US3195476A - Railway car cushioning assembly - Google Patents

Description

y 1965 w. R. SHAVER 3,195,476

RAILWAY GAR CUSHIONING ASSEMBLY Filed May 15, 1963 5 Sheets-Sheet 1 INVENTOR. WILLIAM R. SHAVER July 20, 1965 w. R. SHAVER RAILWAY CAR GUSHIONING ASSEMBLY 5 Sheets-Sheet 2 Filed May 15, 1963 a Q v m V/ ////////fl7 M%//// M7////////AZ//////// WW/A J// [l1 x J m 1 m rk \w l w $7 3/ L g} L; 1 1r INVENTOR. WILLIAM R. SHAVER BY an ,fi/w/ndwai 0924005 dings.

W. R. SHAVER RAILWAY CAR CUSHIONING ASSEMBLY July 20, 1965 5 Sheets-Sheet 3 Filed May 15, 1963 3 m Ev mm m mm mu INVENTOR WILLIAM R. SHAVER July 20, 1965 w. R. SHAVER 5 RAILWAY CAR CUSHIONING ASSEMBLY Filed May 15. 1963 5 Sheets-Sheet 4 INVENTOR WILLIAM R. SHAVER ,Jemma/aw (Em/0y ATTYS y 1965 w. R. SHAVER 3,195,476

RAILWAY CAR CUSHIONING ASSEMBLY Filed'May 15, 1965 5 Sheets-Sheet 5 INVENTOR. WILLIAM R. SHAVER United States Patent 3,195,476 RAILWAY CAR CUSHIQNING ASdEMBLY Wiliiam R. Shaver, Hammond, Ind, assignor to Puliman incorporated, Chicago, 11]., a corporation of Delaware Filed h iay 15, 1963, Ser. No. 280,522 2 Claims, (Cl. 1ll5392.5)

This invention relates to the area of railway car construction concerned with preventing damage to lading carried by a railway car, and more particularly to a new and improved raiiway car shock dissipating cushioning assembly.

As it is known to those skilled in the art, railway cars have been designed and constructed to furnish lading protection by providing the underframe or coupler supporting means of the car as a structurally separate unit from the lading support means of the car. The lading support means is adapted, usually by some form of anti-friction means, for reciprocal longitudinal movement relative to the underirame, and suitable cushion means are provided for controlling this relative movement between the lading support means and the undertrarne or coupler supporting means. This type of railway car construction is normally embodied in two forms. In one form, couplers are secured at opposite ends of a longitudinally continuous sliding sill, which sill is adapted for relative reciprocatory movement with respect to the lading support means of the car, which lading support means may be of box car or of flat car design. In the second form of railway car construction, the couplers are secured to the car underfrarne in the conventional manner, but the lading support means is in the form of a longitudinally extending rack or separate container and adapted for relative reciprocal movement on the underframe, which underframe is usually of fiat car or skeleton-type construction.

In both forms of railway car construction mentioned above, upon impact to the couplers in draft or buff, the coupler supporting means are movable relative to the lading support means for a limited distance as determined by suitable cushion means. Such cushion means is preferably of the hydraulic type as disclosed and claimed in [1.8. Patent 3,003,436 to Peterson, and includes two coaxial longitudinally extending elements adapted for controlled relative movement with respect to each other. This cushion device, which is normally disposed in a cushion pocket interposed between the coupler supporting means or underframe and the lading support means, functions so that upon impact in buff or draft the cushion device contracts along its length of travel in either direction opposing the direction of the impact force to absorb a portion of the ener y of impact whereby the energy transmitted to the lading supported by the lading support means is controlled to protect the latter and the lading carried thereby from damage.

The cushion pocket assembly or structure containing the cushion device conventionally includes longitudinally spaced-apart stops which are fixed to the lading support means and are adapted for engagement with respective opposite ends of the cushion device. Similar longitudinally spaced-apart stops, which may hereinafter be termed abutment members for the sake of clarity, are attached to the structurally separate coupler supporting means or underframe and are adapted for engagement with respec tive opposite ends of the cushion device. The stops and abutment members are arranged with respect to the cushion device so that upon impact to the coupler supporting means or underframe, the abutment members fixed there on are operative to compress the cushion device in the direction of the force of impact against the stops secured to the lading supporting structure. During this impact the inertia of the lading support means and the inertia of the lading carried thereby is effective to maintain the lading support means substantially stationary. Accordingly, the cushion device is compressed between one of the abutment members secured to the coupler supporting means and one of the stops secured to the lading support means. After the cushion device has been compressed r'or absorbing the energy of impact, the same is extended or returned to its neutral position by resilient means. Such a resilient means conventionally include a helical spring encircling the cushion device with opposite ends of the springs suitably secured to respective opposite ends of the cushion device. After impact the spring acts to return the cushion device to its extended or neutral position and thereby returns the lading support means to its normal or neutral position with respect to the underframe by virtue of the engagement of the various stops and abutment members with opposite ends of the cushion device.

It will be realized that the resilient means operatively associated with the cushion device must be of considerable size as the resilient means must develop a force of sufiicient magnitude for returning the lading support means (and the lading carried thereby) to its normal or neutral position with respect to the underframe or coupler supporting means of a railway car. Further, such resilient means must be of considerable size to accommodate the length of travel of the cushion device as the latter contracts as a result of an impact in buff or draft. As set forth in the above referred to Peterson patent, cushion travel in the area of 20 to 40 inches is necessary to reduce the forces applied to the lading to a sufficient degree for achieving desired lading protection. In a preferred arrangement a resilient device of the type mentioned above may be constructed for moving railway car lading support means and lading carried thereby approximately 30 inches.

As mentioned above, one form of such resilient means includes a helical spring encircling the cushion device with opposite ends of the spring being suitably secured to respective opposite ends of the cushion device. This form of resilient device has proved to be satisfactory when used in railway cars wherein the mass of the structurally separate lading support means and lading carried thereby is not too great. However, in many instances of cushioned railway car construction, especially when the railway car underframe is of extended length having lading supporting ieans extending for substantially the full length of the underirame, it is desirable to provide such a resilient device as a unit separate from the cushion device. This is desirable because of the ditiiculty of providing a single resilient device in a practical size and with such strength that it can return lading and support means therefor of substantial mass to neutral position with respect to an underframe. More specifically, it is desirable to provide resilent means in the form of a pair of separate helical spring devices disposed one on each side of the cushion device.

It is the principal object of the present invention to provide a cushioning assembly for a railway car of the type including coupler supporting means and relatively movable lading support means, wherein the cushioning a assembly includes new and'im'proved means for restoring a hydraulic cushion device and the lading support means to neutral position. I

It is another object of the present invention to prov de a cushioning assembly for a railway car of the type 111- cluding coupler supporting means and relatively movable lading support means, wherein the cushioning assembly guide means associated with the prings, fo :P

bucklingof the latter.

It is still another object of the present invention to provide a cushioning assembly of the type described' wherein each of the resilient devices acts to assist in maintaining the relatively movable elements of the cushion device in co-axial relationship in addition to restoring'tlie latter to neutral position.

It is yet another object of the present 1nvention to provide a cushio ning assembly having special utility in a railway car of i the type including coupler. supporting means and relatively movable lading support means, wherein the coupler supporting means or underframe is of extended length and wherein the lading supportmeans or container extends for substantially the full length of the underframe.

These and other objects and advantages of the invention will'become apparent from the following specification wherein like numerals refer to similar. parts throughout. 7

" In the drawings: I

FIG. 1 is an exploded perspective view of a railway car adapted to have one embodiment of the cushioning assembly of this invention operatively associated therewith;

FIG. 1a is a diagrammatic side elevation of the car of FIG. 1 in assembled condition;

FIG. 2 is an enlarged cross-sectional view taken along line 22 of FIG. 1;

FIG. 3 is an enlarged transverse section of the upper portion of the underframe and the rack assembly of the container of the railway carillustrating cooperative func tioning of stops and abutment members forming a part of the raclc and underframe, respectively; I I I FIG. 4 is an enlarged fragmentary plan view of a portion of the floor of the railway car container showing a removable cover section covering the cushioning assemfloor portion showing the cushioning assembly of this invention in neutral position as viewed through the floor of the container with the cover section of FIG. 4 removed therefrom; i I

FIG. 7 is aview similar to FIG. 6 showing the cushion 4 r assembly of this invention is adapted to be interposed between the coupler supporting means and relatively movable lading support means of a railway car. The cushioning assembly includes a pair of resilient devices mounted one on each side of ahydraulic cushion device, which cushion device includes two co-axial relatively movable elements extending longitudinally of the railway car. Each resilient device extends longitudinally of the car in parallel spaced-apart relation from the cushion device, and each resilient device has opposite ends thereof in transverse alignment with respective opposite ends of the cushion device, f r I I As is known to those skilled in the'art, a single continuous helical spring of substantial length is impractical to manufacture because of the excessive taper which results from the taperedmandrel on which the spring is formed. Taperin'g of the" mandrel is necessary to effect spring removal. Further, helical springs of substantial length have a great .tendencyto buckle when subjected to'comp'ression'forces and therefore require rather cornplex confining means to preventsuchbuckling. Because of these'reasons, each resilient device of the cushioning assembly of this invention includes a plurality of relatively short length helical springs mounted in tandem relation.

Guide means are provided for maintaining the springs of'each resilient device in oo-axial relationship and for preventing buckling of the individual springs. The guide means of each resilient device extends co-axial withthe'helical springs and oppositeends of each guide means are in transverse alignment with respective opposite ends of the cushion device. The cushion assembly further includes a pair. of transversely extending end members which are provided at respetcive opposite ends of the cushion assembly. Each end' member is rigidly secured to one end of the cushion device and to the corresponding endsof both resilient devices. The container of the railway car is provided with first and second depending stops adapted forengagement with respective transversely extending end members of the cushion assembly. The underframe is provided with first and second longitudinally spaced-apart upstanding abutment member's adapted for engagement with respective transversely extending end members of the cushioning assembly. When the container of th e car is in its normal or neutral position withrespect to the car underframe, all

stops and all abutment members are in engagement with respective transversely extending end members on the cush on assembly. Also the hydraulic cushion device is in neutral position when the container is in its neutral position with respect to the, car underframe. Whenthe underframe is moved longitudinally relative to the container or lading support means, as by an impact in buff or draft applied to one of the couplers at the ends of the ing assembly of this invention in its contracted or comof the abutment members forming a part of the underframe of the railway car of FIG. 1. V

' iifr efly fand by way of introduction the cushioning underframe', one abutment member secured to the underframe moves the corresponding end member at one end of the cushionassembly relative to the container actuatingthe hydraulic cushion device and'compressing both iresil'ient devices. The transversely extending end memher at the other end of the cushioning assembly is prevented from movingby its engagement from the stops of the container, which container remains substantially stationary when an'impact is received by the car underframe by reason of its own inertia and the inertia of the lading carried by the container. After'the impact shock has been largely dissipated by the cushion device and any residualiunderf'rarng .momentum has been controllably transferred to the container,the'resilient devices acting in unison return the cushion device and simultaneously re- 'sible in the cushion turnthe container to its'neutral position. As mentioned above, the resilient devices of the cushion assembly of this invention ,utilize relatively small diameter helical springs thereby occupying as little'vertical space as pospocket between the container and underframe defined by the longitudinally spacedeapart stops and abutment members. As will become. apparent from the'following specification, the construction of the of the container. hereinbelow, the cushioning assembly of this invention cushioning assembly has the important feature of aiding in maintaining the hydraulic cushion device in proper axial alignment within the cushion pocket.

Now referring to the drawings and more particularly to FIG. 1, a railway car adapted to have the cushion assembly of this invention operatively associated therewith will be seen to include a skeleton-type underframe It), a container 11 and a cushioned rack assembly 12, which rack preferably forms a part of the container. The railway car illustrated in FIG. 1 is of extended length, e.g., in the area of 80 feet, and the container extends for substantially the entire length of the underframe. Underframe It} includes a longitudinally continuous center sill structure 13 of fishbelly design supported at opposite end portions by conventional wheel trucks 14. Opposite ends of sill 13 have suitably mounted therein projecting couplers 15. Associated with ends of the sill are transversely extending end sill platforms 16, which platforms are for use by operating personnel, and mounting of brake operating equipment, etc. Sill 13 includes a plurality of longitudinally spaced apart outrigger members 17 arranged in outwardly projecting paired relation along opposite sides of the sill. Each outrigger 17 has mounted thereon a pair of spaced roller assemblies 18 which are aligned transversely of the underframe to support container 1i and rack assembly 12 forming a part of the former on the underfrarne for relative longitudinal movement between the container and underframe. Center sill T13 also includes separate, longitudinally spaced-apart, upstanding abutment members 19 and 2%, which abutment members operatively engage respective opposite ends of the cushioning assembly. The operation of the underframe abutment members will be referred to in greater detail hereinbelow.

Rack assembly 12 includes a pair of parallel, longitudinally extending, rail members 22 in the form of I- beams or the like, which rail members are interconnected at points along the lengths thereof by end angle members 22 and by intermediate transverse angle members 23, 24,

and 26. The cushioning assembly of this invention, generally designated 28, is adapted to be mounted between underframe when the rack assembly is operatively positioned on the underframe in supported relation on the longitudinally aligned inboard roller assemblies 18 of Outriggers 17. The rack assembly actually constitutes a fixed part of the floor portion of container 11; in FIG. 1 the rack assembly is illustrated as separated from the container for better understanding of the operational mounting of the container on the underframe.

Container 11 may be of any suitable construction, but is preferably of the construction disclosed in the Black et al. application, Serial No. 257,384. Container 11 includes a floor portion 39 (FIG. 1a) supported longitudinally thereof by a pair of I-beams 31 (FIG. 2) located adjacent opposite side margins of the floor portion, which beams are adapted to be received on longitudinally aligned outboard roller assembly 18 of the Outriggers of the underframe. As mentioned above, rack assembly 12 including beams 21 forms a part of floor portion 30 intermediate beams 31 and extends longitudinally thereof.

In this manner beams 21 and 31 are received on roller assemblies 18 thereby mounting container 11 on underframe for relative movement therebetween in response to operational forces received from impacts in buif or draft. Adequate space is provided at opposite ends of the underframe to accommodate this relative movement As will be explained in greater detail operates to control relative movement between the container and underframe for substantially reducing forces applied to lading carried by the container for preventing damage to the lading.

FIG. 4 illustrates a central portion of floor 3t) of the container as including a removable cover section 33 permitting access to the cushion assembly, which cushioning assembly is best illustrated in plan view in FIGS. 6 and 7. Floor portion it) is preferably formed from transversely extending channel sections 34 of known type of nailable floor construction. FIG. 5 illustrates in cross-section a known type of floor construction which is disclosed in US. Patent No. 2,910,016. Channel sections 34 are inverted and supported by intermediate angle members 35 extending longitudinally of the channels. The floor portion may include a bottom cover plate 36 extending continuously thereof between the various elements of the nailable floor construction and the supporting top flanges of beams 21 and 31. Channel sections 34 are shaped along adjacent side margins thereof to provide tortuous slot-like recesses 37 in which lading attaching nails may be driven and retained. Adjacent channels 34 are fixed relative to one another by spot Welds 38 which are spaced apart along recesses 37.

Cover 33 includes a plurality of channel sections con forming to the surrounding nailable floor construction and being merely interrupted from adjacent channel sections 34 in defining the separated margins of the cover section. The margins of floor portion 30 along opposite ends of the opening receiving cover section 33 are defined by channels 39 supported on bottom cover plate 36. Channel sections 34 forming a part of cover section 33 are supported on a bottom cover plate 40, which bottom cover plate is attached to the cover section by a plurality of brackets 41 and fasteners 42. Opposite end channels 34 of cover section 33 include outwardly projecting attachment portions 43 which overlap the top surface of adjacent channels. Removable fasteners 44 secure cover section 33 to the floor portion of container 10. Removal of fasteners 44 permits ready separation and removal of the cover section thereby permitting access to cushioning assembly 28 which is located directly beneath the cover receiving opening in floor portion 30 as illustrated in FIGS. 6 and 7.

Now referring to FIGS. 6 and 7, the cushioning assembly 23 of this invention will be seen to include a longitudinally extending cushion device 45 for controlling the amount of impact energy transmitted to the container and the lading supported therein. The cushion device is of the type which, upon impact in bulf or draft, is longitudinally retractable or collapsible in either direction from an expanded position to a fully contracted position. During this contraction the cushion device provides a resisting force opposing the impact force to absorb a portion of the energy of the latter. The cushion device may be of the friction, rubber or fluid pressure type or a combination of such types. Preferably, the cushion is of the hydraulic type as disclosed in the above mentioned Peterson patent. This type of hydraulic cushion device has substantially constant force travel closure characteristics and is fabricated to provide a cushion travel stroke between 20 to 40 inches, with a preferable stroke of 30 inches.

Briefly, cushion device 45, which of itself forms no part of the present invention, is laterally positioned on the underframe so that the longitudinal central axis of the cushion device is symmetrical with respect to a vertical plane containing the longitudinal center line of the underframe. The cushion device includes a cylinder 46 having a piston 47 reciprocal therein, which piston has a tubular piston rod 48 secured thereto. A flexible tubular boot or invaginating tube 49 is connected between the tubular piston rod and a cylinder head 50, which cylinder head is fixed in the cylinder and is centrally bored for freely receiving the tubular piston rod and for providing an annular space between the bore in the cylinder head and the piston rod. This annular space allows communication between the interior of cylinder 46 and the space defined by the inside of boot 49 and the outside surface of the piston rod." Cylinder 46 is closed at one end thereof by a closure plate 52, and tubular piston rod 48 is closed at one end thereof bya circular closure'plate 53. A high pressure chamber '54 is defined between piston 47 and closure plate 52, and a low pressure chamber 55'is' defined between piston 47'and cylinder head 50, which low pressure chamber is in communication with the interior of 8 for freely receiving rod 61 to provide sliding movement of the intermediate spring guide on the'rodr Each intermediate spring guide includes'a transverselydisposedring piston rod'48 by means of a plurality of ports 56formed I in the end of the piston rod adjacent the piston;

Cylinder 46 and piston rod 48 are adapted to be comance to impact forces applied at either of closureplates 52 or 53 is controlled by a metering pin 58, which pin has one end thereof secured to closure plate 52 and has the other end thereof adapted to extend freely through a central bore in piston 47. The metering pin is designed to restrict the flow of hydraulic fluid through the bore in piston 47 in 'a controlled manner to impart substantially constant'force closure travel characteristics to the cushion device. This is accomplished by providing metering pin 58 with a plurality of axially extending tapered flutes. (not shown) so that' upon relative movement ofjthe piston,

with respect :to 'the metering pin forv each increment of 'travel the fluiddn high pressure chamber 54 serves to 25 provide a substantially constant impact resisting force.

In operation, upon the application of an impactforce to either closure plate 52 or 53, telescoping relative movement between cylinder .46 and piston 48 results thereby causing movement of piston 47 within the cylinder. Movement of piston 47 inwardly in cylinder 46 displaces the hydraulic fluid in chamber 54 through the bore in the piston and then through ports 56 into low pressure chamber 55; Hydraulic fluid in'low pressure chamber 55- flowsithrough the annular space'between the aperture in .cylinder heads 50 and the outside of the piston-rod for filling tubularboiot49. 'l During contraction of the cushion .device,'the pressure in the high pressure chamberismain --taine d substantially constant during each increment of travel'of the piston .along the metering pin because of the fluted construction of the latter. The flow of fluid '10 pletely filled with a suitable hydraulic fluid. The resist- '73 secured to the exterior thereof intermediatezthe length of the cylindrical shell; I

Helical 'springs 7s are interposed between the intermediate spring guides. and the .end guides, respectively.

'Helical spring 75 disposed between the'inter-mediate :Spring guides is adapted to have opposite ends thereof 'in respective abuttingengagement with sidespof rings .73.

The portions-of spring guides 63 inwardly of rings 73. are

adapted to be snugly received within respective ends-the associated spring 75 for preventing buckling of the latter. Each helical spring 75 disposed between one .of the end Spring guides andoneof the intermediate spring guides is adapted to have its opposite ends in respective abutting engagement with shoulder 67 and one side of :ring' 73.,

and the portions of these spring guides between shoulder by reason of the associated spring guide means.

It will be apparent that sliding movement of the spring guide members on rod 61 guide and prevent-the helical springs from buckling duringcomp-ression of the springs. All springs 75 are of: identical construction, .and all springs have substantially the same load exhibiting properties. Springs 75 serve to position the intermediate spring guides axially on rods .61. As noted in FIG. 7, respective cylindrical shells of the spring guide members are axially dimensioned so as-to provide a clearance space between adjacent ends of the guides whenthe cushioning assem- -into the low pressure chamber creates a'turbulence which is operative todissipate some of the impact energy-in the form of heat. The cushion device is shown in'. its fully :contracted position in FIG.'7. FIG. 6 shows the cushion :device in 'its'fully extended or neutral position.

Cushioning assembly 28 is primarily directed 'toa pair of resilient devices spaced one oneach side of -the hydraulic cushion device for restoring the latter and the lading 'supportmeans of the railwaycar to neutral-posi tion. As both resilient devices are of identical construction, it will suflice to describe only one device in detail herein.

bly is in its fully contracted or compressed position. The

close spacing of theispring guides When the resilient ,de-

'vices are'compressed provides increased support against buckling of the springs.

Resilient device 60 includes alongitudinally extending rod 61,which rod is laterallyspaced from and parallel to the longitudinal central axis of the cushion device.

plurality of separate, longitudinally spaced-apart, relatively movable, spring guides'are provided for freeslidin'g movement 'on rod 61. fIn-the-embodiment of the cusln ioning assembly shown for purposes of illustrationia pair.

of end springl guides 62 and apair'of intermediate spring guides 63 are provided. 'B-oth end guides are ofidentical construction, and eaeh end guide includes'a cylindrical shell 64 having a circular end plate 65 at one endthereof and a circular end plate 66 at the other endthereof (FIGS. 9 and 1( The end platescontain'respective' aligned centralapertures providing for free sliding movement-ofthe end guides on rod 61, and end platel65 is -of a diameter somewhat'larger than the" outside diameter of 'shell' 6.4 for providing an outwardly extending annular shoulder 67'ori each end guide.

Bothiintermediate spring guides 63 are of identical const ruction and similar to the end; spring guides."v Each intermediate spring guide includes ajcylindrical shell hav- A pair'of transverselyextending, longitudinally spacedapart end members 79 and 80; define respective opposite ends of the cushioning assembly. Each end member is I .of identical construction; accordingly; it will suffice to describe only one end member in detail.

As best'seen inFIG. 8, transversely extending end member 79 includes parallel, vertically spaced-apart, upper and lower .b- ar members 81 and 82, respectively. Bars 81 and 82 extend in horizontal planes, and-the bars are symmetrical with respect to a horizontal plane containing the longitudinal central axis of hydraulic cushion device 45. The bars of both transversely extending end .members are rigidly secured to the closure plates at respectiveo-pposite ends of the cushion device, and the bars 'of ibothend'members are-also rigidly secured'to respec- -tive opposite ends of both resilientdevices.

i In FIG. 8, bars 81, SZa-re secured, as by welding, to closure plate '53'of the" cushiondevice and-to end plates 65 .of end springguides62 of the resilient idevices." Pairs of v vertically extending spaced-apart gusset plates 83'extend between bars 81 and 82 and are secured to the latter. The

plates 83 of each pair of. gusset plates are spaced-apart adjacent the ends of the :bars for accommodating an end of rod 61. As will be explained hereinbelow, en-d memibers 79 and :80 move relatively to rods 61 dlll'ing contractionof the cushioning assembly. Pairs 'of' bumper -ingend plates 7'1'and' 72 at-respective opposite ends thereio Eudrlates 71 an 72 I1 PI $PF V al nedibn s blocks 85, which may be considered as apart .of end member 7, are secured'to the outside face-of closure plate 53 and to the outside fa'ces of both end plates 65. Preferably;each bumper block 85 is symmetrical with respect to the horizontal plane containing the longitudina l center line of the cushion device. The outer faces of underframe.

9 the bumper blocks are co-planar in a vertical plane containing the outer side edges of bars 31 and 32. Further, blocks 85 are spaced along the length of structural member 79 in a pattern symmetrical with respect to a vertical plane containing the longitudinal'central axis of cushion device 4-5.

Bars 81 and 82 are provided with respective aligned apertures 86 between each pair of plates 83 for receiving vertical pins (not shown), which pins are adapted to be received in bores 87 in the ends of rods 61 (PEG. 6). These pins hold the entire cushioning assembly together and permit it to be handled and installed in a railway car as a unitary structure. The pins are removed after end members 79 and 80 are in engagement with associated stops and abutment members.

FIG. 3 is typical of one of the stops depending from the container and the associated upstanding abutment member secured to the underframe. FIG. 3 illustrates abutment member 19 and the container stop which in cludes transversely extending rack member 24. It will be understood that identical construction will be found on abutment member 29 and transversely extending rack member 25. Abutment member 19, includes a base 88 secured to a top plate 89 of the longitudinally continuous center sill 13 of the car underframe. A plurality of longitudinally extending, parallel, spaced-apart abutment blocks 90 are supported by base 33. Transversely extending member 24 of the rack assembly includes a plurality of spaced-apart pairs of depending stop blocks 91. Each pair of stop blocks 1 is adapted to co-act with an abutment block 90 for operative engagement with a pair of bumper blocks 85, and each pair of stop blocks 91 is spaced-apart transversely of the railway car a distance greater than the width of the associated abutment block 9%). Abutment blocks 90 as well as stop blocks 91 are arranged along respective base 89 and member 24 for being symmetrical with respect to a vertical plane con- 'taining the longitudinal center line of the underframe. The inner end faces of the abutment blocks are flush with the inner side of base 88. Likewise, the outer end faces of stop blocks 91 are flush with the outside surface of the upstanding leg of transversely extending member 24. When container 11 is in its neutral or normal position with respect to underframe 16, the inner end faces of the abutment blocks are co-planar with the outer end faces of the associated stop blocks. When the container is in the position just mentioned, the inner end face of each abutment block is in engagement with portions of one of a pair of bumper :blocks 85. Also, with the container in its neutral position the outer faces of each pair of stop blocks are in respective engagement with one of a pair of bumper blocks 85, as best viewed in FIG. 3.

It will be apparent that when underframe 1d is moved relative to container 11, as to the right as viewed in FIGS. 1, 6 and 7, from an impact force applied to the underframe in buff or draft, abutment blocks 90 of abutment member 19 will move transversely extending end member 79 relative to the container by reason of engagement of the inner end faces of these abutment blocks with the bumper blocks. During this movement of the underframe, bumper blocks 85 associated with end member 79 are separated from stop blocks 91 secured to rack member 24 as the latter member is a part of the container which remains substantially stationary during at least the first part of the relative movement of the There is no tendency of remember 79 to be disaligned during this movement by virtue of the symmetrical arrangement of the abutment blocks with respect to vertical and horizontal planes containing the longitudinal central axis of the cushion device. Movement of end member 79 relative to the container results in simultaneous contraction of the hydraulic cushion device and compression of both resilient devices as end member 89 remains at least substantially stationary by virtue of its engagement with the depending it stop blocks 91 secured to transversely extending rack member As the impact shock is being dissipated by hydraulic cushion device 45, both resilient devices are uniformly compressed along the lengths thereof as illustrated in FIG. 7. As mentioned above, all helical spring members have substantially the same load exhibiting properties. Accordingly, during compression of both resilient devices the intermediate spring guide members remain evenly spaced between opposite ends of the cushioning assembly. It will be noted that the end guide members of the resilient devices aid in maintaining the corresponding transversely extending end member at right angles to the longitudinal central axis of the cushion device by virtue of the sliding engagement of the end guides on rods 61. It will be recalled that the end spring guides are rigidly secured to the corresponding transversely eX- tending end member. This action of the end spring guides aids in maintaining the tubular piston rod 48 of the cushion device in axial alignment within cylinder 46 for proper operation of the hydraulic cushion device. It will be realized that when the cushion assembly is in the position illustrated in FIG. 7, the ends of rods 61 normally disposed within end member now extend outwardly of member 30 as the rods are carried with the underframe during movement of the latter. In effect, both rods at are longitudinally positioned with respect to the underframe by outboard abutment blocks secured to longitudinally spaced-apart abutment members 19 and 20. As mentioned above, transversely extending end members 79 and 80 are constructed to allow the ends of rods 61 to pass freely through the end members. After the impact shock applied to the underframe has been dissipated by the hydraulic cushion device, both resilient devices act in unison for restoring the cushion device to neutral position thereby returning the container to its neutral position with respect to the underframe.

It should be apparent that cushioning assembly of this invention, which includes the cushion device, the pair of resilient devices and the transversely extending end members, acts as a unitary assembly in controlling relative longitudinal movement between coupler supporting means and relatively movable lading support means of a railway car. The pair of resilient devices, which includes the rods, the spring guides and the helical springs, maintains the end members of the cushioning assembly in parallel relation and at right angles to the longitudinal central axis of the cushion device at all times by reason of the rigid engagement between opposite ends of the resilient devices with respective end members. The braced and aligned end members of the assembly engage respective opposite ends of the hydraulic cushion device for contraction and expansion of the latter Without any tendency of disaligning the hydraulic cushion cylinder and piston rod. The cushioning assembly of this invention provides a pair of unique resilient devices adapted to co-act operatively with a hydraulic cushion device. The

resilient devices are adapted to be compressed when the cushion device is contracted, and the resilient devices are adapted to expand for returning the cushion device to neutral position and for returning a container to its neutral position with respect to its associated relatively movable underframe. The resilient devices are provided in pairs disposed one on each side of the cushion device: accordingly, .as two resilient devices are provided the springs of each resilient device may be made of a smaller diameter and still provide a total restoring force of all springs for retaining a container to its neutral position. As the springs of each resilient device may be made of a smaller diameter because two resilient devices are used, the resilient devices are readily adaptable for easy mounting between an underframe and floor portion of a container where space considerations are critical. Further, it will be noted that the resilient devices of the cushion assembly of this invention utilize a plurality of separate helical springs disposed in tandem relation other ofthezlatter.v

spirit and scope of the appended claims.

it than a single continuous helical'spring. As mentioned above, it is rather diificult to .manufacutre a single. helical spring of substantial length. Normally,helical springs are formed on amandrel which has a slight taper." Tapering'of the mandrelprovides for'easy separation of the completed spring from'theimandrel. However, if a spring of great length is to be formed, the mandrel therefore must be of a corresponding length uniformly tapered along the length thereof resulting in a completed spring having an unacceptable amount of taper. Further, as is known to those skilled in'the art, a. single. helical spring of substantial lengthh-as a great tendency to buckle. The

i2 verselyaligned with respective opposite ends of the cushion device, a plurality ofhelicalsprings disposed in tandem relation co-axially with saidjrod, each of which springs has its opposite, ends in telescoping engagement with portions ofv a pair of said guides, respectively, with opposite ends of each spring engaging respective shoulders of the guides; a pair'of transversely extending end membersv rigidlyflsecured to'respective opposite ends of the cushion deviceand rigidlysecured to the guides trans versely aligned withthe ends of'the cushion device, respectively, each of saidend members beingsymmetrical with respect toa horizontal plane containing the longitudinal central axis ofthe cushion device and each of said end members being adapted to provide openings at opposite ends thereof for freely receiving saidv rods, respectively, upon relative movement between the member and the rods each of said end members having end spring guides coaxial with said rods and receivable within the end of the immediately adjacent spring to maintain the same in axial, alignedforce loading relation, first and second, longitudinally spaced-apart, transversely aligned stop means 7 securedito'said lading support means and engageable with along with contraction of the hydraulic cushion device.

-In' other words, the spring guide means provide increas-. ing support against buckling as the resilient devices are compressed. The end spring guide members of theresilientdevices not only act' to prevent the associatedhelical springs from buckling, but theend spring guide members by virtue of their rigid connection with the associated transversely extending end member assist innraintaining the relatively" movable elements of the hydraulic cushion device in co axi'al alignment to insurepr'oper functioning V :As mentioned above,

stantial restoring force to return it to itsineutral positionon the underframe after the latter has received an impact force in buff or draft. The cushioning assembly ofthis invention, by including two separate resilient devices comprising a plurality of helical springs, ,easily develops a sufficient force for returning a loaded container of'substantial length tov its neutral position with respect to" an underfram'e. It will be realized of course'that the cushcars of the type described regardless of their lengths.

While the invention has beenshown in but one formit will be obvious to those skilled in the art that it is not to 'b'e' so limited, but on the contrary it is susceptible of various changes and modifications without departing from the I claim: p 1. In a railway car of the type characterized by an underfra'me and lading support means adapted for reciprocal longitudinal movement relative to the'underframe, a cushioning arrangement 'for controlling relativelongi- 'tudinal' movement'between the lading support means and underframe in responseto operationalshocksin buff or draft comprisingz la longitudinally extending hydraulic cushion device including two co-axial relatively movable elements symmetrically disposed with respectjto a vertical plane containing the longitudinal center line of the underthe' cushioning assembly of. this 7 invention has special utility when usedina railway car of the type having an underframe of. extended lengthwith ioning assembly of this invention will find utility in railway said end members, respectively, and first and second, longitudinally spaced-apart,transversely aligned abutment means secured to said underframe and engageable with said end members, respectively, each of said stop means and each of said abutment means being symmetrical with respect to said verticalplane. 1

2. A railway car including an underframe of extended length and a container adapted forreciprocal longitudinal movement relative ,to the underframe, which container extends' for substantially the entire length of .the underframe, a cushioning arrangement. for controlled .relative longitudinal movement betweenthe. container and under: frame in responseto operational shocks in buff or draft comprising; first and second, longitudinally spaced-apart, transversely aligned stop means-depending from said con- .tainer, first and second, longitudinally spaced-apart, transversely aligned abutment means extending'verticall'y upwardly from said'underframe, said stop means'and said abutment means each-being symmetrical with respect to a vertical plane containing the longitudinal center line of said underframe, said first and second stop means and said first and secondabutment meansbeing positioned for being respectively aligned in a pair of transverse planes when said container is in 'alongitudinal neutral position with respect to said underframe; a pair of transversely extending end members interposed between and engage- -able with said first and second stop' means and said first and second abutment means, respectively, each of said end members being adapted to provide openings at opposite ends thereof, the openings in one of said members 7 being axially aligned with respect to the openings in the other of said end members; .a'longitudinally extending hydraulic cushion device including two co-axial relatively movable elements symmetrically disposed with respect to said vertical plane and having opposite ends secured to said end members, respectively; a'pair of resilient devices equally spaced one on each side of said vertical plane for restoring the cushioning device and thereby the con- 'tainertoneut'ral position, each of said resilient devices including; a rod paralleLwith the central longitudinal axis of the cushion device and beingin alignment with aligned frame, a. pair of resilient devices equally spaced-one on each side of said plane for restoring the cushion device to neutral position, each of said resilient devices including;

a rod parallel with the central longitudinal axis 'of the cushion device, which rod has its ends disposed generally abeam respective opposite ends of the cushion device, a

drical guides co-axi'al with said rod and freely slidable plurality of separate,longitudinally spaced-apart, cylinopenings in said end members, respectively, whichrod has itsends lying in said transverse planes, respectively, when said lading support means is in said neutralposition, a plurality of separate, longitudinally. spaced-apart,

cylindrical guides co-axial with said rod and freely slidable thereon,.two of said guides being disposed adjacent the, ends of said rod and secured-to said end'members in coaxial relation thereto, a plurality. of helical springs disposed in tandem relation co-axially withsaid rod, each 'ofwhich springs has its opposite ends in telescoping engagement with portionsof a pair of said guides, respectively;r,whe reby relative longitudinal movement between said underframe and said container in one direction results in relative movement between one of said end members and the container for simultaneously actuating said cushion device and compressing said resilient devices, and whereby relative longitudinal movement between said underframe and said container in an opposite direction results in relative movement between the other of said end members and the container for simultaneously actuating said cushion device and compressing said resilient devices.

1 4 References Cited by the Examiner UNITED STATES PATENTS 2,033,035 3/36 Koons 267-1 2,944,681 7/ 60 Blake 213-43 3,003,436 10/61 Peterson 213-8 ARTHUR L. LA POINT, Primary Examiner.

LEO QUACKENBUSH, MILTON BUCHLER,

Examiners.

Claims (1)

1. IN A RAILWAY CAR OF THE TYPE CHARACTERIZED BY AN UNDERFRAME AND LADING SUPPORT MEANS ADAPTED FOR RECIPROCAL LONGITUDINAL MOVEMENT RELATIVE TO THE UNDERFRAME, A CUSHIONING ARRANGEMENT FOR CONTROLLING RELATIVE LONGITUDINAL MOVEMENT BETWEEN THE LADING SUPPORT MEANS AND UNDERFRAME IN RESPONSE TO OPERATIONAL SHOCKS IN BUFF OR DRAFT COMPRISING: A LONGITUDINALLY EXTENDING HYDRAULIC CUSHION DEVICE INCLUDING TWO CO-AXIAL RELATIVELY MOVABLE ELEMENTS SYMMETRICALLY DISPOSED WITH RESPECT TO A VERTICAL PLANE CONTAINING THE LONGITUDINAL CENTER LINE OF THE UNDERFRAME, A PAIR OF RESILIENT DEVICES EQUALLY SPACED ONE ON EACH SIDE OF SAID PLANE FOR RESTORING THE CUSHION DEVICE TO NEUTRAL POSITION, EACH OF SAID RESILIENT DEVICES INCLUDING; A ROD PARALLEL WITH THE CENTRAL LONGITUDINAL AXIS OF THE CUSHION DEVICE, WHICH ROD HAS ITS ENDS DISPOSED GENERALLY ABEAM RESPECTIVE OPPOSITE ENDS OF THE CUSHION DEVICE, A PLURALITY OF SEPARATE, LONGITUDINALLY SPACED-APART, CYLINDRICAL GUIDES CO-AXIAL WITH SAID ROD AND FREELY SLIDABLE THEREON, EACH OF SAID GUIDES INCLUDING AN OUTWARDLY EXTENDING ANNULAR SHOULDER, TWO OF SAID GUIDES BEING TRANSVERSELY ALIGNED WITH RESPECTIVE OPPOSITE ENDS OF THE CUSHION DEVICE, A PLURALITY OF HELICAL SPRINGS DISPOSED IN TANDEM RELATION CO-AXIALLY WITH SAID ROD, EACH OF WHICH SPRINGS HAS ITS OPPOSITE ENDS IN TELESCOPING ENGAGEMENT WITH PORTIONS OF A PAIR OF SAID GUIDES, RESPECTIVELY, WITH OPPOSITE ENDS OF EACH SPRING ENGAGING RESPECTIVE SHOULDERS

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