US1636534A - Ore car - Google Patents

Description

W. M. SHEEHAN ORE CAR Filed July 21. 1922 4-Sheets-Sheet 1 I N VEN TOR Mum/r N 5/554):

Cf 6P ATTORNEY July 19, 1927.

W. M. SHEEHAN ORE CAR Filed July 21. 1922 '4' Sheets-Sheet z [N VEN TOR Mum/I ff 5/55/7401 ATTORNEY July 19, 1927. 1,536,534

W. M.. SHEEHAN ORE CAR Filed July 21, 1922 4 Sheets-Sheet 3 ATTORNEY Julyv 1 1927' w. M. SHEEHAN ORE CAR 4 Sheets-Sheet Filed July 21. 1922 [/v VEN TOR 0711/4 fl finer/m;

ATTORNEY Patented July 19, 1927.

UNITED STATES 1,636,534 PATENT OFFICE.

WILLIAM M. SHEEHLAN, OF ST. LOUIS, MISSOURI, ASSIGNOR TO COMMONWEALTH STEEL COMPANY, OF ST. LOUIS, MISSOURI, A CORPORATION OF NEW JERSEY.

ORE CAR.

Application filed July .21,

Figure 1 is a plan view of my improved ore car.

Figure 2 is a side elevational view partly in vertical section of said car.

Figure 3 is an end elevational view.

Figure 4 is a partial vertical sectional view through the center of the car.

Figure 5 is an end elevational view of one end of the car.

Figure 6 is a fragmentary plan view of one corner of the car.

This invention relates to a new and useful improvement in ore cars,-the object being to construct a car of the character described so that it will be cheap, strong and durable in service.

My improved ore car contemplates the utilization of a cast steel underframe which forms the subject-matter of the companion application Serial No. 576,527, filed by me of even date herewith, which underframe readily adapts itself to the peculiar superstructure, doors, hopper doors and. door perating mechanism illustrated in the accompanying drawings.

Various features of novelty reside in the arrangement and combinations of the several parts herein described and afterward pointed out in the claims.

In the drawings, the underframe is shown as a steel casting having horizontally disposed Webs 7 at each end constituting end platforms, these Webs being lightened by suitable openings and being provided with 35 finishing faces upon which are secured knee braces 25 constituting mounts for a part of the door operating mechanism. These'braces also support and brace the end floor sheets of car.

26 indicates body corn-er posts in the form of angles which are secured to the corners of the underframe. 27 indicates body side posts and 32 indicates body end posts extending upwardly parallel to the posts 26, these 45 posts being bridged at points intermediate their ends by rods 28 constituting ladders. The upper ends of these posts are secured to a corner connection 29 to which is attached a connecting plate 30, (see Figure 6), this 50 plate being provided with hand-hole openings, 30 for well understood purposes. The outer edges of this plate are provided with clearance recesses which permit the necessary hand clearance about top ladder mem-- bars. By this construction, all of the ladder 1922. Serial No. 576,526.

membersof each group can be placed in substantially the same vertical plane, and side rods 28 are substantially flush with the sides of the car and end rods 28 do not project lateral dimension for capacity of inside of car instead of having the ladders limit this capacity.

32 indicates intermediate end posts secured by suitable connection plates 33 to the horizontal webs 7 of the underframe. 34 indicates the end hopper wall curved as shown in Figures 1, 2, and 6, said wall being connected at itslower edge by suitable rivets to the inclined hopper wall 8 formed integral with the underframe. The brace angle 35 serves to support the middle portion of the end wall 34. The side edges of this end wall are connected to a side wall 36, the lower end of which side wall is bent inwardlyas at 37 to form a side sheet whose lower edge is riveted to inclined ledge 17 of the underframe (see Figure 4).

38 indicates a knee brace secured to finished faces 16 along the side sill for supporting the side hopper sheet portion 37. The upper ends of the ide walls 36 are cut on an incline, as at 36 so that they may be riveted to the side edges of the curved end upper walls, this construction avoiding corners an angles in which the lading may lodge. The upper edges of the side and end walls of my improved car are preferably reinforced by means of bulb angles 40, (see Figure 4), which angles connect at their ends with top end reinforcement angles 41, which latter assume the shape of the upper edges of the curved end walls 34; the horizontal flanges of the angles 40 and 41, being connected or spliced by the plate 30, at the corners of the and 2).

The doors 44, see Figures 3 and 4, are

preferably made of cast steel having hinge lugs which cooperate with pintles passing through the lugs 8 on the underframe, said lugs 8 being located under the lading shed 17. The wall 45 is a bafile plate attached to underframe to guide ore into the proper place when unloading. Being made of cast steel, the doors may be reinforced by longitudinally disposed ribs 46 and transversely disposed ribs 47 on their undersides, and by a longitudinal bolster which carries the load between extensions 48, thus preventing distortion of the door due to lading being dropped on it. These doors are further described and claimed in my copending application, Serial No. 600,336, new Patent 1,450,615, issued September 3, li f i. Each door at its swinging edge is provided with an extensibn 48 forming part of the casting to which is connected the door operating mechanism, the latter forming no part of my present invention.

In Figures 1 and 2, I have shown a type of truck peculiarly adapted to hopper bot tom ore cars of this class, said truck being similar to that disclosed in the patent to Pflager, No. 995,560, dated June 20th, 1911. In this type of truck, the truck side frames, indicated at 50, are pivotally connected at A to the bearing plates 21 of the cast steel underframe and consequently when taking a curve and the truck side frames swing from the position shown at the left in Figure 1 to the positionshown exaggerated at the, right in said figure. Such pivoting of the truck side frames moves their inner ends away from the hopper portion of the underframe which extends downwardly below the tops of the truck.

By this construction, the car is shortcoupled in having a comparatively narrow wheel base requiring a minimum clearance movement of the truck parts relative to the underframe and its connected parts. I, therefore, prefer to use this type of truck in connection with my improved ore car instead of a swiveling truck such as is commonly employed, because when the parts of the swiveling truck move in taking a curve, their radius is such that a suflicient amount of clearance must be provided between the truck parts and the underframe parts so as to accommodate the movement of the truck in taking the small curves of the shortest radius. In other words, the parts of the swiveling truck will move toward the hopper or the door operating mechanism when the car is taking acurve, whereas with the type of truck shown, the parts of the truck may move away'from the hopper.

What I claim is:

1. In a railway car, a cast steel underframe including integral webs inclined from the vertical and curved horzontally and'providing a hopper opening between them, and

curved sheets secured to said webs and extending upwardly therefrom to form hopper walls. a

2. In a railway car, the combination of a frame downwardly beyond the bottoms of,

said sills to form the lower portions of hopper walls, and superstructure sheets extending upwardly from said webs to complete the hopper walls.

4. In a railway car, an underframe including spaced longitudinal sills converging at their ends, a truck including a side frame pivoted-intermediate its ends to the converging portions of said sills, and a hopper wall extending downwardly below the top of said side frame and adjacent to but beyond the inner end of the latter.

5. In a railway car, the combination of a cast steel underframe having integral end walls forming a hopper opening, the end walls of which opening are inclined and curved, end hopper sheets inclined and curved and connected to said end walls, corner posts, top reinforcing members on the upper edges of said end hopper sheets and connection plates secured to said posts and said members.

6. In a railway car, the combination of a cast steel underframe having walls forming a hopper opening, end and side hopper sheets secured to the edges of saidwalls, knee braces, corner posts, and side posts adjacent to said corner posts, said posts providing supports for ladder members, and ladder members attached to said posts.

7. In a railway car, an underframe, a hopper body, body corner posts, body posts spaced from said corner posts, hopper vertical side sheets terminating short of said latter-mentioned posts, ladder rungs secured to said posts with their hand gripped portions substantially flush with the said side sheets, the upper one of said ladder rungs being located adjacent to the top edge of the hopper body.

8. In a railway car, the combination of an underframe and hopper sheets, of corner posts, side'posts adjacent to said corner posts, ladder member secured to said posts, and top corner connection plates, saidplates being provided with hand openings opposite said ladder members.

9. In a railway car, the combination of an underframe having a centrally located hopper and sills converging at the ends of the hopper opening, downwardly opening doors for closing said hopper, and hopper parts extending below the horizontal plane of certain of the truck parts, and truck parts including side frames pivoted on said sills, wheels and axles, the inner extremities of said parts being adjacent to said hopper walls and nearest said hopper when the truck is in its normal position.

10. In a railway car, the combination of an underframe having a centrally located hopper and sills converging at the ends of the hopper opening, doors for closing said hopper, centrally arranged operating mechanism for said doors, and truckparts including truck side frames, wheels and axles, said truck side frames being pivotally connected tosaid sills at four points spaced from the longitudinal center line of the car whereby when the car is on a straight track the inner wheels and truck parts will be near the hopper and when the car is on a curved track the inner wheels and truck parts will move away from the hopper.

11. In a railway car, an underframe, a hopper body having a vertical side portion, body corner posts, body posts spaced from said corner posts, ladder rungs secured to said posts and located beyond the end of and substantially flush with said side por- 'tion of said hopper body, the upper one of said ladder rungs being located adjacent to the top edge of the hopper and lying in substantially the same vertical plane as other ladder rungs in the same ladder.

12. In ahopper car, the combination of an underframe including a dead block, superstructure corner posts, end posts located between said corner posts, a hopper end sheet, the middle upper portion of which is located between said end posts and is nearer to the end of the car than the side portions between said end posts and corner posts, and ladder members secured to said corner and the front of said dead block, the upper one of said ladder members being adjacent to the level of the top edge of said end sheet and in substantially the same vertical plane as other ladder members in the same roup. 13. In a railway car, the combination of an underframe and hopper sheets, of corner posts, end and side posts adjacent to said corner posts, ladder members secured tosaid posts and top corner connection plates, said plates being provided with clearance recesses adjacent to top ladder members.

14. In a railway car, the combination of an underframe and hopper sheets, of corner posts, end and side posts adjacent to said corner posts, ladder members secured to said posts, the upper ones of said ladder members being adjacent to the top edge of car and in substantially same vertical planes as other ladder members in same group, and top corner connection plates,-said plates bemg provided'with clearance recesses adjacent to top ladder members.

15. Ina railway car, an underframe includinglongitudinal sills along the sides of the hopper opening and converging be ond the ends of the hopper opening, a true including side frames pivoted intermediate their ends to the converging portions of said sills, a hopper end wall extending downwardly below the plane of the topsof said side frame and adjacent to the inner ends of the latter but between the same and the middle of the car, said wall being curved horizontally from each side adjacent to said side frames outwardly toward the end of the car, said side frames being pivoted intermediate their ends to said sills so that the inner ends of said side frames move away from the middle of the car when'said' side frames swing on their pivots, the radius of the side frame end movement being less than the radius of the hopper wall curvaure.

In testimony whereof I hereunto afiix my signature this 10th day of July, 1922.

WILLIAM SHEEHAN.

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