US721892A - Center-dumping car. - Google Patents

Description

No. 721,892. 'PATENT-ED MAR. 3, 1903;l

R. H'. HORNBROOK.

CENTER DUMPING GAR.

APPLICATION FILED NOV. 29, 1902.

N0 MODEL. 3 SHEETS-SHBBT 1.

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PATENTED MAR. 3, 1903.

No. 721,892. l

R. H. HORNBROOK. CENTER DUMPING GAR.

APPLIoATIoN FILED Nov. ze, 1902.

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l AMC' ATTORNEY ma Nonms Pcrzns co, PHOTO-urna.. WASHINGTON. D. c.

PATBNTBD MAR.' 3, 1903.

R. H. HORNBROOK. CENTER DUMPING GAR.

APPLICATION Hum wnv. 29, 1902.

3 SHEETS-'SHEET N0 MODEL.

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1H: Nonms PETERS co, PHoTQurNo. WASHINGTON, n. c.,

UNITED STATES PATENT OFFICE.

RAYMOND H. HORNBROOK, OF CANTON, OHIO.

CENTER-DUMPING CAR.

SPECIFICATION forming* part 0f Letters Patent No. 721,892, dated. March 3, 1903. Application tiled November 29, 1902. Serial No. 133,211. (No model.)

To @ZZ whom, it may concern:

Be it known that I, RAYMOND H. HORN- BROOK, asubject of the King of Great Britain,

residing at Canton, in the county of Stark and State of Ohio, have invented certain new and useful Improvements in Center-Dumping Cars, of which the following is a specification.

My invention' relates to center-dumping hopper-cars made of rolled bars and plates; and the objects of my improvements are to provide simple cross-ridges to which the doors are directly hinged, to provide a suitable support on the car-sills for the sloping end lioors, to provide a suitable stitfening-bar for the top edges of the side and end'plates which will retain a heaped load, to provide a simple end bracing, to provide a continuously-acting plate-girder center sill without cutting the body-bols ter, to provide a suitable connection for the floor-supporting bars of the depending hoppers, and to provide a suitable mechanism for dropping, raising, and locking the doors. I attain these objects by the construction and mechanism illustrated in the accompanying drawings, in which- Figure 1 is a half side elevation of the car, showing the doors closed, and a half vertical longitudinal section showing the doors dropped open; Fig. 2, a half plan view of the car, showing the doors closed, and a half-frame plan showing the doors dropped open; Fig. 3, an end elevation of the car with one corner of the frame broken away and showing the doors closed; and Fig. 4, a vertical cross-,section of the car on line 4 4, Figs. 1 and 2, showing the doors dropped open.

Similar numerals refer to similar parts throughout the drawings.

The car-frame is made of the channel-bar side sills 1, with their anges turned out, and the center sills 2, with their tlan ges turned in, the former being attached on the ends of the body-holsters 3 and the latter resting on the Z-bar members 4 thereof. The cross-ridges are formed of large angle-bars 5, which eX- tend from the center sill to the side sill on each side, to the webs of which sills they are riveted by splitting the bars along the angle and bending out the flanges to butt against the sills or the intervening side plates, as shown at 6.

The side plates 7 of the car are attachedon -their lower edges.

the inner faces of the side sills, and in each end of the car the transverse Z-bar tloor-sup ports 8 rest on the side and center sills. The Webs of the Hoor-supports are so inclined and the bars are so located that the upper anges join against the under sides of the inclined bottom plates 9 of the car. The ends of the Z-bar Hoor-supports are attached to the side plates by the angle-plates 10, and at the center sills the lower anges are bent down to join the upper flanges of the center sills, to which they are riveted, as shown at 11.

The top edges of the side plates 7 and of the end plates 12 are stittened by the obtuse-angle bars 13 and 14, the depending flanges of which are riveted along the edges of the side and end plates, and the free flanges are inclined upward and outward to retain a heaped load on the car. At the corners the obtuseangle bars are joined by the angle-plates 15, and the free flanges of the angle-bar side stakes 16 are cut at their upper ends to butt against the outer sides of the obtuse-angle bars, and thus support the same.

The end braces are made of the bars 17, iattened at the upper ends and riveted directly to the side plates, as'shown at 18, thence eXtendin g diagonally downward and across t0 the opposite side sill, to which they are attached by means of the brackets 19, the rivets passing through the corner-brace plates 2O when the same are used. The turnbuckles 2l are preferably used to connect the bracebars with the shanks 22 ot the brackets.

The depending girder-plates 23 are riveted on the outer faces of the center sills and have the stiffening angle-bars 24, riveted along The lower edges of the girder-plates and the attached angle-bars incline upward toward the ends of the car and bear on the lower flange of the inner Z-bar member of the body-bolsters with their ends butting against the webs of the Z-bars, to which an attachment is made by the angleplates 25. The lower edges of the draft-sill plate 26 likewise bear on the lower flanges of the outer Z-bar members of the body-bolsters with their ends butting against the webs of the Z-bars, to which attachment is made by the angle-plates 27. In each case the attaching-rivets connect with the central cast- IOO ing 28 of the body-bolster, whereby there is formed a continuously acting plate girder center sill without cutting the body-bolster.

The outer side plates 2S) ot the depending hoppers are attached on the inner sides of the car side plates by rivets passing through the side-sill webs, and the inner hopper side plates 30 are riveted 011 the outer sides of the center-sill girder-plates by rivets passing through the center-sill webs. The outer hopper side plates extend downward far enough below the inner hopper side plates to furnish an attachment for the ends of the transverse angle-bars 3l and Z-bars 32, which constitute the supports for the bottom plates 33 of the depending hoppers. These bottoni-supporting bars extend across the entire car, and their ends are attached to the outer hopper side plates by the angle-plates 34 and 35, and the angle-bars 3l serve to finish and stiien the free edges of the hopper-door plates. At each side the hopper bottom plates are attached to the hopper side plates by the anglebars 36.

The doors 37 are swung on the cross-ridges, to the iianges of which they are directly connected by the hinges 38. The backs of the doors are stiened by the angle-bars 39 and the free edges by the angle-bars 40. On the backs of the doors near the lower edge are located the transverse supporting-bars 41, which ext-end across the entire car, and thereby connect the laterally-opposite doors together. The ends of the supporting-bars are extended each way beyond the sides ot the doors and are rounded to form the pivots 42 for the lower ends of the operating-links 43. The doors are arranged to close by swinging upward against the free edges of the hopper side and bottom plates.

The operating shafts 44 extend transversely across the entire car and are attached on the under side of the hopper bottom plates by the journal-bearings 45, which are preferably connected by rivets passing through the reinforcing-plates 46 on the upper side of the Hoor-plates. The operating-shafts extend through the outer hopper side plates on each side of the car, and ou the projecting ends are rigidly attached the operating-arms 47. To the free ends of the operating-arms are pivotally connected the upper ends of the operating-links 43. These pivots are extended out on each side of the car and form the square shanks 48, on which an operating lever o1' handle (not shown) is attached. The looking-shafts 49 likewise extend transversely across the entire car and are attached on the under side of the hopper bottom plates by the journal-bearings 50. The locking-shafts eX- tend through the outer hopper side plates on each side of the car, and on the projecting ends are rigidly attached the locking-hooks 51, which are adapted to engage under the joints 52 of the operating arms and links when the doors are raised and closed. At

least one of the locking-arms has the projecting square shank 53 on its free end, on which an operating-handle is attached, and also the plate 54, projecting from its hub, which plate is adapted to close against the flange 55 on the side of the car when the hook is thrown for engaging the arm and link-joint, to which flange the plate is locked by the bolt 56 and key 57 or any other ordinary means. The crank-arms 58 are rigidly attached on the locking-arms, preferably in the middle of the car. On one shaft the crank-arm is directed upward and on the other downward, and the free ends are pivotally connected by the link 59, so that the locking-hooks operate in unison toward and fromthe center of the car. The operating and locking parts are so located and arranged that when the doors are closed the joints of the operating arms and links engage in the locking-hooks and the operating-links pass just below the center of the operating-shafts, as shown in the left end of Figs. l and 2. To open the doors, the hooks are unlocked, and by using a handle on the square shank 53 the hooks are thrown to disengage the joint of the operating arms and links, which permits the same to drop down in the direction indicated by the arrow fr, whereby the doors drop open by the mere Weight of the parts and the operating arms and links are extended in the same line, as shown in the right end of Figs. I and 2. AS soon as the doors are dropped open the hooks are again thrown to their normal position and locked, whereupon the doors in either end of the car can again be closed by using a handle on the square shank 48 of one joint 52 and throwing the same up and around in the`direction indicated by the arrow y to an engagement with the looking-hooks, as shown in the left end of Figs. l and 2.

What I claim as my invention, and desire to secure by Letters Patent, is-

l. In a car-frame, side sills and center sills, and angle-bar cross-ridges connecting the side and center sills, the bars being split along the angle at the ends and the anges bent out to butt against the sills to which they are riveted.

2. In a car-f rame, side sills and center sills, angle-bar cross-ridges joined at their ends to the side and center sills, and doors hinged directly to the flanges of the cross-ridges.

3. In a oar-frame, a cross-ridge composed of an angle-bar split along the angle at their ends and the flanges bent out.

4. In a car, an obtuse-angle-bar rim having its depending flange riveted to the side plate of the car and its free flange inclined upward and outward, and side stakes on the car having their upper ends cut to butt the free flanges of the rim.

5. In a car, side sills and center sills, hopper side plates depending from the sills, the outer plates extending below the inner plates, and transverse structural-shape bars passing IOO IIO

under the inner plates and connected at their ends to the outerplates, the bars being adapted to support the bottom plates of the hopper.

6. In a ear,hoppers depending from the earframe, doors hinged on each side of the cross- Aridge, transverse operating-shafts and locking-shafts journaled on the hoppers, there being arms on' the ends of the operating-shafts and hooks on the ends of the locking-shafts, transverse supporting bars near the free edges of the doors and links pivoted to the ends of the supporting-bars and to the free ends of the operating-arms, the lockinghooks being adapted to engage the arm-link joints when the doors are closed against the hoppers.

7. In a ear, hoppers depending from the carframe, doors hinged on each side of the crossridge, transverse operating-shafts and lockin g-shafts j ournaled on the hoppers, there being arms on the ends of the operating-shafts and hooks on the ends of the locking-shafts and oppositely-direeted arms connected by a link on'the locking-shafts, transverse supporting-bars near the free edges of the doors, and links pivoted to the ends of the supporting-bars and tothe free ends of the operatingarms, the locking-hooks being adapted to engage the arm-link joints when the doors are closed against the hoppers.

`8. In a ear-door-loeking mechanism, transverse shafts journaled on the car, there being hooks on the ends of the shafts, and 0ppositely-direeted arms thereon connected by a link.

In testimony whereof I have hereunto signed my name to this specification in the presence of two subscribing Witnesses.

RAYMOND H. HORNBROOK.

Witnesses:

HARRY FREASE, ELSIE F. MALLORY.

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