US406399A - Grain-door for cars - Google Patents

Description

(No Model.)

E. A. HILL.

GRAIN DoeR POR GARS.

No. 406,399. Patented July 2, 1889.

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UNITED STATES PATENT OFFICE..

EDWARD A. HILL, OF CHICAGO, ILLINOIS.

GRAIN-DOOR FOR CARS.

SPECIFICATION forming part of Letters Patent No. 406,399, dated July 2, 1889. Application led November 26, 1888. Serial NoI 291,867. (No model.)

To all whom it may concern:

Be it known that I, EDWARD A. HILL, of Chicago, in the county of Cook and State of Illinois, have invented certain new and useful ,Improvements in Grain-Doors for Cars, of which the following is a specification.

vMy invention relates to the inner doors provided for cars to keep small grains and the like from escaping, and which, when not in use for this purpose, may be swung up under the roof of the car, out of the way.

The object of my invention is to simplify and cheapen the construction of the door, to increase the ease of manipulating it, and to increase its durability by making the fastenings such that in ordinary use they will not be subjected to any wrenching or prying strains.

My invention consists in the parts and coinbinations hereinafter described and claimed.

In the accompany-ing drawings, Figure l is a View of the door from the inside of the car, the door being down. Fig'. 2 is a cross-section on line :c Fig. l, the door being shown as raised in full lines and as down in dotted lines. Fig. 3 is a perspective of one of the upper corners of the door, and Fig. 4 is a view showing the effect of wrongly adjusting the ring connecting' the door and the rods on which it slides.

A is the door, at the upper corners of which are affixed pivots B B, which project horizontally, or approximately so.

C C are guide-rods, which are secured to the sides of the doorway, their shape being best seen in the side view, Fig. 2. The lower part of the guide-rod is quite close to the side of the car, while the upper part gradually recedes therefrom in order to allow space for the formation of a ledge D at the top.

The pivots B B cross the guide-rods C C on the rod toward the interior of the car, and the pivots and rods are connected by the rings E E, surrounding them at their intersections. Said rings are sufficiently loose to permit of free play between the guide-rods and pivots; but the two last named are so placed with reference to the side of the car that when the door is lowered it is held close against the door-frame, as shown in Fig. 2. At the ends of the pivots B B are loops or enlargements H H of any shape, which serve to keep the rings from getting over the ends of the pivots, and also to limit end motion of the door by contact with the guide-rods C C.

The enlargements H Ifl are not essential, but simply do away with the need of making the pivots B B so long as would otherwise be the case.

The lower edge of the door is held by the cleat or stop F. Vhen raised, the lower or inner edge of the door is held by a hook G,

venient way.

The operation is obvious. Vhen the door is to be raised out of the way, it is pushed up till the pivots pass the bend at the top of the guide-rods and swing over onto the ledges D D, the ring-connection allowing the pivots to pass the bend without hinderance. The lower edge of the door then swings inward, being caught by the hook G.

I have found by experiment that in order to operate the door freely and without any liability to catching or binding the ringsy must encircle the guide-rods and pivots, as shown in Figs. l, 2, and 3 of the drawingsthat is, the upper edges of the rings should lie on the sides of the guide-rods toward the middle of the car-door. The reason for this will appear from an inspection of Fig. 4.

In raising the door there is no liability of either ring clamping or binding, for the reason that there is considerable play allowed between the guide-rods and the pivots, and in lifting both sides of the door would naturally be kept tolerably even; but when the pivots B B are pulled off the supporting-ledges D in order to lower the door they will seldom come off together, and of course the vpivot first off will allow its end of the door to drop. Now, if the rings be placed as shown in Figs. 1, 2, and 3, and describedheretofore, the ring on the side which had dropped will first bind, while the other ring will be placed in a more favorable position than before to pass from the ledge to the vertical part of the guide-rod, and no obstacle will be offered to the lowerin g of the door; but if the rings be inclined, as shown in Fig. 4-that is, upwardly and outwardly instead of upwardly and inwardlythen the pivot :first off the ledge will not be ysuspended at the top of the car in any con- TOO bound by its ring and the side of the door Will drop much farther, and the ring of the other pivot will not be able to pass from the ledge to the Vertical part of the guide-rod. AS the rin g-andpivot connection between the door and guide-rods is entirely loose, there is no tendency to wrench it if the door be swung up before it is fully raised and the pivot has reached the retaining-ledge, as Would be the case With a rigid loop attached to the door.

l claim- 1. The combination of a door, a pivot at each upper corner thereof, a guide-rod at each Side of the doorway, and a rin g encircliu g Said guide-rod and said pivot at their intersection, Substantially as described.

2. The combination of a door, a pivot at each upper corner thereof, a guide-rod at each side of the doorway, its upper end receding from the doorway and having a ledge formed thereon, L ring encircling the guide-rod and pivot at their intersection, its upper edge ly ing on the side of the guide-rod toward the center of the door, substantially as described.

EDXVARI) A. llllLL. lVitnesses:

J. l. VERDER, P. II. T. MASON.

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