US1760173A - End-door construction for railway cars and locking means therefor - Google Patents

Description

y 1930 E. R. SCHULZ 1,760,173

END DOOR CONSTRUCTION FOR RAILWAY CARS AND LOCKING MEANS THEREFOR Filed May 31, 1928 2 Sheets-Sheet 1 121 06%)? Er/wt 5M4; WW5

y 1930- E. R. SCHULZ 1,760,173'

END DOOR CONSTRUCTION FOR RAILWAY CARS AND LOCKING MEANS THEREFOR Filed May 31, 1928 2 Sheets-Sheet 2 Patented May 27, 1930 UNITED STATES PATENT OFFICE ERNEST R. SCHULZ, OF CHICAGO,

ILLINOIS,'ASSIGNOR TO W. H. MINER, INC., OF CHI- CAGO, ILLINOIS, A CORPORATION OF DELAWABE Application filed May 31,

This invention relates to improvements in end door construction for railway cars and locking means therefor.

In railway car construction, a great many box cars of the automobile type are provided with end doors which form the end walls of the car, two hinged doors being commonly employed at. the end of the car, which are locked in closed position by a plurality of locking devices. A well known type of arrangement for locking the doors closed includes a combined door operating and looking mechanism mounted on each door, spaced from the vertical inner edge thereof, this mechanism cooperating with keepers mounted on the door frame above and below the door, and an additional locking means on one of the doors mounted closely adjacent the inner edge of the same and cooperating with so locking keepers. In other words, three separate and distinct locking means are employed, thereby greatly increasing the cost of construction. It has generally been considered necessary to employ the plurality of locking 3) devices on the theory that the inner meeting edges of the two doors are too weak to permit of the use of a single, unitary locking means at that point.

It is the principal object of my invention to provide a door construction which overcomes the difficulties pointed out and permits of the use of a single, unitary locking means for both doors which effectively holds the doors closed, thereby greatly simplifying the 55 construction and materially reducing the cost of the same.

A more specific object of the invention is to providean end door construction for railway cars, and especially box cars of the automobile type, including two hinged doors which together form the end wall of the car when closed, the doors being rigidified along their meeting edges,wherein efficient, unitary locking means of simple design is employed 3 to hold the doors tightly closed, thereby eliminating the use of the multiple locking means hereinbefore referred to, greatly reducing the cost of the end door structure and locking means.

A further object of the invention is to pro- 1928. Serial No. 281,727.

vide an end door construction of the character indicated, including two hinged doors which form the end wall of the car, wherein the doors are provided with interengaging edge sections, which are reinforced to rigidify the door structure the reinforcing means in effect forming vertically disposed, heavy Y beam members in the respective doors, which are interlocked against relative displacement when the doors are in closed position, and a unitary locking means is provided for lookingsaid doors in closed relation, the locking means being carried directly by one of said interlocked beam members.

Other and further objects of the invention will more clearly appear from the description and claims hereinafter, following.

In the drawings, forming a part of this specification, Figure 1 is an end elevational view of a railway car of the automobile type, illustrating my improvements in connection therewith, the railway car .truck and associated parts being omitted in this view. Figure 2 is a vertical, sectional view,corresponding substantially to the line 22 of Figure 1. Figures 3 and {I are horizontal, transverse, sectional views, corresponding respectively to the lines 3-3 and 4l-4 of Figure 1. Figure 5 is a vertical, transverse,-sectionalview, corresponding substantially to the line 55 of :1

Figure 3, showing the operating means for the locking mechanism of my improved door construction. And Figure 6 is a horizontal, transverse, sectional view, corresponding substantially to the line 6-6 of Figure 2.

In said drawings, the body of the car is designated generally by the character 10. The body of the car is provided with the usual end sill 11, having the striking casting 12 secured thereto, the striking casting being provided with the usual carry iron 13 which is supported therefrom. The coupler and associated parts of the car are not illustrated in the drawings. The roof of the car is designated by 14, the same being provided with the usual longitudinally extending running board 15. At 'the top, the end of the car is reinforced by a transversely extending, hollow, metal beam 17 which forms the top member of the door frame. The threshold of the door is-indice-ted by 18 and comprises the usual heavy wooden beam member extending across the car. The car flooring is of the usual type and is indicated by 19. i

In carrying out my invention, I provice two hinged doors 20 and 21 at the end of the car, the doors being swingingly supported at their vertical outer edges by a plurality ofhingemembers 2222 which are secured to the body of the car. The two doors and 21 of similar design, except ashereinafter pointed out. Themain body portion of each door is of the usual construction, comprising a plurality of members 2323 and an outer heavy sheet metalplate 24. As shown in Figure 4', the'members 23, forming the door 20, terminate-inwardly of the/inner cdgc ot the door. The inner edge of the door is reinforced by a vertically disposed I-beam member which is suitably secured to the plate 24. As herein shown, the same is rivetec to the plate. The flanges of the I-beam member 25 are arranged in parallel relation to the plane of the door 20 and the outer flange bears directly on the inner side of the plate 24 while the inner flange is in alignmentwith the inner side of the door. By the arrangement described, the inner edge of the door is provided with a vertically disposed channel definedby the flange sections of the I-beanrand the central web.

A plurality of heavy blocks 26 are secured J to the I-beam member 25 at spaced intervals,

as clearly shown in Figure 1. The blocks 26 have the opposite sides thereof tapered toward opposite ends,'so that the blocks will snugly lit in the channel provided by the Lbeam member 25. shown, the blocks 26 are rigidly secured in the channel of the l-beam member 25, being held by rivets27 extending throughthe'blocks and the flanges of I-beam. v i

As shown in Figure 4, the door21 also has the members 23 terminatingan appreciable dietancs from the inner vertical-edge of the door. The inner edge of the door 21 is braced by a pair or Lbeam members 28 and 29. The

Lbeam members 28 and are arranged with the flanges thereof parallel to the plane or" the door 21. As shown, the. flanges of the two I-beams are arranged in alignment and abut'at their inner edges, thereby defining a vertical opening in which the door-rocking mechanism is located, as hereinafter more clearly .pointed out. The two I- beam members 28 and 29 are rigidly secured to the plate 240i thedoor 21 in any well known manner, thesame being herein illustrated as riveted to the plate. The door 21 is also provided with th usual weather and spark seal consisting of a vertically disposed, narrow plate 30, secured to the outer side of the door the-same rivet-s being preferably employed to secure this plate which secure the I-beam members tolthe plate .24. As showmthe two Z- beam members 28 and 29.

plate 30 overlaps the door 20 when the doors are closed, thereby effectively sealing the openin between the two doors.

The I-beam member 28 presents a vertical channel at the inner edge of the door, which faces the door 20 when the doors are closed. The channel of the door 21 is'defined by the parallel flanges and the web of the I-beam member 28. As shown in Figures 3 and 4, the block members 26 are adapted to engage within the channel of the I-beam member 28 when the doors are in closed relation, so as to interlock the doors and prevent outward movement of the door 20 when the door 21 is in locked position.

The two vertically disposed I-beam mem' bers 28 and 29 are connected by a vertically disposed strip or plate 31 at the back of the door 21, the strip 31 being secured to the rear flanges of the .T-beam members. As herein shown, the plate 31 is secured to the flanges or" the I- beam members 28 and 29 byriveting, although the same may be secured by any other well known means.

The door-locking mechanism of my improved door construction comprises a pair of vertically slidable shafts or bars 32 and 33, cooperating with upper and lower keepers 34 secured to the body 10 of the car. As herein shown, each keeper 34 comprises a cylindrical body portion having a vertically disposed socket 35 which is adapted to receive the'outer end of the corresponding locking bar. Each keeper 34 is provided with a pair of securing lugs 36 by which the same is fixed to the car. The lower keeper 34, as most clearly shown in Figures 2 and 6, is secured to the, floor structure of the car by means of "rivets, the threshold 18 being recessed to ace commodate the keeper, as shown in Figure 6. The threshold 18 is provided with the usual protecting wear plate 37 which is secured at the outer edge to the upper flange of the end sill 11 of the car. As shown, the protecting wear plate 37 extends over the keeper 34 and is previded with an opening in alignment with thesocket 35 of the keeper. The keeper 34, which is disposed at the top of the door opening, is arranged Within the hollow beam 17 and is provided with securing lugs similar to the lower keeper, by which the same is secured to the horizontal section of the hollow beam 17. The horizontal section of the beam is provided with an opening in alignment with the socket 35 of the upper keeper 34.

As clearly illustrated in Figures 3, 4 and 5, the locking bars 32 and 33' are vertically slidable in the opening provided between the As shown in Figure 2, each bar 32 and 33 comprises an outer end. member 38 which" has a reduced iii ing therein which receives the inner end of the bar member, the bar member being secured to the *asting by transverse rivets. Each casting 40 has a vertically disposed, upstanding rack member 41 at one side thereof, the rack members 41 of the two castings 40 bein oppositely disposed, as most clearly shown in Figure 5.

The locking bars 32 and 33 are operated by means of a handle lever 42 pivotally n ounted on a rotary member 43 which is secured to the outer end of a shaft 44 journaled in the door 21, the opposite ends of the shaft being rotatable in bearing members 45-45 fixed to the outer and inner sides of the door, respectively. As shown, each bearing member comprises a plate-like section and an inwardly extending, cylindrical sleeve member 46 formed integral therewith, the sleeve member forming the bearing proper. The bearing members are fixed to the out er and inner sides of the door by securing the plate-like sections by any well known means. The shaft 44 carries a pinion 47 which engages with the rack members 41 to operate the same.

As will be evident, upon rotation of the shaft 44 in one direction, the cooperating pinion and rack members will effect outward movement of the locking bars 32 and 33, while, when the shaft 44 is rotated in the reverse direction, the operating means will retract the bars32 and 33. The two locking bars 32 and 33 are properly guided in a vertical direction by a plurality of guide members 48 disposed within the opening between the E-beam members 28 and 29. As shown, each of the guide members 48 is in the form of a block fitting between the I-beam members and secured thereto by cap-screws, as shown in Figure 4, the cap-screws extending through the vertically disposed connecting web of one of the I-beam members. The guide blocks 48 are provided with aligned guide openings 49 which properly guide the locking bars in their movement.

As clearly shown in Figure 1, the operating lever 42 is pivotally conn cted to the operating member of the shaft 44 in such a manner that the lever will swing about the vertical axis when disposed in the horizontal position shown.

In order to seal the doors, the door member 20 is provided with the usual bracket 50 having an outstanding lug 51 which engages through an opening adjacent the outer end of the handle and is adapted to accommodate the usual car seal.

In closing the doors of my improved construction, the door 20 is first moved to nearly closed position. The door 21 is then swung inwardly until the projecting portions of the blocks 26 on the door 20 enter within the channel at the edge of the door 21. lVhen the outer ends of the blocks 26 have been thus engaged within the channel of the door 21, the doors are forced tightly olosed,thereby bringing the blocks26 into the interlocked relation with the I-beam member 28 of the door 21, as shown in Figure 3.

\Vith the doors in this position, the operating handle 42 is rotated in a direction to project the extremities of the locking bars gaged over the lug 51 of the bracket 50 and the car seal is applied to the lug in the usual manner.

When the doors are to be opened, the operating lever 42 is rotated in a reverse direction to that hereinbefore described, thereby withdrawing the ends of the locking bars 32 and 33 from the keepers 34.

It will be evident that when the doors are in the closed position with the locking bars 32 and 33 engaged with the keepers 34, the bars will rigidly lock the I- beam members 28 and 29 to the car body proper. It will be evident that the two heavy I- beam members 28 and 29 form rigid reinforcing means for the I end structure of the door 21 of exceptionally great strength. Itis further pointed out that the I-beam member 25, which reinforces the inner edge of the door 20, is interlocked with the I-beam member 28 of the door 21 by means of the solid locking blocks 26, a heavy rigid connection is provided within the two doormembers.

The three I- beam members 25, 28 and 29 together form heavy, Vertically disposed, column braces for the end of the car formed by the door:- 20 and 21, thus providing asubstantially rigid end wall construction When the doors are closed. By the arrangement provided, the single, unitary locking means, comprising the locking bars 32 and 33 associated with the door member 21, is sufficient to lock the parts in fixed relation, preventing outward movement of the doors with respect to the car-body, thus eliminating the plurality of locking means heretofore employed in connection with car end doors.

While I have herein shown and described what I consider the preferred manner of carrying out my invention, the same is merely illustrative and I contemplate all changes and modifications which come within the scope of the claims appended hereto.

1 claim:

1. In a door construction for railway cars,

edge to edge engagement and the channelsdeiining a vertically disposed chamber; of lOClIIIL means mounted in said chamberand cooperating with keeper means mounted on tae car body for locking the door in closed relation. r

2. In an end. door construction for railway cars, the combination with a pair of hinged doors extending transversely across one end of the car when closed, to form an end wall member; of means for reinforcing the inner vertical edges of said doors; means carried by the reinforcing means of one or the doors interengaging and interlocking with the reinforcing; means of the other door, said last named door having a combined stop and sealin strip at the outer side along the inner edge overlapping the enter face of the cooperating door; a locking device mounted on one of the'doors; and fixed keepers on the car body cooperating with said locking device, to lock the doors in closed relation and hold the same against movement with: respect to the car body. 7

In an end'door construction for railway cars, the combination with a'pair of doors hinged to the car body and extending-transversely across the end of the car when closed, to form anend wall; o1 beam members reinforcing the vertical inner edges of said doors, each of said beam members presenting a vertical channel along the inner edge of the corresponding door; a combined stop and sealing strip fixed to the edge of one door and adapted to overlap and engage the edge of the nth door; locking means liXedin the channel oi said last named doorand adapted to enter the channel of thercooperating door to interlock said doors when closed; locking mechanism supported by the beam members of one ct said doors; and keepers fixed to the car body, said keepers being engaged by the lo ki g mechanism upon operation of the letter when the doors are in closed position, to effectively lock the doors against increment with respect to the car body.

4:. In an end door construction for railway cars, the combination with a pair 0t doors hinged to the car body at one end thereof,

said doors extending transversely across the car at one end thereoi' when closed and form ing the car end wall; oi vertically disposed I-beam members reinforcingthe vertical inner edges of said doors, each Lbeam member having the flanges thereof disposed parallel to the plane of the door on which said beam is mounted, thereby providing open channels at the inner edges of the doors, the channel of the Lbeam member of one of the doors having block fixed therein and protrudlng beyond the edge 01": the door and engageable with the channel of the I-beam member of the ther door, to interlock said doors when cl sed; locking means carried by the I-beam me 1ber of one of the doors; and keepers fixed to the car body, cooperating with said locking means when the doors are in closed relation, to lock said doors to the car body against swinging movement.

5. In an end door construction for railway cars, the combination'with a pair of doors hinged to the car body, at one end thereof, said doors extending transversely of the car at said end when closed and forming the car end wall; of an I-beanimember reinforcing the vertical inner edge of one of said-doors; of a pair of adjacent E-beam members reinforcing the inner edge of the other door, the Z-beam members o1"- said doors having the flanges thereof disposed parallel to the plane of the door carrying the same; means carried by the I-beam member of one of the doors engaging between the flanges of the outermost i-beam member of the other door, said adjacent I-beam members having door-lockmeansmounted therebetween; and keepers on the car body above and below said door, said keepers being interengaged with said locking means to hold said doors against movement with respect to the car body.

in witness that I claimzthe foregoing I have herenntosnbscribed my name this 28th day of May, 1928.

ERNEST R. SCHULZ.

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