US1860539A - Car construction - Google Patents

Description

May 3l, 1932. vs. B. HAsELTlNE CAR CONSTRUCTION Filed Dec. 29. 1927 2 Sheets-Sheet l May 31, 1932. s. B. HAsELTlNE CAR CONSTRUCTION Filed Dec. 29. 1927 2 Sheets-Sheet 2 ww@ w.

Patented Mayv 31', 1932 "Unirse stares PATENT orrica STACYB. HASELTINEOF CHICAGO, IilLINors, essIGNoR To w. H MINEE INC., or

Y. CHICAGO, Innrrrols, YA Conronnrron or DELAWARE CAR CONSTRUCTION Application led December 29, 1927. Serial No. 243,288.

improvements in a continuous drawbar combined with shock absorbing means atoppositeends of the car operatedsimultaneously to provide a relatively long movementof the column with re'- spect to the car proper, to absorb the shocks without substantial elongation of the train of cars in fdraft, or shortening of same in buit'.

Another object ofthe invention is to provide in a railway car, mechanism of the char- "3 acter indicated,`including a column adapted shocks s1- means at the forces totransmit the draft and bufting multaneously to shock `absorbing opposite ends of the car, wherein Y are transmitted from vthe shock absorbing means to the bolsters of the car yunderframe.

,A more specific object of the-invention yis to provide inea car underframe structure,

fixed center sill members, a movable column member co-operating therewith, the column i niembeibeing continuous from end to endk Y of the car andadapted to receive buiiing and draft forces through drawbar elements suitably connectedto the opposite ends of the column, together with shock absorbing means co-operating.,withy the bolsters at opposite ends of the car and means for simultaneously actuating said shock absorbing means upon relative movement of the column member and center sills, whereby relatively great movement of the, parts is obtained substantially .equal to the combined permissible compression stroke of'all of said shock absorbing means. i

A Vfurther object ofthe invention is to provide a compression member independent of the car body structure for transmitting the forces to the shock absorbing mechanisms which co-operate with 'the body bolsters, thereby preventing buckling kor distortion of the'lcar body and underframe structure.

Another object of the invention is to prol vide in@ a mechanismof the character indicated, a drawbar element or coupler, together withyolre means, and means for connectingA the drawbar to the yoke', wherein means is provided for supporting' the coupler end of the drawbar shank for bracingthe same to prevent tilting or drooping thereof.

Other and further objects of the invention will more clearly appear from the description and claimshereinafter following: Y c

ln the `drawings forming a part-of this specification, Figure l is ay longitudinal, n

horizontal, sectional view of the forward end portion of a car underframe structure, partly broken away, illustrating my improvements in connection therewith. Figure 2 is a longitudinal, vertical, sectional View, corre spending substantially to the line 2-2 of Figure l. Figure 3 is a vertical, transverse,

` sectional view, Vcorresponding substantially to the line 8-3 ofFigure2. Figure 4 is a vertical, transverse, sectional View, corre'- sponding,substantially to the line 1 tof Figure'2. Figure 5 is av horizontal, longitudinal,'sectional view, on a reduced scale, Vshowing the underframe structurefrom end to end of the car, partly'broken away, illustrating my improvements in connection therewithin detail, as shown in Figuresl, 2, 3 and et. And Figure 6 is a horizontal sectional view of one end of acar underframe vstructureV illustrating a vdifferent embodiment of myinvention. l

Insaid drawings, 10-10 indicate the front and rear body bolsters of a railway car underframe. End `sill members l1 of the usual form are provided at the front and rear ends of the car underframe, theend sill members being united toside sill `members l2, which are 'also Vsecured to the body bolster 10;4 A plurality of cross-tie members 13 are employed as commonlyfused in railway cars, to brace Ythe side sills `and also servek as floor supports-` Reinforcing truss beams 14 arev preferably provided, as shown in Figure l, to brace the end sill and bolster construction, the truss members 14 extending diagonally from each bolster Vat a point adjacent rits connection with the central structure of Cil i broadly the car underframe outwardly to the corners of the same and being suitably secured to the holsters proper and the end and side sills. -15 designate the usual drawbars whichare employed at opposite ends of the underfran'ie construction.

My improved car construction comprises longitudinally disposed sill-like members A-r-i, which are fixed to the underframe structure; a column element B; friction shock absorbing Ymeans C-Cat each end of the car two yoke members D--D two key members F--F for securing the yokes to the drawbars; shock absorbing means G in the form of a spring co-operating with each yoke and drawbar; longitudinally disposed pressure transmitting members Hnl-l, extending from end to end of the car and serving as movable draft sills; two follower members K--K co-oliierating resp actively with the front and rear drawbars and yoke D; and the novel bolster and underframe construction as hereinafter' pointed out.

The holsters 10 at the opposite ends of the car are of the same design, each being made up of a plurality of members. Each bolster 1G comprises a top plate member 16, extending across the car; bottom plate members 17--17 extending inwardly from the side sills 12 and having their inner ends spaced apart, as most clearly shown in Fi @ure 3 front and rear diaphragm plate mem ers 18-18, connected to the top and bottom plates 16 and 17, and the side sill members 12. and having their inner ends spaced apart, as shown in Figure 3. The top and bottom plate members 16 and 17 are braced by transverse reinforcing members 19-19, having top and bottom horizontally disposed flanges suitably secured to the inner sides of the plates 16 and 17. Each bolster 10 is provided with a central casting 20, which is of the construction as most clearly illustrated in Figures 1, 2 and 3. The casting 2O comprises a main base portion, having laterally extending supporting brackets or shelf-like members 21 secured to the bottom sides of the plates 17 adjacent ythe inner ends thereof. The central portion of the base member of the casting or filler 2() is extended upwardly, as most clearly shown in Figure 3, thereby providing longitudinally disposed side abutment surfaces 22-22 on opposite sides thereof. rlransversely disposed an gle members 23-23 arer arranged at. the inner ends of the plates 17, each of the angl-e men'ibers 23 having the horizontal portion thereof forming a continuation of the adjacent plate 17. The vertically disposed port-ion of each angle member 23 abuts the vertical face 22 of the upward extension on thev casting 20. The central portion of the casting is also provided with opstanding spaced walls 24-24, joined by a transverse end wall 25. The

walls 24-24 and 25, together deline an abut-- ment member for the shock absorbing mechanism C, as hereinafter more clearly pointed out. As shown in Figures 1 and 2, the walls 24 of each bolster filler casting 20 are cut away at the outer ends thereof, as clearly illustrated in Figure 2. Each of the castin s 20 is also provided with the usual vertical y disposed center pin receiving openings 26. At the upper edges, the walls 24 are joined by a relatively narrow web 27, as clearly illustrated in Figure 2, which serves as a tie for the walls 24 and a support for the top plate 16 of the bolster. The end wall 25 of the abutment member projects upwardly beyond the top of the web 27, thereby affording an abutment against the inner edge of the top plate 16 of the bolster. Longitudinal sills A-A are in the form of angle beam members which extend longitudinally of the car from substantially one end to the other thereof, and are s cured at suitable intervals to the crossties 13, the top plates 16 of the holsters and the end sills 11. The vertical portions of the angle beams A are oined to the vertical portions ofthe angle members23 by means of heavy reinforcing plates 23, which have their opposite ends extending beyond the sides of the holsters 10. As will be evident, the angle beams A form, in effect, longitudinally disposed space-d center sills of the railway car underframe. As most clearly illustrated in Figures 1 and 3, the walls 24-24 of each of the castings 2() of the bolsters 10 are spaced such a distance from the plates 28 that the pressure transmitting members H will be accommodated therebetween for free longitudinal movement. Upon reference to Figures 1 and 2 of the drawings, it will be evident that the body bolster is of much greater width than is the usual practice, the same projecting for some distance beyond the front and rear sides of tbe truck bolster. This is forthe purpose of strengthening same to compensate for the cutting away of the body bolster to accommodate the passage therethrough of the members H. It will also be noted, upon reference to Figure 2, that the bottom portion of the body bolster is reinforced by longitudinally eXtendiu g spaced ribs at the front and rear thereof, the outer ribs being considerably deeper than the inner ribs. Inasmuch as the body bolster is of greater width than the truck bolster as h ereinbefore pointed out, there is sufficient room between the front and rear faces of the truck bolster and the outer ribs of the body vbolster to permit the necessary pivotal or swinging movementof the body and truck holsters with respect to each other, when the car is rounding a curved track. These ribs, together with the abutments 22 greatly reinforce the bolster against vertical load especially,- and add greatly to the, strength of the bolster. It is also pointed out that wear plates are interposed between lil() the bottom member of the casting 2O and the CIT longitudinal movable' members H, thereby preventing wear of the casting. It will 'be o vious that the wear plates may be readily replaced when they become damaged or worn.

Th'efmembersl-l are in the form of channel bars or beams ext-ending for substantially the entire length of the car. The channel'beams H are spaced apart, as shown, and are joined at opposite ends by tie plates 30-30 and 3l-3l. The tie plates 30 at each end of the car are disposed on top of the channel menibers and serve as cover plates therefor, being suitably secured to the'top and bottom flanges of the channel members. rlhe plates 3i at each end of the car are secured tothe flower ianges of the channel beams H and, snown most clearly in Figure 2, entend to the outer extremities of the members H. For a purpose hereinafter described, each plate 3l is made in several sections, the twoy outermost sections at each end being removably attached to the beams H. The outermost section is flanged upwardly at ei her side pastV the lower flange of the adjacent beam H, these flanges serving. the double purpose of retainer for the draft key F and a wear plate between the member H and the adjacent side walls` of the buffer casting.` The channel members H' are directly supported by the body bolster, and the outer ends thereof'are guided by the carry-irons 32 which are snpported from the underframe structurev in any well known manner. .Each ofthe carry irons 32 is provided with aowear plate 33, which serves as a direct supporting meansk for the bottom tie plate 31 at the same end of the car. Between the holsters 1G, the channel members Hy arealso united by top and bottom tie plates 34 and 35, two suchtie plates being yemployed adjacent each bolster andk additional similar top and bottom plates may be provided at spaced intervals therebetween, the bottom plates being removably attached for a purpose hereinafterdescribed. As mosJ clearly shown in Figure 2, the `tie plate k34 is secured to the topilanges ofthe channel members H,

while the tie plate 35 is securedto the bottom flanges thereof. The tie Vplates 30 and 3l, and '34 and 35 of eachvset have their outer ends normally spaced from the corresponding` bolster 10, so as to permit the required amount of relative longitudinal movement between the members H and the car underframe. Ad-

jacent the front and rear ends thereof, the

` equal to the width ofthe bolster center casting 20, and in the normal position of the parts have their front and rear ends in substantial alignment with the frontend rear sides of thecorrespondmg bolster center casting. As clearly illustrated in Figure 3, each h of the walls 2li of the casting 20 and the adjacent plate 28 of'each bolster l0 are spaced a.

sufficient distance apart to accommodate one of the stop castings 36, and the channel member H to which it is attached for free movement longitudinally therebetween. The stop castings 36 are secured yto the vertical webs ofthe channel members -H in any suitable manner, the same being herein shown as secured by rivets. The channel members' H are also provided with additional stop castings 37 at the extremities thereof, one set of said stop castings being clearly illustrated in detailin Figure 1. ,Asshowm the stop castings 3? are arranged in pairs and secured to the channel members H by-rivets. Each set of stop castings 37 is provided with a transverse key receiving opening 38 registering with similar key receiving openings 39 in the two. channel members. Rearwardly ofthe key receiving openings 38, the stop castings '37 are provided with'y aligned recesses 40,

adapted to accommodate a Vfollower plate K;

Thedrawbar 15 at each end of the car is secured to the yoke member D at the same end of the car by a transverse keyF extending through a! transverse opening in the yoke and having the opposite ends thereof accommodated within the openings or slots 38 and 39 of the stop castings 37 andthe channel members H. As shown, the yoke member D is provided with lforwardly extending side wallsy 4t2-42 throughv which the key passes, and a bottom wall i3 and top wall zll connecting the side walls 4t2. rlhe bottom wall 43 is substantially continuous with the main yoke portion of the member D and projects forwardly beyond the side walls e2, thereby providing an extension or shelf which directly supports the sha-nk of the drawbar 15.

Each yoke D is directlysupported upon the sectional lower tie plate-3l yat the corresponding ends of the channel members H,

and the tie plate 3l in turn issupported by f the wear plate 33 yon the carry iron' 32. The follower K and the spring element G are disposed within the yoke D. The follower K is held against relative movement with respect to the channel members H by the front and rearend walls of the openings or recesses 40. in the .stop Acastings 37. As most clearly shown in Figure l, there` is a slight clearance between the inner edge of the key F and the fend walls of the openings in the yokeside walls 42, and there is also a slight clearance between the follower K and the front wall of the openingin the yoke member proper. The slots or openings 38 and 39r of the stop east- Yings 37 and the channel members H are of greater length than the width of the key F, so that acertainamount of vrelative moveyment is permitted between thekey and these members when a drafttaction israpplied to the drawbar l5. y i

The friction shock absorbing mechanisms C, which are disposed at opposite ends of the underframe structure of the car, are ofthe usual design and therefore the structure thereof is not illustrated in detail. The type of shock absorbing mechanism .employed comprises the usual friction shell and friction shoes co-operating therewith, actuated by a. wedge member, the wedge member being shown as projecting outwardly of the shell and is designated by 44. As shown, the casing or shell of the shock absorbing mechanism at each end of the underframe structure has the end wall thereof normally bearing on the abutment of the bolster l0 at the same end of thecar and is adapted to co-operate with the stop castings 36 at that end of the car in the manner of the usual follower.

The column element B is directly interposed between the Wedge members 44 of the friction shock absorbing mechanisms at the opposite ends of the car. This column member B is adapted to directly transmitthe actuating force from one shock absorbing mechanism to the other. As most clearly illustrated in Figures l and 4, the column member B comprises two longitudinally disposed channel members 45-4-5, having the web portions thereof vertically7 disposed and securely tied together' and braced by additional channel members 47-47, the web portions of the latter members being horizontally disposed and arranged back to back, and the iiauges n ing members 48 at the opposite sides thereof,

the bracing members 4S having outwardly directed flanges 49 at the outer ends thereof and being further provided with vertically arranged corrugations 50 at spaced intervals, these corrugations serving to guide the member B and keep it properly centered between the channels of the member H. The front and rear ends of the column B are closed by abutment plates 51-51, which are secured to the flanges 49 of the reinforcing members 4F?, and are also .secured to angle plates 52 secured to the outer ends of the horizontally disposed channel members 47-47. It will be evident that a pressure transmitting column element is thus provided, of exceptionally great strength.

At each end the underframe of the car is provided with the usual striking casting 53, which is secured to the end sill construction in a well known manner. A horizontally disposed gusset plate 54 is also provided at each end of the car for reinforcing the end structure of the uuderframe, the plate 54 being secured to the end sill l1 and the center sill members A. Additional vertically disposed tlanged gusset plates 5555 are secured to the ends of the members A and the adjacent end sill l1 and striking casting 53, the lower flange of each plate 55, together with the casting 53 providing means for the attachment of the supporting plate 32.

From the preceding description, taken in connection with the drawings, it will be evident that l have provided a bolster construction which may be partly disassembled in order to facilitate the assembling of the movable members H, together with the shock absorbing mechanism C and column element B with the underframe structure, and the removal of these parts therefrom. In order to disassemble the parts, it is merely necessary to jack up. the body of the car relative to the trucks, detach the castings 2O from the bolsters 10 and the carrier plate 32 from the end sill structure and then remove the channel members H, together with the parts attached thereto, either by dropping the same vertically from between the center sills A, or endwise from the car. Couplers 15 and yokes D, with associated parts may be removed without disturbing the member H or bolster casting 20 by removing the plates 32 and thereafter detaching the plates 31 directly under the yokes D. The draft gear members C and the column member B may also be removed without disturbing the remaining car structure in a similar manner, simply by detaching the supporting plates 35 and other similar plates attached to the lower anges of the members H.

The operation of theV shock absorbing mechanism of my improved underframe construction, assuming a builing action being applied to the drawbar l5 at the left-hand end of Figure l, is as follows: The drawbar l5 will be forced inwardly and carry the channel members H therewith, due to the direct abutment of the drawbar on the fixed follower K. As the channel members H are carried to the right in Figure l, the stop castings 36 will force the friction shell of the shock absorbing mechanism C adjacent the bolster '10,to be carried inwardly also. Due to the action of the column element B, the shock absorbing mechanism C at the opposite end of the car will be compressed between same and its adjacent bolster' in unison with the shock absorbing mechanism first referred to. Movement of the second mentioned shock 'absorbing mechanism C, which is actuated -tweenthe bolster, will rbe subjected to tension only,l thus preventing buckling of the underframe structure. TWhen the actuating force has been reduced, the expansive action of the friction shock absorbing mechanisms C will restore the partsto their normal position.

Assuming la draft action as vbeing applied to the `drawbar 15 at the left-hand end of Figure 1, the initial action producedfby the outward movement of the drawbar 15 will be a compression of the spring resistance at that end ofr the car. The compression of the spring G will continue until` the` key F engages the front end walls'of the openings 38V and 39 of the stop castings 37 and the channel .members H. During the forward movement of the yoke D, the follower ,K will be held stationary with respect to the channel members H, thereby providing solid abutnient means for the spring G. vUpon the key F engaging the end walls of the slotsin the `stop castings and channel members, the channel members H will be `forced to move outwardly in unison with the drawbar 15. f During this action the stop castings 36 at'the op- Y posite end of the car will force the friction shock absorbing mechanism C at that-end of the car forwardly, compressin the same and compressing the other friction shock absorbing mechanism C against the abutment 25-of the bolster 10.L The pressure is transmitted yfrom the wedge i4 of one friction shock absorbing mechanism to the wedge le of the fthe normal position upon the actuating force other, by means of the column element B, as hereinbefore described. The compression of the friction shock absorbing mechanism C at the opposite ends of the car will continue either until the actuating force is reduced or further compressionk of the friction shock absorbing mechanism is prevented by the oppc-site ends of Lhe column element B coming into engagement with the ends of the friction f shells. All of the parts will be restored to being reduced bv theexpansive action ofthe spring resistance elements in the frictionA shock absorbing mechanisms Gand the ei;- pansive action of the springs G associated with the yokes D. Y

From the preceding description, taken inl connection with the drawings, it will be clear that the springs G servek as yielding means during the first partlof the draft action, to permit startingof the train of cars and also absorb relatively light shocks, while the friction shock absorbing mechanisms C are available to absorb the heavier shocks to which the mechanism is subjected.

Referring next to the embodiment of the invention illustrated in Figure 6, the same includes movable members lvl which correspond to the movable members H of theV enibodiment of the invention hereinbefore described. The members Mare arranged in the saine manner as the members-H and have stopcastings thereon which co-.operate with friction shock absorbing means disposed between the bolsters'actuated through the medium of an interposed column member, all thesev parts being similar. to those hereinhefore described in connection with the einbodiment illustrated in Figures 1 to 5 inclusive. Side stop castingsare securedto the inner faces of the members M in any ywell known manner, the same being preferably se cured by rivets. The castings are provided with front and rear outer stop shoulders 61-61 and front and rear inner stop shoulders 62462.` The drawbar is indicated by 63 and is connected to the yoke member 64 by Vmeans of a transverse key 65 forking in slots 66 in the castings 60. The parts 63, 6l and 65 correspond to the drawbar 15, the yoke D and rthe vkey'y F .hereinbefore f described. Front and rearfollower members 67 and 68 are disposed within the. yoke and co-operate with the stop shoulders of the castings 60. A coiled spring 69 is interposed between the followers. The arrangement as shown, is such that the front follower r6'? co-operates with the front outer stop shoulder 61 and the frontinner ystop shoulder 62, while the rear follower 68 en -operates with the rear outer stop shoulder 61, and the rear innerstop shoulder 62.y The arrangement is such as to provide compression of the spring 69 in .both buff and draft, so that the spring will be actuated before the members' M are moved with respect to the car body. f As will be evident, the spring shock absorbing mechanism just described serves as yieldingineans during the first part of both the draft and bufling acvtion, toperrnit starting of the train of cars, and also absorb relatively light shocks.

lWhile I have herein shown and described what I consider the Vpreferred manner of carrying out the invention, the same is mcrely illustrative, and I contemplate all changes vand modifications which come within the scope of the claims app ended hereto.

I claim:

1. In a railway car underframe, the combination with front and rear body holsters; of longitudinally disposed continuous pressure transmitting members movable `lengthwise of the car, said .pressure transmitting members extendingfrom end to end of the f tuating force from said pressure transmitting members through said shock absorbing means at both ends of the car to the bolster at one end only of the car in draft, and through the shock absorbing means at both ends of the car to the bolster at the other end only of the car in buff.

2. In a railway car underframe, the combination with body holsters at opposite ends of il the car; of longitudinally disposed continuous pressure transmitting members movable lengthwise of the ear with respect to the body holsters, said pressure transmitting members extending from end to end of the car underframe and beyond the holsters and receiving the buing and draft forces; shock absorbing means interposed between said holsters, said shock absorbing means being disposed at opposite ends of the car; abutment means on each of said holsters opposing outward movement of the shock absorbing means at the same end of the car; a column element interposed between said shock absorbing means; and means on said pressure transmitting members for actuating the shock absorbing means in both buff and draft.

3. In a railway car, the combination with front and rear body holsters; of longitudinally disposed continuous pressure transmitting members movable lengthwise of the car, said pressure transmitting members extending from end to end of the car underframe and receiving the buiiing and draft forces; drawbar means anchored to the opposite ends of said pressure transmittingv members and adapted to receive the bufling and draft forces; a shock absorbing element adjacent each bolster, said shock absorbing elements being interposed between said bolsters; and means for transmitting the actuating foroe from said pressure transmitting members through the shock absorbing elements to the bolster at one end of the car in draft and to the bolster at the other end of the car in buii. y

4. In a railway ear, the combination with front and rear body holsters; of longitudinally disposed continuous pressure transmitting sills, movable lengthwise of the car with respect to the body holsters; ydrawbar members vat opposite ends of said sills and having lost motion connection therewith; spring shock absorbing means opposing relative movement of the drawbar and sills during draft; shock absorbing means interposed between said holsters; and means for transmitting the actuating force from said sills to said shock absorbing means simultaneously, said means including a column element interposed between the shock absorbing means,

movement of said shock absorbing means beinrr resisted by engagement with one of the holsters in draft and by the other bolster in buff.

5. In a railway car, the combination with body holsters disposed at opposite ends of the car; of longitudinally extending draftsills fixed to the body holsters; longitudinally extending draft sills movable with respect to said fixed sills; drawbar members connected at opposite ends to said movable draft sills and adapted to receive buffing and draft shocks; friction shock absorbing mechanisms disposed adjacent each of said holsters; a. pressure transmitting column elelnent interposed between said friction shock absorbing mechanisms; and means for transmitting the actuating force directly from said movable sills to one of said friction shock absorbing 'mechanisms in draft and to the other of said frictionfshock absorbing mechanisms in buff.

(i. In a railway car, the combination with body holsters at opposite ends of the car; of longitudinally disposed fixed center sills secured to the body holsters; relatively movable, longitudinally disposed. pressure transmitting sills disposed between said center sills, said pressure transmitting sills receiving the actuating force in buff and in dra ft; abutment means on each of said holsters; a friction shock absorbing mechanism cri-operating with the abutment means of each bolster; a pressure transmitting column interposed between said friction shock absorbing mechanisms; and abutment means on the pressure transmitting sills adjacent the opposite ends thereof and adapted to respectively co-operate with said friction shock absorbing mechanisms.

7. In a railway car, the combination with body holsters at opposite ends thereof: of longitudinally disposed sills extending through said holsters and movable longitudinally of the car, said sills being adapted to receive the draft and boiling shocks: stop means adjacent the opposite ends of said sills; abutment means on each of' said holsters; a friction shock absorbing mechanism co-operating with abut-nient means of each bolster and the stops at the corresponding end of the sills; and a pressure transmitting column interposed between said friction shock absorbing mechanisms.

8. In a railway car, the combination with body holsters at opposite ends ofthe car: pressure transmitting members extending through said holsters; drawbar means attached to the opposite ends of said members: stop means on each bolster; shock absorbing means interposed between said stop means on the holsters, said shock absorbing means including separate shock absorbing elementsl cooperating with each holster; means for transmitting the actuating force from said members to each of said shock absorbing ele- .lio

lao

Lot the car in buil, said last nam-ec ments; and means ortransmitting the torce from one shock absorbing element to the other, whereby the force is transmitted through said shock absorbing means to the bolster at one end of car in draft and tothe bolster at the other end ofthecar in'butf.

9. In a railway car undertrame, the combination With front and rear body holsters; longitudinally disposed ymembers movable lengthwise ot the car and adapted to ref ive the ybuiling forces directly from the conat one end of the car; a longitudinally disposed column member independent of the body, shock absorbing means tiveen'said member and column, c being actuated-by said first named memb A" through gsaidfshoclr absorbing means; a friction shochabsorbing means'interposed betiveen said column member and the bolster atY the opposite end of the-car. Y

10. 'ln a railwa-ylcar, the col.,3in on v." body holsters at lopposite ends of the car; movable, drafty sill-s extending through said bolsters, lsaid draft'V sills being adapted to receive the buing' and dratt forces; shock ab sorbing means interposed between said holstersV including a shoclr absorbing mecl`anism adjacent each bolster and held afg; `n y movement in one dir ction by said bolster;

TOS?

'l column means for transimtting the actuating torce from said draft sills through said shock absorbing'means to the bols i at one end ot the car in dra-tt, and to the bolster at the other end means iii-- ,osed betr-reen g mechanisms; en d supcluding column'element int said shock absorhi porting Ymeans for said column element, said supporting means being disposer at the oppositie ends of column element.

i 11. In a railway car underframe, the combinationwith sill members movable longitudinally with respect to the undertrame structure; body holsters, said body holsters having openingstherethrough adapted to receive the sill members for sliding movement, said open e ing having removable bottom Walls to permit `Withdrawal of the sills; shock absorbing means disposed'betiveen said sills and copperating with the body holsters at the opposite ends of the car; ka pressure transmitting col-l umn element interposed between said shock absorbing mechanisms; tie plates connecting the bottom portions ot the sills and supporting lthe shock absorbing mechanisms andv pressure transmitting column, said tie plates being detachable to permit removal of the shock absorbing mechanismsv and columny memberg'yoke means at the opposite ends of said sills and having limited movement with respect thereto; yielding means `tor opposing relative movement of said yoke means and sills; a dravvbar connected to each ofsaidyole means; and tie plates at'the opposite ends ot said sills secured to the bottom thereof, and serving as supporting means for the yoke plerV Ang bemeans, said ylast named tie plates being Vdetachable to permit removal of the yoke means, drawbar and yieldingmeans, and parts cooperating therewith.

12. In car construction, the combination. with a car underframe including holsters; of

ply pressure in rbuil to the corresponding adf jacent shock absorbing device to actuate the same, the pressure being transmitted through the latter to said column andthrough the column to the other shock absorbing device..v

13. In a draft: rigging for railway cars, the combination with a car underframe structure including holsters at opposite ends ot the car.

and center sills lined to said holsters; of coupler means at opposite ends ot the car; shock absorbing means actuated'through said couplers in buff and floating means for transmitting theactuating force in buit from the coupler atone end ot the car through said shock absorbing means to the bolster at the other end only of the car. o

14. Ina railway draft rigging for railway cars, the combination with a car undertrame structureincluding stop members at opposite ends of the carjand center sills liXed to said stop members; of coupler means at opposite ends of the car, shock absorbing means actuated through said couplers; land floating means for transmitting the butling shocks Vtrom the couplerat either end ot the car through said shock absorbing means to the stop means at the opposite end only of the car.

15. In a draft rigging Jfor railway cars, the combination with fixed holsters at opposite ends ot the car and center sills fixed thereto; ot a. coupler at one ond of the car; shock absorbing means actuated by said couplerin buit; and means for transmitting the actuating torce in butt from said coupler through the shock absorbing means to the bolster at the opposite end only oit the car, said means including a longitudinally disposed iioating column element interposed betiveensaidbolsters. i

18. ln, carconstruction, the combination with body holsters at opposite ends ot the car; ot a coupler at each end ot the car; and means fortransmitting buftiug shocks received by the coupler at each end ot the car to the bolster at the opposite end ofthe car, said means including cushioning means and al cooperating iloating column element disposed between said holsters.

17. n car construction, the combination with body holsters at opposite ends of the car; of a coupler at cach end ot the car g 'and means for transmitting boiling shocks from cach coupler to the bolster at the other end bf the car, said means including a cushioning member inwardly of each bolster and a floating column interposed between said cushioning members.

18. In car construction, the combination with body holsters at opposite ends of the car; of a coupler at each end of the car; means for transmitting bufiing shocks from the coupler at each end of the car to the bolster at the opposite end of the car, including a floating column member and cushioning means, said column member being located and terminating between said bolster-s.

19. In a railway draft rigging, the combination with an underframe structure including bolsters at opposite ends of the car; of coupler means at opposite ends of the car; and means actuated through inward movement of either coupler for transmitting the actuating force in buff from the coupler at one end of the car to the bolster at the opposite end of the car, said means including pressure-transmitting means and cooperating shock absorbing means, said pressure-transmitting means including a floating column element disposed between said holsters.

20. In car construct-ion, the combination with the underframe structure vof the car including body holsters at opposite ends of the same; cfa coupler at each end of the car; a floating cushioning means between said holsters, including a shock absorbing device on the inner side of each bolster and a floating column interposed between said devices, each shock absorbing device being held against outward movement by the corresponding bolster; and pressure transmitting means movable with respect to said holsters for transmitting bufling forces from each coupler to said floatingr cushioning means.

21. In a railway draft rigging, the combination with center sills and holsters at opposite ends of the car rigid with said sills; of a cushioning device adjacent the inner side of the bolster at one end of the car; a floating column load-transmitting element between said cushioning device and the bolster at the other end of the car; a coupler at each end of the car; and means for transmitting bufling shocks from the coupler at said last named end of the car to the corresponding end of the floating column element to force the latter toward the bolster at the other end of the car and compress the shock absorbing device at that end of the car against said bolster,

22. In a railway draft rigging, the combination with center sills and holsters at opposite ends of the car rigid with said sills; of a cushioning device adjacent the inner side of one of said holsters; a floating column load-transmitting element between said cushioning device and the. other bolster; a coupler at each end of the car; and means operatively connected to the coupler at the end of the car at which the last named bolster is located for transmitting bufling shocks to the corresponding end of said floating column element.

23. In a railway draft rigging, the combination with center sills and holsters at opposite ends of the car rigid with said sills; of a cushioning device adjacent the inner side of the bolster at one end of the car; a floating column load-transmitting element between said cushioning device and the bolster at the other end of the car; a coupler at each end of the car; and means operatively connected to said coupler at said last named end of the car for transmitting bufling shocks to the corresponding end of said column element and draft shocks to the cushioning device at the other end of said columnelement.

24. In a railway draft rigging, the combination with center sills and holsters at opposite ends of the car rigid with said sills; of means for resist-ing shocks, including a cushioning device adjacent the inner side of each bolster, and a floating column loadtransmitting element between said cushioning devices; a coupler at each end of the car; and means for transmitting bufling shocks from each coupler to the corresponding end of said means for resisting shocks, said means including a shock absorbing device cooperating with the coupler.

25. In a railway draft rigging, the combination with center sills and holsters at opposite ends of the car rigid with said sills; of means for opposing shocks including a cushioning device adjacent the inner side of each bolster, and a floating column loadtransmitting element between said cushioning devices; a coupler at each end of the car; and means for transmitting bufling and draft shocks from each coupler to said means for opposing shocks including a shock absorbing device cooperating with said coupler, said shock absorbing device being operated in both buff and draft.

26. In car construction, the combination with an underframe including spaced bolsters and center sills extending therebetween and rigidly connected thereto; of a cushioning system interposed between the holsters and located between the center sills said system including a shock absorbing device adjacent each bolster anda floating column element longitudinally interposed between said shock absorbing devices; a coupler at each end of the car; and means operatively associated with each coupler for actuating said cushioning system.

In witness that I claim the foregoing I have hereunto subscribed my name this 23rd day of December, 1927.

STACY B. HASELTINE.

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