US3595177A

US3595177A - Railway car

Info

Publication number: US3595177A
Application number: US693536A
Authority: US
Inventors: James R Bennett; Harvey W Chapman; Tibor Matyas; John P Moorhead; Gilbert F Oakley; Jackson A Shook
Original assignee: Evans Products Co
Current assignee: RAIL HOLDINGS Inc A CORP OF; RAIL HOLDINGS Inc Corp TRUST CENTER 1209 ORANGE ST WILMINGTON DE A CORP OF
Priority date: 1967-12-26
Filing date: 1967-12-26
Publication date: 1971-07-27
Anticipated expiration: 1988-07-27

Abstract

A railway car particularly adapted to carry coiled sheet steel or like shaped articles and embodying an integral cover arrangement for covering the transported goods. The cover arrangement includes a pair of cover halves and a drive mechanism that is operable to selectively open and close the cover halves. Separate counterbalancing spring mechanisms are provided at each end of the cover halves to selectively adjust the preload. In addition, an intermediate supporting arrangement is provided for supporting the cover halves, and a locking mechanism is provided for sequentially closing the cover halves and for retaining them in their closed position. A stop mechanism also is provided to preclude side-to-side swaying of the cover halves when they are in their closed position.

Description

United States Patent [72] Inventors James R. Bennett New Boston; Harvey W. Chapman, Detroit; Tibor Matyls, Plymouth; John P. Moorhead, Northville; Gilbert F. Oakley, Livonia; Jackson A. Shook, North ville, all of, Mich. [211 Appl. No. 693,536 [22] Filed Dec. 26, 1967 [45]- Patented July 27, 1971 (73] Assignee Evans Products Company [54] RAILWAY CAR 31 Claims, 16 Drawing Figs.

[52] US. Cl 105/377, 16/62, 49/339, 70/80, 70/159 [51] Int. Cl ..B6ld 39/00, E05b 65/14 [50] Field 01 Search 105/377, 367; 70/77, 80, 101, 159; 16/62; 49/325, 339

[56] References Cited UNITED STATES PATENTS 2,893,329 7/1959 Janeczko 105/377 3,009,426 1 1/1961 Nampa 105/377 Primary Eaaminer-James B. Marbert Assistant ExaminerRichard A. Bertsch Attorney-Hamess, Dickey and Pierce ABSTRACT: A railway car particularly adapted to carry coiled sheet steel or like shaped articles and embodying an integral cover arrangement for covering the transported goods. The cover arrangement includes a. pair of cover halves and a drive mechanismthat is operable to selectively open and close the cover halves. Separate counterbalancing spring mechanisms are provided at each end of the cover halves to selectively adjust the preload. In addition, an intermediate supporting arrangement is provided for supporting the cover halves, and a locking mechanism is provided for sequentially closing the cover halves and for retaining them in their closed position. A stop mechanism also is provided to preclude sideto-side swaying of the cover halves when they are in their closed position.

RAILWAY CAR BACKGROUND OF THE INVENTION This invention relates to an improved railway car for transporting coiled steelror the like and incorporating an integral cover arrangement. More particularly, the invention relates to a locking mechanism for a closure, an indicator for the locking mechanism, a counterbalancing spring arrangement for a closure, a supporting arrangement for a closure, an operating mechanism for a closure, a gear box for such an operating mechanism, and a stop mechanism for the closure. Each of the aforenoted features has particular application in the railway field in connection with railway coil cars.

In the railroad freight transportation field, a number of different types of specialty cars are employed. One such type of car is the coil car" which car is particularly adapted to carry coiled sheet steel or similarly shaped goods. Normally this type of car embodies a trough or bed in which the coil steel is transported. It is preferable for such cars to provide some form of cover for protecting the coil steel from the elements during transportation. Lift-off or separate covers have been proposed for this purpose. Such covers have several disadvantages, however. The use of lift-off covers requires some storage area at the loading and unloading years where the covers can be stored and frequently the covers become either lost or damaged. It has, therefore, been proposed to provide integral covers for a railway car which covers form a part of the car construction and can be moved between an open and closed position. Such an integral cover coil car is shown in U.S. Letters Pat. No. 3,009,426, issued Nov. 21, I961, in the name of Sulo M. Narnpa, entitled Railroad Car and assigned to the assignee of this invention. Although a car of the type shown in that patent has several advantages, the covers, when in their open position, exceed that right-of-way limits of the railroads and damage to the covers and other freight-carrying vehicles can occur if the car is moved with the covers in their opened position.

It is, therefore, a principal object of this invention to provide an improved, integral cover coil car.

It is another object of the invention to provide an integral cover arrangement for a railway coil car wherein the covers do not exceed the right-of-way limits when in their open position.

With an integral cover coil car, as with all other railway cars, the weight of the car is particularly important, Any weight added to the car, such as that of an integral cover, its associated operating mechanism and related equipment, detracts from the useful load which may be carried by the car. Since the covers are normally not load bearing members, it is particularly important to maintain their weight as low as possible. By reducing the weight of these covers, certain other problems arise attendant with the unavoidable flexibility of the light weight construction. This is particularly true when the operating mechanism for opening and closing the covers is located at only one end of the car and when some form of latching mechanism is provided to maintain the covers in their closed position.

It is, therefore, another object of this invention to provide an improved latching structure for the covers of an integral coil car.

It a further object of this invention to provide an improved latching structure for a flexible closure.

It is yet another object of the invention to provide a counterbalancing spring arrangement for a relatively long, flexible closure member.

It is a still further object of this invention to provide separately, adjustable counterbalance spring mechanisms for opposite ends of a flexible closure member.

Because of the flexibility of the relatively long covers of the integral cover coil car, it is desireable to provide some form of supporting mechanism for the intermediate portion of the covers when the covers are at least in a partially open position. It is, therefore, a yet further object of this invention to provide such an intermediate support.

It is another object of the invention to provide an improved operating mechanism for the integral covers of a coil car.

Other advantages and inventive features will become more apparent as this description proceeds.

SUMMARY OF THE INVENTION A first feature of this invention is particularly adapted for use in a closure construction. The closure construction comprises a first closure member and a second closure member that is relatively long and flexible and is supported contiguous to each of its ends for pivotal movement relative to the first closure member between opened and closed positions. An edge of the second closure member is juxtaposed to a respective edge of the first closure member when the second closure member is in its closed position with respect to the first closure member. A plurality of spaced locking means are provided on the closure members contiguous to these adjacent edges. The locking means are relatively movable between an engaged position wherein the second closure member is retained in its closed position relative to the first closure member and a released position wherein the second closure member may be pivoted between its open and closed positions. An operating mechanism for the locking means is juxtaposed to the end of the second closure member. Means operatively connect the operating mechanism to each of the locking means for operating the locking means simultaneously.

Another feature of the invention disclosed herein is also particularly adapted for use in closure construction. In such an embodiment the closure construction also comprises first and second closure members, the second of which is relatively long and flexible and is supported for pivotal movement contiguous to its ends. First counterbalance spring means are operatively connected to the second closure member contiguous to one end and second counterbalance spring means are operatively connected to the second closure member contiguous to its other end. The first and second counterbalance spring means are adapted to be resiliently deformed upon at least a portion of the movement of the second closure member between one of its positions and the other of its positions for assisting in return movement of the second closure member. Means are provided for independently adjusting the preload upon each of the counterbalance spring means.

A still further feature of the invention is also particularly adapted to be embodied in a closure construction. Such a closure construction includes a fixed member and a closure member that is relatively long and flexible and which is supported upon the fixed member for movement between open and closed positions by spaced bearing means. The bearing means are located contiguous to the ends of the closure member and a track structure is fixed to the fixed member and between the bearing means. A follower structure is carried by the closure member and coacts with the tract structure for supporting the closure member upon the fixed member between the bearing means.

Another feature of the invention is particularly adapted to be embodied in an operating mechanism for a closure construction that includes a closure member supported for pivotal movement between a closed and an open position. The operating mechanism includes a crank arm fixed relative to the closure member for pivotal movement about the pivot axis of the closure member. A nut member is threaded upon a screw shaft and is axially movable therealong upon rotation of the screw shaft. Means operatively connect the nut member to the outer end of the crank arm for pivoting the crank arm and the closure member upon movement of the nut member along the screw shaft. A driven bevel gear is affixed against rotation relative to the screw shaft and is enmeshed with a driving bevel gear. Means are provided for driving the driving bevel gear for rotatably driving the screw shaft about its axis. Means support the screw shaft and the driven bevel gear for pivotal movement about an axis coincident with the axis of the driving bevel gear for pivotal movement of the screw shaft upon its rotation and upon the associated pivotal movement of the crank. The driven bevel gear remains meshed with the driving bevel gear upon the pivotal movement of the screw shaft for maintaining the driving relationship upon the pivotal movement.

A gear box embodying yet another feature of this invention is particularly adapted for use in an operating mechanism of the type described in the immediately preceding paragraph. The gear box is adapted to drive a pair of pivotally movable shafts and includes a driving shaft to which a driving bevel gear is affixed at an intermediate point along its length. A first housing member is pivotally journaled on the driving shaft on opposite sides of the driving gear. The first housing member rotatably supports a first driven shaft that is rotatably driven by means of a first driven bevel gear that is affixed to the first driving shaft and which is enmeshed with the driving bevel gear. A second housing member is also pivotally journaled upon the driving shaft on opposite sides of the driving bevel gear. The second housing member rotatably supports a second driven shaft that is driven by means of a second driven bevel gear that is fixed to the second driven shaft and which is enmeshed with the driving bevel gear.

Still another feature of this invention is particularly adapted for use in a closure construction for a railway car or the like. Such a car includes a body defining a freight receiving bed, a first cover and means for supporting the first cover upon the body for movement from a closed position wherein the first cover overlies at least in part one side of the bed to an open position wherein the first cover is disposed adjacent one side of the body and wherein at least the one side of the bed is exposed for the loading or removal of freight. A second cover is supported for movement from a closed position wherein the second cover overlies at least in part the other side of the bed to an open position wherein the second cover is disposed adjacent the other side of the body and wherein at least the other side of the bed is exposed for the loading or removal of freight. First stop means are associated with the body and with the first cover for limiting the degree of movement of the first cover in its direction of movement from its open position to its closed position. Second stop means are associated with the body and with the second cover for limiting the degree of movement of the second cover in its direction of movement from its open position to its closed position. Locking means are provided for fixing the first cover relative to the second cover when each of the covers is in its closed position. The first stop means is effective to preclude movement of the second cover from its closed position to its open position when the locking means is engaged and the second stop means is effective to preclude movement of the first cover from its closed position to its open position when the locking means is engaged.

Each of the aforenoted inventive features, described in more detail herein, is particularly adapted to use with the others, and each is particularly adapted for use in connection with an integral cover railway coil car.

BRIEF DESCRIPTION OF THE DRAWINGS FIG. 1 is a side elevational view of an integral cover, railway coil car embodying this invention.

FIG. 2 is a top plan view of the car shown in FIG. 1.

FIG. 3 is an enlarged, front elevational view, with portions broken away, of the car taken in the general direction of the arrow 3 in FIG. 1.

FIG. 4 is a front elevational view, with portions broken away, in part similar to FIG. 3, but further enlarged to show the operating mechanism for the cover halves.

FIG. 5 is a side elevational view taken generally in the direction of the arrow 5 in FIG. 4, with portions broken away.

FIG. 6 is an end view of the counterbalance spring mechanism, taken generally in the direction of the arrow 6 in FIG. 5.

FIG. 7 is an enlarged cross-sectional view taken generally along the line 7-7 in FIG. 4 shows the gear box of the cover half operating mechanism.

FIG. 8 is an enlarged cross-sectional view taken along the line 8-8 of FIG. 3.

FIG. 9 is an enlarged view, with portions broken away, of a portion of the intermediate supporting mechanism and taken generally in the direction of arrow 9 in FIG. 3.

FIG. 10 is an enlarged cross-sectional view taken along the line 10-10 in FIG. 9.

FIG. 11 is a cross-sectional view taken along the line 11-11 in FIG. 9.

FIG. 12 is an enlarged view of the area encompassed by the circle 12 in FIG. 2.

FIG. 13 is an enlarged view of the area encompassed by the circle 13in FIG. 2.

FIGS. 1416 are enlarged views of the cover locking mechanism shown in an intennediate position.

FIG. 14 shows the locking mechanism adjacent the forward end of the car.

FIG. 15 shows the locking mechanism at the center of the car.

FIG. 16 shows the locking mechanism adjacent the rearward end of the car.

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENT General Arrangement A railway coil car embodying this invention is identified generally by the reference numeral 21. The coil car 21 is particularly adapted to carry coiled strip steel or other similar relatively large, cylindrical shaped objects. It is to be understood that certain of the inventive features disclosed herein have particular application in such coil cars, but that certain of these features may find application in other types of railway cars, other types of freight-carrying vehicles or in other environments.

The car 21 is comprised of an underframe structure 22 carrying trucks 23 and 24 at its opposite ends for supporting the car 21 upon rails in any known manner. A pair of

cover half assemblies

25 and 26 are supported upon respective sides of the underframe assembly 22 for selective movement between an open and closed position to protect transported articles carried within a V-shaped bed defined by the underframe structure 22. An operating mechanism, indicated generally by the reference numeral 27 is provided at one end of the car 21 for moving the

cover half assemblies

25 and 26 between their open and closed positions. A locking mechanism, indicated generally by the reference numeral 28 is additionally provided to retain the cover half assemblies in their closed position.

The car underframe construction 22 may be of any known type and is depicted as being made up of a fixed center sill 29 in which a sliding sill 31 is supported. Couplers 32 and 33 are carried at the opposite ends of the sliding sill 31. A cushioning mechanism 34, of any known type, is interposed between the fixed sill 29 and sliding sill 31 to cushion shock loadings applied to the car through the couplers 32 and 33. Side sills 35 (FIG. 6) are fixed to the center sill 29 by means of a plurality of longitudinally spaced cross bearers 36. The underframe construction 22 defines a generally V-shaped bed or trough 37 (FIG. 6) in which articles of coil steel or the like are adapted to be supported. In addition, the car bed 37 is provided with spaced attachment means along its length for detachable connection to freight bracing cross bars of any known type (not shown) such as that shown in US. Letters Pat. No. 3,307,497, entitled Freight Bracing Apparatus," issued May 7, I967, in the name of Harvey W. Chapman et al. and assigned to the assignee of this application for precluding of longitudinal shifting of transported articles under shock loading.

Cover Halves & Supporting Structure Each of the

cover half assemblies

25 and 26 is relatively light in weight and is accordingly relatively flexible. A lightweight construction is important inasmuch as the

cover half assemblies

25 and 26 add little structural strength to the overall car assembly 21 and since their primary function is to protect freight carried in the bed 37. Generally the

cover half assemblies

25 and 26 are comprised of elongated, arcuate thin gage metal panels 39 and 41 reinforced at longitudinally spaced points by hat-shaped sections 42 and 43 respectively. The opposite ends of the

cover half assemblies

25 and 26 are closed by sheet

metal end plates

44 and 45.

Each end plate 44 of cover half assembly 25 is formed at each end with an outwardly extending leg portion 47 (FIGS. 3 and 5) that extends toward and overlaps the lower portion of the cover half assembly 26. In a like manner, the end plates 45 of cover half assembly 26 have offset leg portions 48 that extend toward and overlap the cover half assembly 25. A bushing reinforcing member 49 having a square or rectangular socket opening is affixed to the leg portion 47 and a like reinforcing bushing 51 having a square or rectangular socket opening is secured to the cover half leg portion 46 at each end of the respective cover half. Shafts 52 and 53 are affixed against rotation within the bushing portions 49 and 51 by means of square or rectangular end portions that are complimentary to and received in the respective socket openings. At the end of the car opposite to that shown in FIGS. 3 and 5 (which end may be considered the rearward end) the shafts 52 and 53 are journaled in any suitable manner with respect to the car underframe structure 22 to pivotally support the respective end over the

cover half assemblies

25 and 26 at this end of the car. At the forward end of the car, which is shown in FIGS. 3 through 5, the shafts 52 and 53 are also rotatably supported, and further are connected to the cover operating mechanism 27 by means of the structure now to be described. Since the shafts 53 extend through the end plate 44 of the cover half assembly 25, these end plates are formed with arcuate slots (not shown) to accommodate the pivotal movement of the cover half assembly 25. No such slots are required for the cover half assembly 26 since its end plates 45 are disposed outwardly of the ends of the respective shafts 52.

Cover Half Operating Structure The shafts 52 and 53 extend inwardly of the cover

half end plates

44 and 45, and each shaft is pivotally supported at spaced locations by means of respective

antifriction bearing assemblies

56 and 57 that are fixed in any suitable manner to the underframe structure 22. The inner ends of the shafts 52 and 53 terminate forwardly of the bed 37 so that the supporting and operating mechanism for the

cover half assemblies

25 and 26 will not encroach into the freight-carrying area.

Bifurcated levers

58 and 59 are affixed against rotation relative to the shafts 52 and 53, respectively, between the bearings 55 and 57. Nut members 62 and 63 are journaled for pivotal movement but held against rotation between the depending ends of the

bifurcated levers

58 and 59, respectively. The nut member 62 is threaded onto a screw shaft 64 and the nut member 63 is threaded onto a screw shaft 65. The

screw shaft

64 and 65 are rotatably driven and are journaled for pivotal movement by means of a gear box assembly, indicated generally by the reference numeral 66 and shown in more detail in FIG. 7.

The gear box assembly 66 is comprised of a first housing member 67 having a hub portion 68 that carries an antifriction roller bearing 69. The roller bearing 69 journals a hub 71 that is connected to a driven bevel gear 72. The outer end of the hub 71 is fixed against rotation with respect to the screw shaft 64 in any suitable manner. A second housing member 73 also has a hub portion 74 that carries an antifriction roller bearing assembly 75. The roller bearing assembly 75 journals a hub portion 76 of a second driven bevel gear 77. The hub portion 76 is nonrotatably fixed to the screw shaft 65.

The forward end of the housing member 67 is bifurcated, as at 78 and 79. A tongue section 81 of the housing member 73 extends between the

bifurcated portions

78 and 79 of the housing member 67. In a like manner the rearward end of the housing member 73 is bifurcated, as at 82 and 83 and receives a tongue portion 84 of the housing member 67. The

bifurcated sections

78 and 79 and tongue section 84 of the housing 67 are each formed with concentric, cylindrical bores 85, 86 and 87, respectively. in a similar manner, the tongue section 81 and bifurcated

sections

82 and 83 of the housing 73 are formed with aligned

concentric bores

88, 89 and 91. The

bores

85, 86, 87, 88, 89 and 91 are of the same diameter and are aligned with each other. The

bores

85, 86 and 88 receive a hub portion 92 ofa bushing 93, and the

bores

87, 89 and 91 receive a hub section 94 of a bushing 95 to pivotally connect the

housing members

67 and 73.

Spaced antifriction bearings 96 and 97 are contained within cylindrical bores formed in the bushing 93 and 95, respectively, and rotatably support a drive shaft 98. The axis of the drive shaft 98 is concentric with the axis about which the

housing members

67 and 73 pivot. A driving bevel gear 99 is affixed against rotation with respect to the drive shaft 98 between the bearings 96 and 97 by means of a key 101. The driving bevel gear 99 is enmeshed with the driven gears 72 and 77. Due to the orientation of the pivot axis of the

housing members

67 and 73, the

housing members

67 and 73 and their associated driven

bevel gears

72 and 77 may pivot with respect to the driving shaft 98 and driving bevel gear 99 without disengagement of the bevel gears 72 and 77 from the driving bevel gear 99. Thus, the

screw shafts

64 and 65 may be continued to be rotated even though these shafts pivot with respect to the driving shaft 98. The reason for this construction will become more apparent as this description proceeds.

A drive sprocket 102 is affixed to the outer or forward end of the driving shaft 98. A driving chain 103 (FIGS. 4 and 5) is tensioned around the drive sprocket 102 and around an idler sprocket 104 that is journaled at one side of the car underframe structure 22. The idler sprocket 104 is fixed to a shaft 105 to which a second idler sprocket 106 is secured. A driving chain 107 encircles this sprocket and a driving sprocket 108 that is fixed to a shaft 109. The shaft 109 is rotatably journaled at the upper end of a housing member 111 that extends upwardly from the floor of the car 21 at the cover half assembly operating or forward end (FIGS. 35 and 8). Affixed to the outer end of the shaft 109 is a driving handle assembly 112. The driving handle assembly 112 is formed with a crank arm 113 upon which a handle 114 is journaled. A plurality of serrations or notches 115 are formed around the circumference of the handle assembly 112 for coaction with a locking pawl 116 that is journaled at the upper end of the member 111 by a pivot pin 117. The locking pawl 116 is adapted to be received in a selected one of the notches 115 to hold the handle assembly 1 12 against rotation.

In operation, the

cover half assemblies

25 and 26 may be moved between their open and closed positions by releasing the locking pawl 116 and rotating the handle assembly 112 by grasping and rotating the handle 114. This rotation is transmitted from the chain 107 to the idler sprockets 106 and 1114 resulting in driving of the chain 103. As the chain 103 is driven, the driven sprocket 102 will rotate to drive the driving shaft 98. The driving bevel gear 99 thereby drives the driven

bevel gears

72 and 77. it should be readily apparent that the

screw shafts

64 and 65 are, therefore, rotated in opposite directions. For this reason, the screw threads on the shaft 64 may be of the same hand as the threads on the screw shaft 65. Rotation of the

screw shafts

64 and 65 will cause the nuts 62 and 63 to be driven axially therealong. Assuming the cover halves are being opened, the nuts 62 and 63 will move axially outwardly on the

screw shafts

64 and 65. This movement is transmitted to the

bifurcated levers

58 and 59 to pivot the shafts 52 and 53 in clockwise and counterclockwise directions, respectively. As has been previously noted, the nuts 62 and 63 are journaled in the

crank arm

58 and 59 facilitating this movement. It should be readily apparent that the nuts 62 and 63 will tend to move in an arc necessitating pivotal movement of the

screw shafts

64 and 65. This pivotal movement is permitted. as has been previously noted, by the pivotal movement of the supporting

housing members

67 and 73 will respect to the driving shaft 98. The pivotal movement is accommodated with affecting the engagement between the driving

bevel gear

72 and 77 and the driving bevel gear 99. The movement is continued until the

cover half assemblies

25 and 26 are opened the desired degree. Closing of the

cover half assemblies

25 and 26 is accomplished by rotating the operating handle 112 in a direction opposite to that previously described.

Due to the arcuate shape of the

cover half assemblies

25 and 26 and their pivotal support adjacent the longitudinal centerline of the car sides when in their open position, as shown in the dotted line view of HO. 3. Since the

cover half assemblies

25 and 26 are an integral part of the overall car assembly they cannot become misplaced. In addition, the close relationship of the

cover half assemblies

25 and 26 to the sides of the car underframe structure 22 permits the car 21 to be left on a siding with the

cover half assemblies

25 and 26 in their open position without encroaching upon the right-of-way.

Counterbalance Spring Assembly A counterbalancing spring assembly shown in most detail in FIGS. 4 through 6 is provided to assist in the openingand/or closing of the

cover half assemblies

25 and 26. Except as will be hereinafter noted, a similar counterbalancing spring arrangement is provided at each end of each cover half. For this reason, only one of these counterbalancing spring mechanisms will be described in detail, such mechanism being indicated generally by the reference numeral 121 in the drawings. The counterbalance spring assemblies 121 of the cover half assembly 26 are adjacent the cover half assembly 25 and vice versa, as will become apparent.

The counterbalancing spring assembly 121 comprises an elongated torsion bar spring 122 positioned at the outer side of the car underframe structure 22 on a level slightly above the top of the fixed center sill 29. One end of the torsion bar spring 122 is fixed against rotation in a collar 123 that is journaled with respect to the car underframe structure 22, as by means of a supporting bracket 124. One end of a crank arm 125 is fixed for rotation with the collar 123. The opposite end of the crank arm 125 is pivotally connected to a bifurcated end of a link 126 by means of a pivot pin 127. The upper end of the link 126, which is also bifurcated, is pivotally connected as by a pivot pin 128 to a crank arm 129 that is affixed to the shaft 53 between the bifurcated link 59. Although the construction at the rear end of the cover halves 25 and 26 is not shown, a construction similar to that described is provided to connect the respective supporting shaft of the cover half at this end to the respective torsion bar 122. The only difference in the construction at the rear is that the rear supporting shafts of the cover halves 25 and 26 do not function as drive shafts for opening and closing the cover assemblies.

Each torsion bar 122 runs substantially one-half the length of the car and terminates just short of the midpoint of the car and adjacent the forward end of the torsion bar 122 of the rear counterbalance spring assembly. The torsion bar 122 may be suitably joumaled at spaced locations along its length to insure that it is torsionally stressed about its longitudinal axis without incurring any transverse deflection. The inner end of the torsion bar 122 is joumaled in a web of the car underframe structure by means of a bushing 130 that is fixed to the torsion bar 122 and joumaled in the web. On one side of the web, a lever or crank arm 131 is affixed to the bushing 130. A lever or crank arm 132 is affixed to the torsion bar 122 on the opposite side of the web in an offset manner relative to the crank arm 131. The outer end of the crank arm 132 is pivotally connected to a tensioning link 133 by means of a pivot pin 134. The lower end of the tensioning link 133 is threaded as at 135 and is received in a nut 136. The lower end of the nut 136 bears against a bracket 137 that is affixed in any suitable manner to the car frame, as to the cross bearer 36. The desired amount of prestress may be put on the torsion bar 122 by appropriately threading the nut 136 onto the tensioning link 133.

The torsion bar 122 may be prestressed so as to put a counterbalancing load tending to close the cover halves in all positions of the cover halves, may tend to exert a force tending to open the cover halves in all positions of the cover halves, or may be stressed in such a way that the torsion bar 122 is stressed in one direction during a certain angular movement of the halves and is stressed in another direction during other angular movements of the respective cover halves. in this way the torsion bar 122 will assist in a portion of the opening and a portion of the closing of these respective cover halves. Due to the relatively long length and flexibility of each of the

cover half assemblies

25 and 26, it may be desired to place more preload at the torsion bar 122 at one end of the cover halves than the tension on the torsion bar 122 at the other end of the cover half. Numerous such modifications will suggest themselves to those skilled in the art.

When the desired preload is placed upon the torsion bar 122, the inner end is fixed against rotation through the use of a bolt and nut fastener assembly 141 that passes through one of two axially spaced

apertures

143 or 144 formed in the crank arm 131. The bolt and nut fastener assembly 141 also is passed through one of a series of circumferentially and axially spaced apertures 145 fonned in a plate 146 that is affixed to the adjacent web. The uppermost series of apertures 145 is aligned with the crank arm aperture 143, and the lowermost series apertures 145 is aligned with the lowermost aperture 144 in the crank arm 131. Hence, a relatively fine adjustment in the angular position of the crank arm 131 is provided.

intermediate Cover Support Due to the relatively long length and lightweight construction of the

cover half assemblies

25 and 26, these cover half assemblies tend to deflect as uniformly loaded end supported beams. in order to provide intermediate support for the

cover half assemblies

25 and 26 and preclude such deflection, longitudinally spaced

track structures

151 and 152 and 153 and 154 are connected to the respective sides of the car underframe structure 22. Preferably the

track structures

151, 152, 153 and 154 are located adjacent selected ones of the cross bearer 36. Follower structures 155 and 156 carried by the cover half assembly 25 coact with the track structures 151 and 152, and like follower structures 157 and 158 carried by the cover half assembly 26 coact with the

track structures

153 and 154. Each of the track structures 151 through 154 and each of the follower structures 155 through 158 are substantially the same so only the track structure 151 and follower structure 155 will be described in detail, particular reference being had to FIGS. 9 through 11.

The track structure 151 is comprised of a pair of longitudinally spaced, generally

arcuate plates

161 and 162 that are fixed at their inner ends in any suitable manner to the car side structure. A curved plate 163 is affixed, as by welding, to the outer edge of the

plates

161 and 162. The plate 163 and the outer edges of the

plates

161 and 162 define a curved path that is coincident with the path that the respective cover half assembly traverses as it moves between its open and closed positions. A curved angle 164 has one of its legs affixed to the outer or forward side of the plate 161 with its other leg 165 extending parallel to and inwardly of the peripheral edge of the plate 163 to define a generally arcuate recess 166. in a like manner, one leg of a curved angle 167 is affixed to the rearward face of the plate 162 with its other leg 168 extending parallel to the adjacent edge of the plate 163 to define an arcuate recess 169.

The follower structure 155 is comprised of a plate 171 that is affixed to the respective cover half assembly and which extends downwardly toward the track structure 151. Affixed to the underside of the plate 171, as by welding, are a pair of spaced

plates

172 and 173. A supporting shaft 174 extends through apertures in the

plates

172 and 173 and is axially held in place by means of nuts 175 and washers 176 at each end thereof. The supporting shaft 174 journals a pair of spaced

follower carriers

177 and 178 by extending through cylindrical bores 179 and 181 formed at the inner ends of these follower carriers. The outer ends of the

follower carriers

177 and 178 are formed with hub portions 182 and 183, respectively, in which bores 184 and 185 are formed.

Stub shafts

186 and 187 are journaled in the

bores

184 and 185 and carry rollers 188 and 189 upon their inner ends. The rollers 188 and 189 are captured in the recesses 166 and 169 defined by the track structure 151. The outer ends of the rollers 188 and 189 are formed with flanged portions 191 and 192 that contact the outer edges of the plate 163 and

angle legs

165 and 168, respectively. Hence, the rollers 1'88 and 189 through coaction with the track structure 151 provide both longitudinal and vertical support for the cover half assembly 25.

In order to permit adjustment of the angular position of the

follower carriers

177 and 178 relative to the cover assembly 25 upon installation, a locking pin 195 extends through bores 196 and 197 formed in the

follower carriers

177 and 178. The outer ends of the pin 195 extend through elongated slots 198 and 199 formed in the

plates

172 and 173. Upon assembly the

follower carriers

177 and 178 are pivoted about the support pin 174 to achieve the proper orientation, and washers 201 and 202 are welded to the outer faces of the

plates

172 and 173 to fix the

follower carriers

177 and 178 in the proper angular relationship required to provide the intermediate support for the cover half assemblies. Nuts203 and washers 204 are then inserted onto the opposite ends of pin 195 to axially retain the pin 195 in place.

A small stop plate 205 is welded to each of the

follower carriers

177 and 178 after assembly for coaction with a stop plate 206 that is welded to the track structure 151 at its upper end. The

stop plates

205 and 206 contact each other when the respective cover half assembly is in its fully closed position to preclude side-to-side swaying of the

cover half assemblies

25 and 26, as will become more apparent as this description proceeds.

Cover Locking Mechanism The

cover half assemblies

25 and 26 are maintained in their closed position by the locking mechanism 28. The locking mechanism 28 also cooperates with the stop blocks 205 and 206 to preclude any side-to-side swaying movement of the

cover half assemblies

25 and 26. The locking mechanism 28 is shown in most detail in FIGS. 2, 3 and 12 through 16 and is comprised of upwardly extending locking pins 211, 212 and 213 that are affixed at longitudinally spaced positions to the upper periphery of the cover assembly 25. Locking pins 214, 215 and 216 are affixed to the cover assembly 26 at longitudinally spaced locations so that the locking pins form pairs: 211 and 214, 212 and 215, and 213 and 216. Longitudinally spaced,

yokeshaped locking members

217, 218 and 219 coact with these respective pairs of locking pins. The locking

members

217, 218 and 219 are fixed to a common operating rod 221 that is supported for reciprocation on the cover half assembly 26 by spaced bearing members 222. The operating rod 221 is loosely supported in the bearing member 222 so that some transverse deflection of the operating rod 221 is permitted. In this way the yoke shaped locking

member

217, 218 and 219 may shift and the bearing members 222 will not take the locking loads. A pair of spaced arms 223 and 224 (FIG. 12) are fixed to the forward end of the operating rod 221 and carry a nut 225. The nut 225 is received upon a screw threaded portion 226 of a shaft 227. A sprocket 228 is fixed to the forward end of the shaft 227 and is driven by a chain 229 which engages a driving sprocket 231 that is fixed to a shaft 232. The shaft 232 is journaled at the front end of the cover half assembly 26 by a supporting bracket 233. The shaft 232 and driving sprocket 231 may be driven by means of a handle 234 that is fixed to the shaft 232. Rotation of the sprocket 231 causes the chain 229 to drive the sprocket 228 and screw shaft 226. This rotation will cause axial movement of the operating rod 221 to actuate the locking

members

217, 218 and 219.

The relative flexibility of each of the

cover half assemblies

25 and 26 has been previously noted. Even with appropriate adjustment of the counterbalancing spring assemblies 121, the forward ends of the

cover half assemblies

25 and 26 will tend to move to their closed position before the rearward ends. The locking mechanism 28 is constructed such a way as to provide a sequential closure of the

cover half assemblies

25 and 26 as it is engaged.

When the

cover half assemblies

25 and 26 are first moved to their closed position, the forward edges of the assemblies will tend to contact each other, and the locking pins 211 and 214 will be juxtaposed fairly close to each other. Adjacent edges of the

cover half assemblies

25 and 26 will be disposed at a relatively small acute angle with respect to each other. That is, the

pins

211 and 214 will be closer together than the

pins

212 and 215. In a similar manner, the

pins

212 and 215 will be closer together than will the

pins

213 and 216. FIGS. 14 through 16 show this relationship. As the operating rod 221 is moved in a forward direction, the locking yoke 217 moves toward these locking pins, and forwardly extending

legs

237 and 238 of the locking member 217, which legs are relieved, as at 239 and 241, will contact the locking pins 211 and 212 and draw them into the space between the legs 237 and 238 (FIG. 14). This portion of the cover half assemblies will then be closed. Upon closing of the portion of the

cover half assemblies

25 and 26 adjacent the locking pins 211 and 214, the locking pins 212 and 215 will be drawn more closely together. These locking pins are then in a position to be engaged by forwardly extending

legs

242 and 243 of the locking member 218. Continued axial movement of the operating rod 221 will cause the locking pins 212 and 215 to be cammed together bringing the

cover half assemblies

25 and 26 to their closed position at this location. The

legs

237 and 238 of the locking yoke 217 are sufficiently long to accommodate this movement without causing any binding. When the locking pins 212 and 215 are brought together, the locking pins 213 and 216 at the rearmost end of the

cover half assemblies

25 and 26 are brought sufficiently close to be engaged by forwardly extending legs 244 and 245 of the locking yoke 219. Continued longitudinal movement of the operating rod 221 will cause the locking pins 216 and 213 to be drawn together effecting a complete closure of the

cover half assemblies

25 and 26. The

legs

237 and 238 of the locking yoke 217 and the

legs

242 and 243 of the locking yoke 218 has sufficient length to accommodate this movement of the legs 244 and 245 of the locking yoke 219. That is, the legs of the locking yoke 217 are longer than the legs of the locking yoke 218, and these latter legs in turn are longer than the legs of the yoke 219. It should be readily apparent that release of the locking mechanism 28 is accomplished by moving the operating rod 221 in the longitudinal direction opposite to that previously described.

Since the substantial portion of the locking mechanism 28 is disposed above the

cover half assemblies

25 and 26 when they are in their closed position, an indicator is provided so that an operator may visually ascertain when the locking mechanism 28 is in its engaged and disengaged positions. This indicator is comprised of an indicator rod 246 (FIG. 10) that is slidably supported at the forward upper edge of the cover half assembly 26 on spaced bearings adjacent the screw threaded portion 226 of the shaft 227. A pair of spaced

pins

247 and 248 are fixed to the indicator rod 246 on opposite sides of a contact member 249 that is fixed for axial movement with the nut 225. When the locking mechanism 28 is in its engaged position, the contact member 249 will have engaged the pin 247 and slid the indicator rod 246 to the left as viewed in FIG. 12. The outer end of the indicator rod 246 will then be visible to an operator standing at the forward end of the car 21 giving visual indication that the locking mechanism 28 is engaged. When the locking mechanism 28 is released, the contact member 249 will move relative to the indicator rod 246 until it is juxtaposed to the pin 248 immediately prior to complete release of the locking mechanism 28. Continued movement of the contact member 249 will cause the indicator rod 246 to be retracted through engagement with the pin 248. When the locking mechanism 28 is again moved to its engaged position, the contact member 249 will contact pin 247 immediately prior to complete engagement to move the end of the indicator rod 246 into view.

When the

cover half assemblies

25 and 26 are locked in their closed position by the locking mechanism 28, the

stops

205 and 206 associated with each cover half assembly and the respective side of the car underframe structure 22 will be brought into abutting engagement. in the closed position, the

stops

205 and 206 associated with the cover half assembly 25 will preclude any further movement of this cover half assembly to its closed position. In addition, the cover half assembly 26 will be precluded from movement toward its open position by the stop blocks associated with the cover half assembly 25 since the cover half assemblies are also locked together by the locking mechanism 28. in a like manner, the

stops

205 and 206 associated with the cover half assembly 26 will preclude further movement of this cover half assembly to its closed position and will preclude movement of the cover half assembly 25 to its open position. Hence, any tendency for side-to-side swaying of

cover half assemblies

25 and 26 will be resisted when they are in their closed position, and the locking mechanism 28 is engaged.

in order to protect the transported goods when the

cover half assemblies

25 and 26 are closed, a longitudinally extending seal (not shown) is provided between the adjacent uppermost edges of these cover half assemblies. in addition, a seal 25] (FIG. is carried at the lower edge of each cover half assembly for sealing engagement with an angularly shaped member 252 fixed to the car underframe structure 22. Hence, the complete periphery of the cover halves are sealingly engaged with each adjacent portion of the car underframe structure.

While it will be apparent that the preferred embodiment of the invention disclosed is 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 we claim is:

1. A closure construction comprising a first closure member, a second closure member, said second closure member being relatively long and flexible, means contiguous to each end of said second closure member supporting said second closure member for movement relative to said first closure member between an opened and a closed position, an edge of said second closure member being juxtaposed to a respective edge of said first closure member when said second closure member is in its closed position with respect to said first closure member, a plurality of spaced locking means on said closure members contiguous to said edges, the locking means on at least one of said closure members being movable relative to the locking means on the other of said closure members between an engaged position wherein said second closure member is retained in its closed position relative to said first closure member and a released position wherein said second closure member may be moved between its opened and closed positions, an operating mechanism for said locking means juxtaposed to one end of said one closure member, and means connecting said operating mechanism to each of said locking means carried by said one closure member for operating said locking means simultaneously upon the operation of said operating mechanism.

2. A closure construction as set forth in claim 1 wherein the locking means on the other closure member comprise a plurality of spaced locking pins, the locking means on the one closure member comprising a plurality of spaced locking pins fixed to said one closure member and aligned with the locking pins on said other closure member when said second closure member is in its closed position, to define respective pairs of said locking pins said locking means on said one closure member further including a plurality of longitudinally spaced locking yokes, there being one such locking yoke for each of said respective pairs oflocking pins, the means for connecting the operating mechanism to the locking means comprising an operating rod to which each of said locking yokes is affixed, the respective pairs of said locking pins being received between respective of said locking yokes when said locking means is in its engaged position.

3. A closure construction as set forth in claim 2 further including actuating means disposed adjacent one end of its second closure member for moving said second closure member between its opened and its closed position, the locking yoke adjacent said one end being longer than the remaining locking yokes and the remaining locking yokes being progressively shorter than each other from said one end to the other end for sequential engagement of said locking yokes with the respective pairs oflocking pins upon operation of said operating mechanism.

4. A closure construction as set forth in claim 3 in combination with a railway coil car including underframe means defining a bed adapted to receive coiled sheet steel or the like, the first and second closure members comprising respective first and second cover half assemblies, each of said cover half assemblies being supported upon said underframe structure for pivotal movement between the opened and closed positions.

5. A closure construction as set forth in claim 1 further including actuating means disposed adjacent one end of the second closure member for moving said second closure member between its opened and closed positions, the locking means disposed adjacent said one end being operative to move from its released position to its engaged position prior to the remaining of said locking means, the remaining of said locking means being progressively movable from their released position to their engaged position from said one end to the other end of said second closure member for sequentially effecting engagement of said locking means.

6. A closure construction as set forth in claim 5 wherein the actuating means is disposed relative to the closure members and the locking means so that the locking means is visible by a person operating said actuating means and further including indicator means juxtaposed to the one end of the second closure member and means operatively connecting said locking means with said indicator means for moving said indicator means to a position for indicating that said locking means is in its engaged position.

7. A closure construction as set forth in claim 5 in combination with a railway coil car having an underframe structure defining a bed adapted to carry coiled sheet steel or the like, the second closure member comprising a cover assembly supported for movement upon said underframe structure from its opened position wherein said bed is at least partially uncovered to its closed position wherein said bed is partially covered.

8. A railway coil car as set forth in claim 7 wherein the actuating means is disposed relative to the closure members and the locking means so that the locking means is visible by a person operating said actuating means and further including indicator means juxtaposed to the one end of the second closure member and means operatively connecting said locking means with said indicator means for moving said indicator means to a position for indicating that said locking means is in its engaged position.

9. A closure construction comprising a first closure member, a second closure member, said second closure member being relatively long and flexible, means contiguous to each end of said second closure member supporting said second closure member for pivotal movement relative to said first closure member between an opened position and a closed position, first counterbalance spring means operatively connected to said second closure member contiguous to one end thereof, second counterbalance spring means operatively connected to said second closure member contiguous to the other end thereof, each counterbalance spring means being adapted to be resiliently deformed upon at least a portion of the movement of said second closure member between one of its positions and the other of its positions for assisting in return movement of said second closure member through said portion of said movement, and means for independently adjusting the preload upon each of said counterbalance spring means.

10. A closure construction as set forth in claim 9 wherein the first and second counterbalance spring means comprise first and second torsion bars, the means for deforming said torsion bars comprising linkage means operatively connecting one end of each of said torsion bars to the respective end of said closure member, the means for independently adjusting the preload upon each of said torsion bars comprising means providing an adjustable anchor for the other end of each of said torsion bars.

1]. A closure construction as set forth in claim l wherein the means for supporting the second closure member for pivotal movement comprises a stub shaft at each end of said second closure member, the linkage means for each of the torsion bars being operatively connected to the respective of said stub shafts.

12. A closure construction as set forth in claim 11 wherein each of the linkage means comprises a crank arm affixed to the respective stub shaft, a lever afiixed to the one end of the respective of the torsion bars, and a link pivotally connected to said crank arm and to said lever.

13. A closure construction as set forth in claim wherein the means for independently adjusting the preload upon each of the torsion bars comprises lever means affixed to the other end of each of said torsion bars and means for affixing one end of each of said torsion bars and means for affixing one end of each of said lever means at a desired angular position for prestressing each of said torsion bars.

14. A closure construction as set forth in claim 13 wherein the means for affixing the lever means in the desired angular position comprises a pair of spaced apertures in the outer end of each of said lever means, said apertures being offset radially and circumferentially with respect to each other, a fixed member having pairs of spaced apertures, the apertures of one of said pairs in said fixed member being radially aligned with one of the apertures in said lever means, the apertures of the other pair in said fixed member being radially aligned with the other aperture in said lever means, and fastening means adapted to extend through selected ones of the apertures in said lever means and said fixed member for securing said lever means relative to said fixed member.

15. A closure construction as defined in claim 9 in combination with a railway coil car or the like having an underframe structure defining a bed adapted to receive coiled sheet steel or the like, said second closure member being pivotally supported upon said underframe structure for movement from its closed position wherein at least a portion of said bed is covered to an opened position wherein said portion of said bed is uncovered, said first closure member being supported upon said underframe structure for movement between a closed position wherein another portion of said bed is covered and an opened position wherein the other portion of said bed is uncovered, there being third and fourth counterbalance spring means operatively connected to opposite ends of said first closure member for resilient deformation upon at least a portion of the movement of said first closure member between one of its positions and the other of its positions for assisting in return movement of said first closure member, and means for independently adjusting the preload upon each of said third and said fourth counterbalance spring means.

16. A closure construction comprising a fixed member, a closure member, said closure member being relatively long and flexible, spaced bearing means supporting said closure member upon said fixed member for pivotal movement between an opened and a closed position, said bearing means being located contiguous to the ends of said closure member, a track structure fixed relative to said fixed member and positioned between the ends of said closure member and between said bearing means, and a follower structure carried by said closure member and coacting with said track structure for supporting said closure member upon said fixed member between said bearing means.

17. A closure construction as set forth in claim 16 wherein the follower structure and the track structure have cooperating abutting surfaces for resisting movement of said closure member relative to said fixed member in a direction parallel to the pivot axis defined by the spaced bearing means.

18. A closure construction as set forth in claim 16 wherein the follower structure comprises roller means, the track structure defining an arcuate recess in which said roller means is supported for supporting said closure member in its opened position and in positions intermediate its opened position and its closed position.

l9. A closure construction as set forth in claim [8 wherein the track structure is comprised of spaced, arcuate plates defining the recess therebetween, the roller means having a flanged end engaging one edge of at least one of said plates for resisting movement of said closure member in a direction parallel to the axis defined by the bearing means.

20. A closure construction as set forth in claim 16 in combination with a railway coil car or the like and wherein the fixed member comprises an underframe structure defining a bed adapted to receive coiled sheet steel or the like, the closure member comprising a cover adapted to overlie in part a portion of said bed when said closure member is in its closed position, said bed being at least partially uncovered when said closure member is in its opened position.

21. A closure construction as set forth in claim 16 further including first and second counterbalance spring means, means operatively connecting said first counterbalance spring means to the closure member adjacent one of the bearing means for resiliently deforming said first counterbalance spring means upon at least a portion of the movement of said closure member between one of its positions and the other of its positions for assisting in return movement of said closure member, means operatively connecting said second counterbalance spring means to said closure member adjacent the other of said bearing means for resilient deformation of said second counterbalance spring means upon at least a portion of the movement of said closure member between one of its positions and the other of its positions for assisting in return movement of said closure member, and means for independently adjusting the preload upon each of said counterbalance spring means.

22. A closure construction as set forth in claim 21 further including operating means operatively connected to the closure member contiguous to the one bearing means for moving said closure member between its opened and its closed positions.

23. An operating mechanism for a closure construction comprising a closure member supported for pivotal movement between a closed position and an opened position, a crank arm fixed relative to said closure member for pivotal move ment about the pivotal axis of said closure member, a screw shaft, a nut member threaded upon said screw shaft and movable axially therealong upon rotation of said screw shaft, means operatively connecting said nut member to the outer end of said crank arm for pivoting said crank arm and said closure member upon movement of said nut member axially along said screw shaft, a driven bevel gear affixed against rotation relative to said screw shaft, a driving bevel gear enmeshed with said driven bevel gear, means for driving said driving bevel gear for rotatably driving said screw shaft about its axis, and means supporting said screw shaft and said driven bevel gear for pivotal movement about an axis coincident with the axis of said driving bevel gear for pivotal movement of said screw shaft upon its rotation and the associated pivotal movement of said crank arm, said driven bevel gear remaining enmeshed with said driving bevel gear upon the pivotal movement of said screw shaft for maintaining the driving relationship there between upon said pivotal movement of said screw shaft.

24. An operating mechanism as set forth in claim 23 further including a second closure member supported for pivotal movement between a closed and an opened position about a pivot axis parallel to the pivot axis of the first mentioned closure member and simultaneous with the movement of said first closure member, a second crank arm fixed relative to second closure member for pivotal movement about the pivot axis of said second closure member, a second screw shaft, a second nut member threaded upon said second screw shaft and axially movable therealong upon rotation of said second screw shaft, means operatively connecting said second nut member to the outer end of said second crank arm for pivoting said second crank arm and said second closure member upon movement of said second nut member along said second screw shaft, a second driven bevel gear affixed against rotation relative to said second screw shaft, said second driven bevel gear being enmeshed with the driving bevel gear, and means supporting said second screw shaft and said second driven bevel gear for pivotal movement about an axis coincident with the axis of said driving bevel gear for pivotal movement of both of said screw shafts upon pivotal movement of the respective crank arms while the driven bevel gears remain enmeshed with the driving bevel gear for maintaining the driving relationship therebetween upon pivotal movement of said closure members.

25. An operating mechanism as set forth in claim 24 in combination with a railway coil car or the like comprising an underframe structure defining a bed adapted to receive coiled sheet steel or the like, the closure members being supported upon said underframe structure for pivotal movement between their opened position wherein said bed is uncovered to a closed position wherein said closure members cover at least a portion of said bed, said operating mechanism being disposed contiguous to one end of said closure members.

26. An operating mechanism as set forth in claim 24 wherein the means for pivotally supporting the first screw shaft comprises a first housing having a hub portion rotatably supporting the first screw shaft, the means pivotally supporting said second screw shaft comprising a second housing having a hub portion rotatably supporting the second screw shaft, said housings defining spaced bearing means supporting said housings for pivotal movement on opposite sides of the driving bevel gear about an axis coincident with the axis of said driving bevel gear.

27. An operating mechanism as set forth in claim 26 wherein the housings have cooperating tongue and groove sections contiguous to the bearing means.

28. A closure construction for a railway coil car or the like comprising an underframe structure defining a freight receiving bed, a first cover, means supporting said first cover upon said underframe structure for movement from an opened position wherein said first cover is disposed adjacent one side of said underframe structure and wherein at least one side of said bed is exposed to a closed position wherein said first cover overlies at least in part said one side of said bed, a second cover, means supporting said second cover upon said underframe structure for movement from an opened position wherein said second cover is disposed adjacent the other side of said underframe structure and wherein at least the other side of said bed is exposed to a closed position wherein said second cover overlies at least in part said other side of said bed, first stop means associated with said underframe structure and with said first cover for limiting the degree of movement of said first cover in its direction of movement from its opened position to its closed position, second stop means associated with said underframe structure and with said second cover for limiting the degree of movement of said second cover in its direction of movement from its opened position to its closed position, and locking means for fixing said first cover relative to said second cover when each of said covers are in their closed position, said first stop means being effective to preclude movement of said second cover from its closed position to its opened position when said locking means is engaged ans said second stop means being effective to preclude movement of said first cover from its closed position to its opened position when said locking means is engaged whereby said locking means, said first stop means and said second stop means preclude side-to-side swaying of said covers.

29. A closure construction as set forth in claim 28 wherein the covers are supported for pivotal movement between their opened and closed position.

30. A closure construction as set forth in claim 29 wherein the covers are relatively long and flexible, the means for supporting each of said covers for pivotal movement are disposed contiguous to the ends of the respective of said covers and further including intermediate supporting means for each of said covers, said intermediate supporting means comprising track means affixed to the underframe structure between the ends of the respective cover and follower means carried by the respective of said covers and engageable with said track means at least when said covers are in their opened position.

31. A closure construction as set forth in claim 29 further including operating means disposed adjacent one end of the underframe structure for moving the covers between their opened and closed positions and wherein the locking means comprises a plurality of longitudinally spaced locking elements carried by the covers and operating means carried by the second cover contiguous to said one end of said underframe structure for simultaneously operating said locking elements.

UNITED STATES PATENT OFFICE CERTIFICATE OF CORRECTION Patent No. 3, 595, Dated July 27, 1971 Inventor) James R. Bennett et a1 It is certified that error appears in the above-identified patent and that said Letters Patent are hereby corrected as shown below:

Column 1, line 26 "year" should be yards column 7, line 1, 'will" should be with column 7, line 2 "with" should be without-, column 7, line 11, add the cover half assemblies will be disposed closely adjacent the car", column 9, line 49 'V'half" omitted after cover, column 9, line 50 "half" omitted after cover, column 14, line 57 "pivota should be pivot Signed and sealed this 8th day of February 1972.

(SEAL) Attest:

EDWARD M.FLETCHER,JR. ROBERT GOlTSCHALK Attesting Officer Commissioner of Patents

Claims

2. A closure construction as set forth in claim 1 wherein the locking means on the other closure member comprise a plurality of spaced locking pins, the locking means on the one closure member comprising a plurality of spaced locking pins fixed to said one closure member and aligned with the locking pins on said other closure member when said second closure member is in its closed position, to define respective pairs of said locking pins said locking means on said one closure member further including a plurality of longitudinally spaced locking yokes, there being one such locking yoke for each of said respective pairs of locking pins, the means for connecting the operating mechanism to the locking means comprising an operating rod to which each of said locking yokes is affixed, the respective pairs of said locking pins being received between respective of said locking yokes when said locking means is in its engaged position.

3. A closure construction as set forth in claim 2 further including actuating means disposed adjacent one end of its second closure member for moving said second closure member between its opened and its closed position, the locking yoke adjacent said one end being longer than the remaining locking yokes and the remaining locking yokes being progressively shorter than each other from said one end to the other end for sequential engagement of said locking yokes with the respective pairs of locking pins upon operation of said operating mechanism.

11. A closure construction as set forth in claim 10 wherein the means for supporting the second closure member for pivotal movement comprises a stub shaft at each end of said second closure member, the linkage means for each of the torsion bars being operatively connected to the respective of said stub shafts.

12. A closure construction as set forth in claim 11 wherein each of the linkage means comprises a crank arm affixed to the respective stub shaft, a lever affixed to the one end of the respective of the torsion bars, and a link pivotally connected to said crank arm and to said lever.

13. A closure construction as set forth in claim 10 wherein the means for independently adjusting the preload upon each of the torsion bars comprises lever means affixed to the other end of each of said torsion bars and means for affixing one end of each of said torsion bars and means for affixing one end of each of said lever means at a desired angular position for prestressing each of said torsion bars.

19. A closure construction as set forth in claim 18 wherein the track structure is comprised of spaced, arcuate plates defining the recess therebetween, the roller means having a flanged end engaging one edge of at least one of said plates for resisting movement of said closure member in a direction parallel to the axis defined by the bearing means.

23. An operating mechanism for a closure construction comprising a closure member supported for pivotal movement between a closed position and an opened position, a crank arm fixed relative to said closure member for pivotal movement about the pivotal axis of said closure member, a screw shaft, a nut member threaded upon said screw shaft and movable axially therealong upon rotation of said screw shaft, means operatively connecting said nut member to the outer end of said crank arm for pivoting said crank arm and said closure member upon movement of said nut member axially along said screw shaft, a driven bevel gear affixed against rotation relative to said screw shaft, a driving bevel gear enmeshed with said driven bevel gear, means for driving said driving bevel gear for rotatably driving said screw shaft about its axis, and means supporting said screw shaft and said driven bevel gear for pivotal movement about an axis coincident with the axis of said driving bevel gear for pivotal movement of said screw shaft upon its rotation and the associated pivotal movement of said crank arm, said driven bevel gear remaining enmeshed with said driving bevel gear upon the pivotal movement of said screw shaft for maintaining the driving relationship There between upon said pivotal movement of said screw shaft.