72 is transmitted through the pairs of links 104, 105, 106 and 107 to rotation of the operating

shafts

28 and 25 although the pairs of link assemblies will cause some lost motion due to their arcuate configuration. The rotation of the operating

rods

25 and 28 during the withdrawal of the respective locking pins 75, 76, 81 and 131 causes the crank followers 33 and 52 to traverse the cam slots and 54 in the

links

34 and 53, respectively. This movement occurs while the locking pins are being moved to their fully withdrawn position and there will be no corresponding pivotal movement of the

links

34 and 53. Thus, all of the locking pins 75, 76, 80, 81 and 131 will be withdrawn prior to any tendency for the door assembly 24 to be moved axially from its closed position. After the respective locking pins are released, continued movement of the operating handle 151 will cause the followers 33 and 52 to enter the cam slots 36 and 55, respectively. When this occurs, the

links

53 and 34 will be rotated and cause the door assembly 24 to move axially out of the doorway opening in the manner previously described. This movement continues until the door assembly 24 is completely withdrawn from the doorway opening into a position that it may be slid along the car side to provide access to the doorway opening. When the door 24 has been opened, the door assembly 2.3 may be opened in a similar manner.

When it is desired to reclose the

door assemblies

23 and 24, the assembly 23 must first be closed. This is accomplished by sliding the door assembly`23 to its aligned position with the respective doorway opening. The operating handle 151 is then rotated in opposite direction which rotation first causes the

links

53 and 34 to be rotated so that the door assembly 23 will move axially into the doorway opening to its completely closed position. This movement occurs before the locking pins 7S, 76, 80, 81 and 131 are moved sufficiently to register with their respective locking members. Continued rotation of the operating handle 151 will then cause the followers 32 and 52 to enter the cam slots 35 and 54 again giving the lost motion between the operating mechanism and the mechanism for axially moving the door assembly 23. The locking pins 75, 76, 80, 81 and 131 will then be brought into their engaged position while the door assembly 23 remains in its closed position. The door assembly 24 may then be closed in a like manner.

As has been previously noted, each of the

door assemblies

23 or 24 may be operated from internally of the cargo area of the car 21. This operation will now be described with particular reference to FIGURES 12 and 13. To operate the door assembly by means of the inner or first operating shaft 134, the operating handle 151 and second shaft 139 must first be uncoupled from its engaged position with the operating crank hub portion 122. The shaft 139 must be uncoupled due to the fact that the operating handle 151 is held against rotation by a stop 19S (FIGURE l) fixed to the outer face of the respective door assembly and hence would interfere with the inside operation. To disengage the shaft 139, it must be moved axially from the position shown in FIGURE 8 to the position shown in FIGURE 12. This axial movement is, however, precluded by the handle restraining member 153, as seen in FIGURE 13. Thus, the handle restraining member 153 must be released by placing a wrench or other suitable tool on the shaft portion 156 and rotating it and the restraining member 153. This rotation will cause the seal 158 to be broken. Thus, regardless of whether the door mechanism is operated internally or externally, its seal will be broken.

Once the restraining member 153 is released, the wrench may be placed upon the shaft socket portion 136 and the shaft 134 moved axially inwardly to the position shown in FIGURE 12. In this position, the socket portion 148 of the shaft 139 is free of the operating crank socket portion 133 so that the shaft 134 and operating lever 121 may be rotated without rotation of the operating handle 151. This rotation will cause the door to be moved axially into or out of the doorway opening and the respective locking pins to be engaged or withdrawn in the manner previously described.

While it will be apparent that the preferred embodiments of the invention disclosed are well calculated to fulfill the objects above stated, it will be appreciated that the invention is susceptible to modification, variation and change without departing from the proper scope or fair meaning of the subjoined claims.

What is claimed is:

1. A closure construction for a railway car or the like comprising a closure member, link means pivotally connected at one of its ends to said closure member, a supporting member, means pivotally connecting the other end of said link means to said supporting member for movement of said closure member relative to said supporting member upon rotary movement of said link means, locking means for retaining said closure member in its closed position, said locking means being movable between an engaged position and a disengaged position, an operating member supported for movement between two extreme positions, means operatively connecting said operating member to said locking means for moving said locking means from its engaged to its disengaged position upon movement of said operating member from one of its extreme positions to an intermediate position, and means including cam and follower means operatively connecting said operating member to said link means for rotating said link means and for moving said closure member between its closed position and an open position, said follower means being supported for movement in a fixed path, said cam means having a surface confining said follower means and having a first portion normally coincident with the path of movement of said follower means for free relative movement between said cam and follower means, wherein one of said means remain substantially stationary, said free relative movement occurring upon movement of said operating member between said one extreme position and said :intermediate position for release of said locking means prior to rotary movement of said link means and opening of said closure member, said cam means having a second portion for establishing a driving relation between said cam and follower means for rotating said link means upon continued movement of said operating member from said intermediate position to its other extreme position.

2. A closure construction as set forth in claim 1 wherein the cam means is formed in the link means and wherein the follower means comprises a crank arm rotatably supported upon the closure member and having a pin received within said cam means.

3. A closure construction as set forth in claim 1 wherein the cam means is formed in a lever affixed for rotation with the link means and the follower means comprises a crank arm supported for pivotal movement upon the closure member and having a pin received in said cam means.

4. A closure construction as set forth in claim 1 wherein there are four link means pivotally connected at one end to the closure member and at their other end to the supporting member, two of said link means being supported at the top of said closure member and two of said link means being supported at the bottom of said closure member, the cam means being Ifixed for rotation with said link means, the follower means comprising a pair of upper and lo'Wer crank arms having pins received lin the respective cam means, each pair of said pin means being aixed to a common operatin-g rod journaled Iupon said closure member, the operating member being operatively connected to said operating rods for rotating sa-id operating rods in opposite senses upon operation of said operating member.

5.` A closure construction as set forth in claim 4 wherein the locking means comprises at least two locking pins supported for reciprocation at opposite sides of said closure member, and the means operatively connecting said operating member to said lock pins comprises links p-ivotally connected to said operating rods and said locking pins.

6. A closure construction as set forth in claim S wherein the cam means associated -with the upper parir of link means is formed integrally within said upper pair of link means, the cam means associated with the lower pair of link means comprising lever means `in which said cam means are formed, each of said lever means being affixed for rotation with the respective lowermost link means.

7. A closure construction as set forth in claim 6 wherein the operating member comprises an elongated member supported for reciprocal movement `upon said closure member and including linkage means operatively connecting said operating member to said lock pins for actuating said lock pins and rotating said operating rods.

8. A closure construction as set forth in claim 7 further including an operating lever having a hub portion journaled upon the closure member, means pivotally connecting one end of said operating lever to said operating member for reciprocating said operating member upon rotation of said operating lever, a socket opening extending through said hub portion, a first shaft received within said socket opening and having a portion thereof accessible from one side of said closure member, said first shaft being supported for axial movement between first and second axial positions within said hub portion, means keying said first shaft to said hub portion for rotation of said operating lever upon rotation of the accessible portion of said first shaft when said first shaft is in at least one of its axial positions for operation of said closure member from one side thereof, said first shaft having a pilot portion formed at the other end thereof, a second shaft having a bore formed therein journaled upon said pilot portion, a circumferential groove formed in said pilot portion, a pin affixed to said second shaft and extending through said bore and received in said groove for keying said first and second shafts together for simultaneous axial movement and for permitting rotary movement therebetween, an operating handle operatively connected to said second shaft on the other side of said closure member for rotating said second shaft, said second shaft being axially movable with said first shaft from a iirst axial position to a second axial position relative to said socket opening, means keying said second shaft to said hub portion when said second shaft is in its first axial position for simultaneous rotation of said second shaft and said operating lever, said last named means providing for free relative rotation between said operating lever and said second shaft when said second shaft is in its second axial position, spring means encircling said first shaft and biasing said first and second shafts to their first axial positions, latching means for precluding axial movement of said first and said second shafts through engagement with said operating handle, and means for releasing said latching means from either side of said closure member.

9. A closure construction as set forth in claim 8 wherein the closure member is comprised of a frame formed from four interconnected side frame members, each of said side frame members being comprised of a web portion terminating at each side thereof in like facing first and second legs, respectively, parallel first and second flanges formed contiguous to the outer ends of said first and second legs, respectively, a third flange formed on the first leg of each of said side frame members, said third flange being displaced from the plane of said first and second flanges, two of said side frame members extending vertically and being positioned at opposite sides of said closure member, the remaining two side frame members extending horizontally and being positioned at the top and bottom of said closure member, corner castings afiixing adjacent ends of said side frame members to each other, and a sheet panel spanning said frame and aixed to the first and second flanges of each of said side frame members.

10. An inside or outside operator for the closure member of a railway car or the like comprising a closure member, operating means carried by said closure member, said operating means comprising an operating lever having a hub portion journaled upon said closure member, a socket opening extending through said hub portion, a 'first shaft received within said socket opening and having a portion thereof accessible from one side of said closure member, said first shaft being supported for axial movement between rst and second axial positions with said hub portion, means keying said first shaft to said hub portion, for rotation of said operating lever upon operation of the accessible portion of said first shaft when said first shaft is in at least one of its axial positions, a second shaft supported for rotary movement relative to the other end of said first shaft, an operating handle operatively `connected to said second shaft on the other side of said closure member for rotating said second shaft, said second shaft being supported for axial movement relative to said hub portion between first and second axial positions relative to said socket opening, means keying said second shaft to said hub portion when said second shaft is in its first axial position for simultaneous rotation of said second shaft and said operating lever, said last named means providing for free relative rotation between said operating lever and said second shaft `when said second shaft is in its second axial position, means for transmitting axial movement of said first shaft from its first axial position to its second axial position into movement of said second shaft from its first axial position to its second axial position, and means for biasing said second shaft into the first axial position.

11. An inside-outside operator as set forth in claim 10 wherein the biasing means acts upon the first shaft and the first and second shafts are fixed together for simultaneous axial movement but are rotatable with respect to each other.

12. An inside-outside operator as set forth in claim 11 wherein the first and second shaft are fixed together by one of the shafts having a pilot portion journaled within an aperture formed in the other of the shafts and a pin extending transversely through said other shaft and received Within a circumferential groove in said pilot portion.

13. An inside-outside operator as set forth in claim 10 further including locking means for precluding axial movement of the second shaft.

14. An inside-outside operator as set forth in claim 13 further including means for releasing the locking means from either side of said closure member.

15. An inside-outside operator as set forth in claim 14 wherein said locking means provides means for attachment of a seal thereto, which seal will be broken upon release of said locking means.

References Cited UNITED STATES PATENTS 2,583,646 1/*1952 Haseltine 49--220 3,131,793 5/1964 Bohn 52-656 3,332,168 7/1967 Madland 49-220 KENNETH DOWNEY, Primary Examiner.

U.S. Cl. X.R. 49-300