US1960574A - Dump car - Google Patents

Description

May 29, 1934. R. E. CARTZDAFNER DUMP CAR Filed May 10 1926 4 Sheets-Sheet l ll lllllilllov INVENTOR. ROY E.CARTZDAFNER A TTORNEY.

May 29, 1934. RJE. cARTznAFNz DUMP CAR Filed May 10 1926 4 Sheets-Sheet 2 'INVENTOI? ROY E. CARTZDAFNER ATTORNEY BY Wm May 29, 1934- R. E. CARTZDAFNER DUMP CAR Filed May 10 1926 4 Sheets-Sheet 3 JNVENTOR.

ROY E. CARTZDAFN ER AT'I'ORNEY.

May 29, 1934. R. E. CARTZDAFNER 60,574

DUMP CAR Filed May 10 1926 4 Sheets-Sheet 4 INVENTOR.

ROY E CARTZDAFNEP w roazaw.

A TTORNE Y.

Patented May 29, 1934 DUMP CAR Roy E. Cartzdafner, Passaic, N. J., assignor to Magor Car Corporation, New York, N. Y., a corporation of Delaware Application May 10, 1926, Serial Nth-107,912

16 Claims.

The invention relates in general to a dump car of the type in which a car body is mounted on the under-frame for dumping movement laterally in both directions and in which the dumping movement is effected by the use of pneumatic cylinders on opposite sides of the car body mounted to push the car body into its dumping position. More specifically defined, the invention relates to that type of dump car in which the body is supported while in its normal righted position on outbearing supports and each or" which 0&- centered supports constitutes the pivot about which the car body rocks when the opposite side is elevated by the cylinders therebeneath to effect the dumping movement.

The primary object of the invention is to provide a simplified iori l of dump car of the type outlined which features ruggedness of structure with the use of the least amount of structural material and which can be constructed economically and marketed at low cost and at the same time meet fully the requirements of the Master Car Builders Association in the construction of a dump car of the type herein illustrated.

Broadly, this phase of the invention is attained not so much by the incorporation of radically new features as it does upon the development of structural details which in their accumulative effect provide a car structure of approved. form and which can be sold in competition with similar conventional dump cars,

Devices of this character are subjected while .in use to rough usage with resulting tendency towards distortion which becomes particularly noticeable in the case of cars intended to carry heavy ladings incidental to their use in mine worn. Accordingly, the invention features the providing of structural parts having sufiicient ruggedness to withstand the distorting strain in such types of cars and at the same time to feature the minimizing oi the use of massive material particularly intended to compensate for distorting strains. Accordingly, the present disclosure ieatures the utilization of structural parts wherever possible to perform a multiplicity of functions. As a specific instance the invention features the providing of a structural unit having the dual function of pivotally mounting the dumping cylinders and at the same time providing rugged and well braced outbearing supports adjacent the cylinders for receiving the car body when in normal position and to provide a rugged turning point for supporting the car body when moved into its dumping position on-the contiguous side of the uuderframe.

which will at the same time permit an easy opening movement of the door on the depressed side of the car and which will ease the opening movement of the door so as to minimize the tendency of the door to slam into open position or otherwise jar the car body or distort the door when handling and dumping heavy lading.

Another object of the invention is to provide a structure of the type outlined which will feature economy in spaced position and to accommodate within the prescribed outlinesof the car-the largest possible lading carrying body and accordingly the invention features an assembling of the other parts in the smallest possible space.

Various other objects and advantages of the invention will be in part obvious from an inspection of the accompanying drawings and in part in certain new and novel features of construction and combination pf parts hereinafter set forth and claimed.

In the accompanying drawings,

"Fig. l is a view in side elevationof an end portion, the right end portion, of a dump carillusof the car, it being understood that the car struc-- ture is of conventional design in that opposite ends are of similar construction and the detailed description of par-ts at either end will be'sufficient for the corresponding parts at the opposite end with obvious reversal in position of the several parts;

Fig. 3 is a transverse sectional View taken approximately on the lines 3-3 of Fig. 1 and showing the car body in its normal righted, running position; 1

Fig. 4 is a view similar to Fig. 3 taken on the line 4-4 of Fig. 1 and-showing thecar body in one of its laterally dumped positions; and

Fig. 5 is an enlarged sectional view taken on the line 5- 5 of Fig. 1 showing the cylinder enlarged and partly broken away.

- In the drawings there is shown an underframe 10 suitably mounted at opposite ends on trucks, one of which 11 is shown in side elevation in Fig. 1

.- for supporting the cylinder.

and the other of which 12 is shown in diagrammatic outline at the left hand side of Fig. 2. The underframe is somewhat of conventional design and includes a fabricated form of center sill 13 shown in section in Figs. 3 and 4. Positioned above the truck in each instance is a bolster 14 formed of pressings l5 fitted between and on cpposite sides of the fabricated sills 16 forming the sides of the center sill. Supported on the underframe by means hereinafter described are four dumping cylinders 17 two disposed on each side of the underframe and each positioned at opposite longitudinal ends of an air reservoir tank A adapted to contain cylinder actuating fluid, such as air under pressure. It is understood that the cylinders are connected to be actuated from pressure supplied from these tanks and controlled by valves mounted on the car and controlled either by manual operation at the car or through a pneumatic control actuated by the engineer in the locomotive attached to the train of which the car forms a unit.

Referring specifically to the mounting of either one of the cylinders it is noted that the cylinders are arranged in pairs transversely disposed on opposite sides of the longitudinal medial plane through tce center sill and the cylinder on each side is pivotally mounted for rocking movement about a longitudinally and horizontally disposed axis through the agencies of trunnions l8 and 19 projecting from opposite sides of each cylinder and rotatably mounted in bearings 20 provided in cylinder supporting castings 21 shown in Fig. 3 and particularly featured in this disclosure. These castings project in longitudinally spaced apart and laterally projecting position from the center sill. The center sill is reinforced in alignment with the castings by means of pressings 22 designed to coact with the castings and provide a rigid composite member which in effect extends through the center sill and provides a rugged support for the dumping cylinders at the outer ends thereof.

The casting 21 is fitted to the adjacent trough of the channel member 16 as shown particularly in Fig. 3, is cored as shown at 23 to lighten the structure and is flanged and webbed to provide the necessary structural strength while featuring lightness of material. The casting is provided at its outer upper edge with a shouldered portion the upper side or" which is provided with a half groove forming the bearing 20 and the upper half of the bearing is completed by a recess formed on the underside of a cap 24 secured to the casting by bolts 25. From this construction it is seen that removing the cap will permit the easy mounting of the cylinders and after the trunnions are seated the caps are disposed in position and bolted to complete the casting structure The casting is provided at its upper forward corner with a pair of upstanding ears 25 and 26 through which extends a pin 27 constituting one of the lower hinge pinshereinafter referred to.

The dumping cylinders are of the expansible type and include an outer open top cylindrical shell 26 (see Fig. 5) having a bottom 2'7 provided with an opening 28 and which is closed conventionally by a cap 29. Slidably mounted on the shell 26 is an open bottom trunk piston 30 provi ded adjacent its lower end with an outstanding flange 31 forming an annular pocket in which is contained a gasket 32 outlined on its upper and outer sides by a sheet packing 33 maintained distended by a steel expansion ring 34. At

the upper end of the shell 26 a flanged closure ring 35 provides a stop for the upward movement of the piston 30. Slidably mounted within the piston 30 is an inner piston 36 provided with a stem 37 which extends centrally through the head 38 of the pistong30. A gasket 39 similar to the gasket 32 is positioned to maintain a fluid tight fit between the pistons 30 and 36. Due to limitation of space, the dumping cylinders are made of the least possible axial length and in order to economize in space the hub 49 of the piston 36 at the place where the rod 37 is attached is designed to extend downwardly and into the opening 28 when the pistons are in their collapsed position. It is intended that the pistons 30 and 36 approach the bottom 27 as near as possible and the disposition of the gasket 32 to the outside of the inner wall of the piston 30 provides a fluid tight connection between the piston 30 and the shell 26 and at the same time provides the maximum travel for the piston 36 within the piston 30. The top of the piston stem or rod 3'7 is provided with a head 40 through which is passed a pin 41 opposite ends of which are contained in a pair of piston cap bearings 42 secured to the car body underirame.

In addition to the body supports provided by the pair of pins 2'7 on opposite sides of each of the four cylinders, the car body is also supported at the outer ends of each of the bolsters. For this purpose the outer end of the bolster is defined by a massive casting 43 somewhat triangular in side elevation. The casting 43 is provided with two outstanding reinforcing ribs 44 and 45 between which is mounted a pin 46 resembling the pin 2'7 in that it constitutes a lower hinge bearing for the car body and differing from the pin 27 in that it is larger and or more rugged construction. From this arrangement of upwardly exposed pins it is seen that the car body is supported on opposite sides on fixed pins formed of two pairs of relatively small pins on opposite sides of each of the cylinders and a larger pin at the end of each of the bolsters.

Supported on these pins is the tiltable car body 11 the showing in Fig. 4. The car body is supported in its normal righted position by top hinge castings 52 designed to straddle pins 27 and by similar top hinge castings 53 designed to straddle the pins 46 of the bolsters. These top hinge castings are secured in each instance to the car body underframe 48 and are similar in that they include inverted U-shaped saddles designed to fit over their associated pins in the bottom hinge castings and designed in each instance to coact therewith to provide a pivotalsupport for the car 1 body when it is rocked about the line of pins on either side of the car. The outbearing pins of the bolster are braced by a bolster bottom plate 53' which permits the use of a gusset plate reinforcement to receive outbearing strains from the v" car body and transmit them to the bolster and center sill in a way which is of course not possible with the pins 2'7 for a bottom plate gusset would interfer with the swinging of the cylinders.

However as will be noted from the showing in 15g Fig. 2, the top cover plate 54 extending across the top of the center sill and across the castings 21 in effect provides a gusset plate support for the outbearing pins 27 and assists in transferring the weight of both car bodyand cylinders to the center sill. In the showing in Fig. 2 there is disclosed a wheel stop 56 forming no particular feature of this disclosure except as an incidental brace for the adjacent cross bearer.

The car body is provided on opposite lateral sides with doors 56 of the gravity opening type and somewhat conventional in design; The door includes a channel top stiffener 57, a 2 bottom door stiffener 58 and conventional panels. Each door is provided with a plurality of vertically disposed combined door stiffeners and control uprights 59. To each stiffener is attached a hinge leaf 60 pivotally mounted to a hinge casting 61 in turn secured to the side sill 49 as particularly shown at the left of Fig. 3. The door stiffener is provided with an extension 62 depending below the pivotal connection at 60, 61, and this ex tension is provided on the inner side of its lower end with a locking recess 63 and thereabove with a cam face 64 designed for purpose hereinafter described. The doors are maintained in their normally locked position by a stop member 65 which when the car body is in its normal righted position as shown in Fig. 3 engages the recess 63 and locks the doors in their closed position. Stop 65 forms one end of a transversely extending door control arm 66 arranged in pairs with a pair disposed on each side of the truck. The portion of the arm 66 adjacent the end forming the stop 65 is pivotally mounted to the car body underframe 48 on a pin 67 passed through the arm and through a pair of depending ears constituting a bracket 68 secured to the car body underframe as particularly shown in Fig. 3. The end of the arm forming the stop 65 is bifurcated and pin 69 is passed through the bifurcation and a roller is mounted on the pin so as to provide a roller form of stop 65 for engaging the recess 63 and cam face 64. The opposite ends of each of the arms 66 are pivotally mounted to the underframe so that one end of the control arm is pivoted to the underframe at a point spaced a material distance from the medial plane of the car and on the other side of the car the arm is pivotally connected adjacent the end provided with the stop to the dumping car body and it is a feature of this disclosure that the control arms are pivoted on the same axis of turn about which turns the car body relative to the underframe when the car body is dumped on the corresponding side. The connection of the control arm with the underframe is provided by means of a pin 70 mounted in the upstanding flanges 71, '72 of a pin supporting casting '73 forming the outer end of a cross bearer door arm support 74 more particularly shown in Fig. 2. The cross bearer includes pressings '75 extending outwardly and laterally from the center sills and braced in position by a top cover plate '76 overlapping the cover plate of the center sill. It is noted from the showing in Fig. 2 that the pins 70 are disposed in transverse alignment. The control arms of each pair have their ends slightly'offset when viewed in plan so that they may be disposed in overlapping relation and thus engage the door controlling arms 59 which are also disposed in transverse alignment but, of course, offset from the pins 70 a distance sufiicient to compensate for the width of the control arm.

In operation it is understood that the car body is dumped in a somewhat conventional manner, the actuation of the cylinders on one side of the car such for instance as the right hand side shown in Fig. 4 will cause an initial movement of the inner pistons 37 to start the elevation of the right hand side of the car body. From the construction shown in Fig. 5 it is apparent that any initial lifting movement of the intermediate'cylinder 38 will be but for a limited distance or until the head 38 comes in'oonta'ct with the car underframe which would act to stop the lifting of the piston 30 until the car body had been lifted away from the same by the continued actuation of the inner pistons 36. When the innerpiston 36 has reached the limit'of its upward movement defined by the head 38 the'intermediate' cylinder 30 will then continue to rise until the car is in its fullydumped position as shown in Fig. 4. During this dumping movement the car will, of course, turn on the free hinge connection at'thc opposite side. As the control arms which'are locking the doors on the right hand, or elevated side of the car, are pivoted at their left ends about the pins disposed in the axis of theturning movement of the car, the control members will, of course, maintain their position fixed relative to the dumping car body and will be thus maintained in position locking the right hand door as shown in Fig. 4 (right hand side). In this case the arms controlling the left hand doors, or on the depressed side of the car body, will be held in their normal position resting on the cross bearer 74 and the conformation of the cam 64 is so designed that as the car body is tilted, as to the left in the showing at the left hand side of Fig. 4, thecam 64 in effect rides under the roller stop 65 and this has the effect of easing the opening movement of the door on the depressed side of the car. The door will continue to open until the car body is in its fully dumped position as shown in Fig. 4.

In order to right the car and return the same from for instance the dumped position shown in Fig. 4 into the righted position shown in Fig. 3, conventional practice is followed in that pressure is released from the right hand cylinders and admitted to the left hand cylinders. The left hand cylinders will act conventionally to move the car body back into its normal righted position. During this movement the control arm will in effect bear on the extension of the door stiffener and lift the door from the open position shown in Fig. '4into the closed position shown in Fig. 3 at the end of which movement the roller will be in engagement with the recess at the end of the extension and the door will then be in its normal locked position.

While I have shown and described, and have pointed out in the annexed claims, certain novel features of my invention, it will be understood that various omissions, substitutions and changes in the form and details ofthe device illustrated and in its operation may be made by those skilled in the art without departing from the spirit of the invention.

' Having thus described my invention, what I claim is:

1. In a dump car, the combination with a car body tiltable in both lateral directions of a cen- 1 'ter sill construction, a bolster secured to said construction, castings secured to the outer ends of said bolsters, said castings each including a pin extending longitudinally of the car offset from the center sill construction and each adapted to l llltl Lille constitute a pivotal mounting for the. tiltable car body.

2. In a dump car, the combination with a car body tiltable in both lateral directions of a center sill construction, a bolster secured to said construction and a bolster bottom cover plate for securing the bolster to the center sill construction, castings secured to the outer ends of said bolsters, said castings each including a pin extending longi tudinally oi the car offset from the center sill construction and each adapted to constitute a pivotal mounting for the tiltalole car body.-

3. In a dump car, the combination of a bolster construction and a hinge pin casting secured to the outer end of the bolster construction, said casting including a pin constituting part of a hinge connection for a dumping car body.

l. In a dump car, the combination of a center sill construction, a composite bolster including extensions from opposite sides of the center sill construction, a bolster top plate, and hinge pin castings having top portions overlapping the top plate and providing pivotal supports for the car body on opposite sides of the center sill construction.

5. In a dump car, the combination of a fabricated center sill, a casting projecting laterally therefrom and coacting therewith to provide a cross member of the depth of the center sills and provided at its outer end with a hinge pin, a tiltable car body provided with a saddle for straddling said hinge pin and adapted to coact therewith to provide a pivotal support for the car body.

6. In a dump car underframe, the combination of a center sill, a cylinder supporting casting having one edge fitted to one side of the center sill and projecting laterally therefrom, said casting including an upwardly facing bearing adapted to receive a trunnion of a body dumping cylinder.

'7. In a dump car underframe, the combination of a center sill, a cylinder supporting casting having one edge fitted to one side of the center sill and projecting laterally therefrom, said casting including an upwardly facing bearing adapted to receive a trunnion of a body dumping cylinder, and a bearing cap fitted to said bearing and coacting therewith to encircle the trimnion.

8. In a dump car, the combination of an underirame comprising a center sill construction, a laterally dumping body mounted on the underframe, a pair of cylinder supporting castings secured to one side of said construction and extending thereirom in spaced apart parallel relation, said castings provided with bearings and means for dumping the body, said means including a cylinder provided with trunnion pins journalled in said bearings.

S. In a dump car, the combination of an underframe provided with a pair of pins extending lengthwise of the car and disposed in trans verse alignment on opposite sides of the car, a tiltable car-body mounted on the underframe for dumping movement about the axis of each of said pins, side doors carried by the carbody on opposite lateral sides thereof, a pair of door controlling arms extending transversely across the car, said arms being pivoted to the car body and provided beyond the pivotal connection with the car body with a roller for engaging the adjacent door to bear directly on the door with a sliding engagement to move the same into a closed position and lock the same in closed position.

10. In a dump car, the combination of a center sill, means for supporting a dumping cylinder including a casting having one edge fitted to the center sill, said casting being cored to provide lightness in weight and flanged to increase structural strength, said casting provided with a bearing for pivotally supporting a trimnion of the dumping cylinder.

11. Ina dump car, the combination of a center sill, means for supporting a dumping cylinder including a casting having its top recessed to provide the lower part or a trunnion bearing, a bearing cap constituting the upper part of the bearing and means for securing the cap in place.

12. In a dump car, a car underframe including a casting constituting a cylinder support and a bottom hinge support, said casting provided ith means forming a bearing for a dumping cylinder and provided with a pair of upstanding cars, a pin supported at opposite ends in said ears and providing a hinge support for a dump ing body.

1.8. In a dump car, the combination of a center sill, a cross member including vertically disposed elements, a pin carrying casting at each outer end or" said member constituting a bottom hinge casting and a horizontally disposed plate between the center sill and said vertically disposed elements constituting a gusset plate for bracing the pin carrying castings from the cen ter sill and a car body provided with upper hinge castings normally engaging said lower hinge castings.

14. In a dump car, the combination of a center sill, a bolster provided at opposite ends with lower hinge members, a dumping car body provided with upper hinge members normally resting on the lower hinge members and a bolster bottom plate underlapping the center sill and bolster and lower hinge members to brace the lower hinge members from the center sill at points thereon spaced longitudinally from the bolster.

15. In a dump car, the combination of an underframe provided with a pair of transversely disposed lower hinge members including upwardly exposed pins extending lengthwise of the car, a car body provided with a pair of upper hinge members including downwardly facing U members resting on the lower hinge pins when the car body is in its normal righted position and constituting pivots on each side of the carabout which pivots the car body is turned when dumped, and an arm extending transversely across the car having one end pivoted to the underframe and the other end pivoted to the car body, both of said pivotal connections with the arm being spaced from the longitudinal medial plane of the car.

16. In a dump car, the combination of an allmetal underframe including a pair of transversely spaced apart longitudinally extending sills, a bolster formed of parts fitted between and on opposite sides of the sills and coacting therewith to form a rugged form of bolster, said bolster provided at its outer ends with upwardly exposed and longitudinally extending hinge pins, a car body provided with yokes adapted to rest on said pins to support the car body in stable equilibrium, the hinge pin and yoke on each side coacting to provide trunnions on opposite sides of the car and about which the car body turns when tilted into dumping positions.

ROY E. CARTZDAFNER.

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