US725564A - Center-dumping car. - Google Patents

Description

PATENTED APR. 14, 1903. R. .H. HORNBROOK. CENTER DUMPING GAR.

APPLICATION FILED JUNE 13,1902.-

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. PATENTED APR 14,1903.

j No. 725,564.

R. H. HORNBROOK. OENTER DUMPING GAR.v

APPLICATION FILED JUNE 1a, 1902.

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RAYMOND n. IIORNBROOK, on-cANTon, onio, AssIGNoR To STRUCTURAL STEEL OAR COMPANY, or CANTON, onro.

CENTER-DUMP'ING CAR.

SPECIFICATION formin'gnpartof Letters Patent No. 725,564, dated April 14, 1903.

Application filed June 13 1902. Serial No. 111,454. (110 model.)

To all whom/ it 17mg concern: 7

Be it known that I, RAYMOND H. HORN- BROOK, a subject of the King of Great Britain, residing at Canton, in the county of Stark 5 and Stateof Ohio, have invented a new and useful Center-Dumping Car, of which the following is a specification.

My invention relates to lmprovements in center-dumping cars in which the car-body is made of structural steel andjplates;' and the objects of my improvements are, first, to finish the rim of the car in such a manner as will stiffen the sides and also serve tojretain.

tom for each lateral half of the car which'can: be dropped outward from the middle, so 'as' to discharge the contents of the car between the rails, and, fourth, to provide a mechanz ism for operating the drop-bottoms that can be manipulated from the sides of the car and that will open them quickly and close them easily; I attain these objects by the construction and mechanism illustrated in the accompanying drawings, in which Figure 1 is a side elevation and a vertical longitudinal section, respectively, of the ends of the car; a Fig. 2, a plan view of one end of the car,with parts broken away to show the operating mechanism; and Fig. 3, a vertical cross-section showing one side of the bottom open and the other side closed.

Similar numerals refer to similar parts throughout, the drawings.

The side sills of the cars are preferably made of channel-bars 1, on which rest the side stakes 2, made, preferably, of T-bars, to

which side stakes thesideplates 3 of the can are riveted. To the upperedgesof the'side plates are riveted the depending flanges of the rim trough-plates 4, the webs of which trough-plates project diagonally upward and to the webs of the trough-plates to which they are respectively riveted. The side troughplates are connected at the ends by the similar end trough-plates 4, which are similarly riveted to the end plates 3 and to the bent-. out upper ends 6 of the end stakes 2, the several corners being connected by the angleplates 7. This construction forms a very substantial finish to the rim of the car and at the same time forms alsuita'ble shape for retaining the contents of the car from running over the sides and ends. 7

' The center'rid'ge Bismade'up of the horizontal top plate9, located in the median line 6 5 of the car, the two trough-plates 10, having their upper flanges riveted to the top plate on either side, their webs projecting diagonally downward and outward, respectively, and theirlower flanges projecting directly outward, the two channel-bars 11, respectively,

having their flanges projecting inward and V the upper flanges riveted to the lower flanges of the trough-plates, the two side plates 12 being respectively riveted on the outer faces 7 5' of the channel-bars and extending downward some distance below the same, and the two angle-bars 13, respectively, riveted by one "flange on the inner sides at the lower edges of the side plates and having the free flanges 8o directed inward. The ridge channel-bars 11 extend endwise to the respective ends of the car and have bearings and are riveted on the respective body-bolsters 14, thereby constituting the center sills of the car. The top plate 9 and the trough-plates 10 extend endwise to the respective inclined end bottoms 15 of the car, to which the topplate is connected by the angle plates 16. The side plates 12 and the angle-bars 13 extend 'end- 0 wise to the respective body-bolsters, on which they have bearings at 17 and to which they are riveted. When necessary, by reason of the width of the ridge side plates, as illustrated, the lower-[edges of the'side plates and the 5 -angle-liars areinclin'ed u'p'w'ard at therespective ends to gain the body-bolster bearings.

The side bottoms 18 of the car are connected, respectively, to the sides of the car by the hinges 19, preferably near the'top of 10s the side-sill channel-bars, from which point they are normallyinclined inward and slightly downward and close up, respectively, against the loweredges of the center-ridge angle-bars, and the parts are so arranged that when the side bottoms open downward and outward, swinging on their hinges, the free edges will pass clear above the respective rails 20. The side bottoms extend endwise under and slightly beyond the lower edges 21 of the inclined end bottoms, thus completing the bottom of the car when closed.

The longitudinal shafts 22 are mounted, respectively, in the bearings 23, attached on theinnersides of the center-sill channel-bars, and have attached near one end the bevel cogwheels 24:,respectively. The transverse shafts 25 are mounted, respectively, in bearings 26, attached on the outer sides of the center ridge and the inner sides of the side sills, respectively, and have attached on their inner ends the bevel cog-pinions 27,respectively, meshing with the bevel cog-wheels. The outer ends 28 of the transverse shafts are formed square and are adapted to receive a wrench for operating the mechanism.

A stop-bolt 29 is provided on each side of the car and has endwise movement in the lugs 30 and 31, depending from the upper flanges of the side-sill channel-bars. The plate 32 projects forward from the lug 31 and over the square end of the transverse shaft, there being a space equal to the thickness of the bolt between the plate and the flat face of the shaft end, so that when the bolt is inserted between the plate and the shaft end the shaft is stopped from turning. The end 33 of the bolt is preferably beveled to facilitate its entry above the shaft end, and the stop projection 34: on the bolt between the bearing-lugs properly limits the endwise movement of the bolt. At the end of the bolt is provided a suitable handle, by which it is operated.

The side bottoms are composed of the plates 36 and the transverse angle-bar ribs 37, to the outer ends of which ribs are attached the hinges 19 and to the inner ends of which are attached the arms 38, which project beyond the edges of the respective bottoms. The cables 39 or, if preferred, chains are respectively attached at their lower ends to the projecting bottom arms and at their upper ends to the longitudinal shafts, and by the rotation of the shafts the cables-are wound on them, and thereby raise the bottoms and close them against the center ridge. The normal closed position is maintained by locking the stopbolts, which prevents the rotation of the shafts, and to drop the side bottoms the mechanism is released by a sharp stroke or sudden pull on the bolt-handle, which disengages it from the square end of the transverse shaft. The distance of the drop of the side bottoms is regulated by the length of the cables or by other suitable means.

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

1. In a metallic car, a rim composed of a trough-plate having its depending flange riveted to the side plate of the car, the web of said trough-plate being inclined upward and outward and the free flange being directed upward.

2. In a metallic car, atrough-plate rim having its depending flange riveted to the side plate of the car, the web inclined upward and outward and the free flange directed upward; and side stakes riveted to said side plates and having their upper ends bent outward with and riveted to said trough-plate.

3. A car center ridge composed of a top plate, trough-plates respectively riveted by their upper flanges to said top plate on either side and having their webs inclined downward and outward, channel-bars respectively riveted to the lower flanges of said troughplates and having their flanges directed inward, side plates respectively riveted on the outer faces of said channel-bars and extending below the same, and angle-bars respectively riveted on the inner sides at the lower edges of said side plates and having their free flanges directed inward.

4E. Acarcenter ridge composed ofatop plate, trough-plates, channel-bars, side plates and angle-bars, arranged and riveted substantially as described.

5. In a car, a center ridge composed of a top plate, trough-plates channel-bars, side plates and an gle-bars arranged and riveted substantially as described, said channel-bars, side plates and angle-bars bearing on and being riveted to the respective body-bolsters of the car.

6. In a car, a transverse shaft, the outer end of said shaft being squared and projected from the side of the car, a plate opposite said squared end, and a bolt adapted to fill the space between said plate and the flat face of the shaft end, thereby stopping the shaft from rotating.

7. In a shaft-locking device, a shaft, a squared section on said shaft, a plate opposite said squared section, a bolt movable endwise in lugs connected with said plate, said bolt being adapted to fill the space between the plate and the flat face of said shaft, there being a stop-lug 011 said bolt between said lugs.

S. In a shaft-locking device, a shaft, a squared section on said shaft, a plate opposite said squared section, a bolt movable endwise in lugs connected with said plate, said bolt being adapted to fill the space between the plate and the flat face of said shaft, and the end of said bolt being beveled.

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

RAYMOND H. IIORNBROOK.

Witnesses:

ALBERT S. GRIFFIN, Josnrn FREASE.

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