US1955858A - Railway draft rigging - Google Patents

Description

April 24, 1934.

J. F. OICONNOR RAILWAY DRAFT RIGGING Filed Aug. 14, 1930 MSN .w mm

Patented Apr. 24, 1934 This invention relates to improvements in railway draft riggings.

STATES ATNT 1,955,858 nArLWAY DRAFT RIGGING .iohn F. UConnor, Chicago, Ill., assigner te W. H.

Miner, Ine., Ghicago, Ill., a corporation of Delaware 'Application August 14, 1930, Serial No. 475,200

18 Claims.

, shock absorbing capacity is obtained by simulianeous actuation of shock absorbing means at opposite ends of the car, through buff and draft forces applied to the beams at one end of the car, yielding cushioning means reacting between the beams at opposite ends of the car to transmit the actuating force from one set of beams to the other and further augmenting the shock absorbing capacity of the entire draft rigging.

Another object of the invention is to provide a draft rigging for railway cars including independent longitudinally disposed movable beam members at opposite ends of the car adapted to receive bumng and draft shocks, each having cushioning means associated therewith reacting between the same and the underframe structure of the car proper to absorb bufiing and draft shocks, and means cooperating with the cushioning means of said independent beams for transmitting bufng shocks received by one set of said beams through the cushioning means thereof to the cushioning means of theother movable beam members.y

end oi the car opposing relative movement of the beams and car proper in both buff and draft,

cushioning means cooperating respectively with the movable beam members at opposite ends of the car adapted to be compressed in draft through the ac'ion of the movable beams at the corresponding end of the car, and means for transmitting both buning and draft shocks from the beams at one end of the car through the cooperating cushioning means to the cushioning means associated with the beams at the opposite end of the car. n

A still further object of the vinvention is to of the car being movable toward and away from the pair of beams at the other end of the car; coupler means connected to each pair of movable beams to actuate the same in both buff and draft; shock absorbing means opposing relative movement of each pair of movable beams with respect to the fixed sills in both buff and draft, the shock absorbing means of each pair of beams including a cushioning element reacting between the same and the iXed-sills and actuated through the cushioning element of the other pair of beams, in both buif and draft.

A more specific object of the invention is to provide a draft rigging for railway cars having spaced, Xed draft sills extending lengthwise of the car and cooperating body and truck bolsters at each end or" the car, including a pair of spaced movable beam members at each end of the car extending lengthwise and disposed between the xed sills; a coupler at each end of the car connected to the corresponding pair and movable beams to actuate the same in both buff and draft, shock absorbing means opposing movement of each pair of movable beams withrespect to the fixed sills; a pair of followers cooperating with each shock absorbingy means and between which the same is compressed, said followers Vbeing connected to the fixed sills and movable beams by keys, each held against movement in one direction by the fixed sills and movable in a reverse direction with the corresponding movable beams; pressure-tra-nsmitting, column-acting means for transmitting the force from a shock absorbing means associated with one of said pairs of movable beams to a shock absorbing means of the other Vpair of movable beams in buff; and additional lost motion connecting means for transmitting draft shocks from one of said pairs of movable beams to the shock absorbing means of the other pair of beams.

Other objects of the invention will more clear- -ly appear from the description and claims hereinafter following Y in the drawing 'forming a part of this specification, Figures l and 2 are horizontal longitudinal sectional views through the underframe structure of a railway car, illustrating my improvements in connection therewith, Figure 2 being a continuation of Figure 1 and showing the structure at the other end of the car. Figure 3 is a longitudinal, vertical sectional view corresponding substantially to the line 3--3 of Figure l, said View showing the improved mechanism at one end of the car. And Figures 4, 5 and 6 are vertical, transverse sectional views corresponding respectively to the lines 4-4, 5-5 and 6 6 of Figure 1.

In said drawing, 10-10 designate channel shaped spaced draft sills of the underframe structure of a railway car, having the usual bolsters 12-12 associated therewith. The end sills of the car are indicated by 13-13 and have the usual striking castings 14-14 secured thereto, each striking casting including a carry iron member 15 by which the movable parts of the draft rigging are supported.

In carrying out my invention, I provide a filler block 16 at each bolster, the same having the usual center bearing member associated therewith and also provided with the usual center pin receiving opening. The filler block 16 of each bolster is secured thereto in the usual manner but has the opposite side walls 17-17 thereof spaced from the inner faces of the channel shaped draft sills 10, as most clearly illustrated in Figure 4. At the top and bottom, the side portions of the filler casting are cut away as indicated at 18-18, for a purpose hereinafter pointed out.

A pair of spaced, movable beams 19-19 is arranged at each end of the car between the channel shaped draft sills thereof. As shown, the movable beams are also of channel shape cross section, having the top and bottom flanges thereof projecting inwardly. These anges are accommodated by the cut away portions 18-18 at vthe top and bottom sides of the filler castings 16.

As shown most clearly in Figures 1, 2 and 3, the movable beams 19 are of such a length that they normally project a slight distance outwardly beyond the striking castings 14 at the opposite ends of the car. The inner ends of the two pairs of movable beams 19 are spaced apart as clearly shown in Figure 1, the spacing between the adjacent inner ends of these beams being preferably as great as the permissible compression stroke of the draft rigging.

At each end of the car the draft sills 10 are provided with cheek plates 20-20 having alined key receiving openings 21-21, 22-22 and 28-23. As shown, the cheek plates are secured to the outer sides of the draft sills and the key receiving'openings of said plates are reinforced by flanges, the flanges being disposed in suitable openings provided in the draft sills 10. Inwardly of each body bolster 12 the sills 10 are provided with additional cheek plates 24-24 secured to the outer sides thereof, the cheek plates 24 having alined key-receiving openings 25 and 26 reinforced by flanges which are seated in suitable openings provided in sills 10. As shown in Figures 1 and 2, the cheek plates 20 and 24 preferably also have the key-receiving openings thereof reinforced by flanges on the outer sides. Each pair of movable beams 19 is provided with a pair of cheek plates 27-27 on the inner sides thereof, having transversely alined key-receiving openings 28-28, 29-29 and 30-30. The cheek plates 27 are relatively thick and have the keyreceiving openings thereof reinforced by outwardly projecting flanges which are seated in suitable openings provided in the movable beams 19. As most clearly shown in Figures 1 and 2, the key-receiving openings 28 of the beams 19 are shorter than the openings 29 and 30 thereof.

The usual coupler 31 is provided at each end of the car and is secured to the corresponding movable beams 19 by a coupler key 32 extending through the shank of the coupler and having its opposite ends fixed in the openings 28--28 of the movable beams. As shown, the key 32 of each coupler is of such a length as to have the opposite ends thereof working in the key openings 21-21 of the sills 10, the openings 21 being of such a. length as to permit both inward and outward movement of the key and the attached coupler lengthwise of the car. As shown by the dotted lines in Figures l. and 2, the key-receiving openings of the coupler Shanks are of slightly greater length than the width of the coupler key, thereby allowing a certain amount of relative movement between the couplers and the keys.

inwardly of the bolsters, the beams 19 are provided with two pairs of alined key-receiving openings 35-35 and 36-36, the openings 35 being of substantially the same length as the key-receiving openings 25 of the sills 10 and the openings 36 being somewhat shorter than the key-receiving openings 26 of said sills 10.

As shown in the drawing, a shock absorbing means A is disposed between each pair of movable beams in front of the bolster 12 and a second shock absorbing means designated by B is interposed between said pair of movable beams rearwardly of the bolster l2. In the present instance, the shock absorbing means A is in the form of a helical spring, having inner and outer followers 37-37 cooperating therewith, the followers 3'7 being in the form of blocks and being connected to the movable beams and fixed sills by transverse keys 38-38, extending through the blocks and working in the slots of the beams and sills. The outer follower 37 is normally in abutment with the inner end of the corresponding coupler shank and the key thereof is normally in engagement with the front end walls of the slots 22 and 29 of the draft sills l0 and movable beams 19, respectively. The key 38 of the inner follower is normally in engagement with the inner end walls of the slots 23 and 30 of the sills 10 and beams 19, respectively. Each follower 37 is also preferably provided with a centering boss on the inner side thereof engaging within the coils of the spring to hold the same in longitudinal alinement.

The shock absorbing means B is also in the form of a coil spring and is interposed between inner and router transverse keys similarto the keys 38 hereinbefore described, these keys being also designated by 38. The outer key 38 normally engages the outer ends of the slots 25 and 35 of the Xed sills 10 and the movable beams 19, respectively. The inner key 38 normally engages the rear end walls of the slots 36 of the movable beams 19 and has the rear edge thereof spaced a predetermined distance from the rear end walls of the slots 26 of the draft sills li). A pressuretransmitting thimble 39 is interposed between the outer end of the spring B of each pair of movable beams 19 and the outer key 38. As shown, the thimble 39 is provided with an annular flange 49 at the inner end thereof for a purpose hereinafter pointed out. A thimble 41 is interposed between the inner end of each spring B and the corresponding inner key 38, the thimble 41 corresponding in size to the thimble 39 and having an annular flange 42 at the inner end thereof. Y

Pressure-transmitting column means is interposed between the anges of the thimbles 41-41 associated with the shock absorbing springs B-B of the two pairs of" movable sills, said pressure-transmitting column means comprising a pair of castings 43-43 which together form a hollow cylinder-like member. The side wall portions of the castings 43 are slotted as indicated at 44 to accommodate the two keys 38 at the inner ends of the shock absorbing mechanisms B, for longitudinal movement. The flanges 42 of the thimbles 41 bear directly on the opposite ends of the castings 43, whereby inward movement of either of the thimbles 41 effects outward movement of the other thimble.

Connecting yoke-acting means is provided, which cooperates with thimbles y39--39 of the two shock absorbing springs B-B and has a lost motion connection with the two pairs of movable beams 19, for transmitting draft shocks from either pair of beams to the shock absorbing spring B associated with the other pair of beams. This yoke-acting means comprises a pair of side members in the form of castings 45-45, the castings being of curved cross section, disposed at opposite sides of the rigging and embracing the thimbles 41-41 and also the castings 43-43. Each casting 45 has arc-shaped inwardly projecting flanges 144 at opposite ends thereof overhanging and having shouldered engagement with the flanges 40-40 of the thimbles 39-39 of the two springs B-B. Each casting 45 is further provided with outstanding, relatively heavy lugs 145-145 at opposite ends thereof, engaging within rectangular openings 135-135 in the beams 19--19, the openings 135 forming enlarged continuations of the slots 35. As most clearly shown in Figure 1, in the normal position of the parts there is an appreciable amount of clearance between the lugs 145-145 and the inner end walls of the openings 135-135. As will be evident, when either pair of beams 19-19 is pulled cutwardly in draft, the clearance between the corresponding lug 145 and the inner end wall of the cooperating opening 135 will be taken up during the rst part of the draft action. After this clearance has been taken up, the castings 45-45 will be pulled outwardly with the corresponding beams 19-19, therebyactuating the thimble 39 of the other pair of sills through the shouldered engagement of the flanges 144-144 ofY said castings 45-45 and the flanges 40 of the thimble.

The movable beams 19 of each pair are supported inwardly of the body bolsters 12 by saddle plates 46-46 fixed to the bottom anges of the draft sills 10.

In assembling my improved railway draft rigging, the springs A and B are disposed between the beams 19 and the follower plates'in position with the keys therethrough, the castings 43 and 45 being placed in position before the movable beams are applied. The parts thus assembled with the movable beams and the couplers 31 attached by the keys 32 are supported in thev proper horizontal position and the sills 10 and bolsters 12, end sills 13 and strilnng castings 14 are then applied and the parts fixed together.

The operation of my improved railway draft rigging, assuming that an inward or bufling force is applied to the coupler 31 at one end of the car, is as follows: The coupler will Ybe forced inwardly, thereby carrying the movable beams 19 at the corresponding end of the Vcar inwardly also. During the inward movement of these beams the key 38 of the outer followerof the shock absorbing mechanism A will be Vcarried inwardly, thereby forcing the outer follower 37 inwardly and compressing the spring resistance between the same and the inner follower 37, which is held stationary by engagement of its key 38 with the inner end Walls of the slots 23 of the sills 10. The outer thimble 39 of the shock absorbing mechanism B will also be carried inwardly by the key 38 thereof which is"in engagement with the outel` end walls of theslots 35 of the movable beams 19. During the inward movement of this follower, the spring of the shock absorbing mechanism B will be compressed between the thimble 39 and the thimble 41 of the shock absorbing mechanism B of the corresponding pair of movable beams 19. The pressure will be transmitted from the thimble 41 of this mechanism to the column means 43 and from the latter to the thimble 41 of the shock absorbing mechanism B'associated with the other pair of movable beams 19. inasmuch as the thimble 39 of the last named shock absorbing mechanism is held stationary by the cooperating key 38, both of the springs of the shock absorbing mechanisms B will be compressed. Compression of the shock absorbing mechanism A at the end of the car receiving the buinng force and the two shock absorbing mechanisms B-B will be limited by the key 38 of the shock absorbing mechanism A engaging the inner end walls of the slots 22 of the sills 10 and the key 38 of the outer follower of the shock absorbing mechanism B associated with the beams 19 which receive the buffing shock, being limited by engagement with the inner end wall of the slots 25 of said sills 10.

When a bumng force is applied to both ends of the car simultaneously, the shock absorbing mechanisms A at both ends of the car will be compressed in the manner hereinbefore described and each of the shock absorbing mechanisms B will be compressed against the opposite ends of the pressure-transmitting column 43, the latter remaining substantially stationary during such action.

Assuming an outward or draft movement of the coupler at one end of the car, the beams 19 at the corresponding end will be pulled outwardly therewith, thereby compressing the shock absorbing mechanism A at that end of the car between the followers 37, the outer follower being held stationary by the key 38 thereof, which engages the outer end walls of the slots 22 of the sills 10. Inasmuch as the inner key 38 of the shock absorbing mechanism B, associated with the beams 19 referred to, is in engagement with the end walls of the slots 36, the thimble 41 will be pulled forwardly, thereby compressing the spring resistance of the shock absorbing mechanism B against the thimble 39, which is held stationary by the outer key 38 offsaid shock absorbing mechanism. InasmuchV as the two pairs of movable beams 19 at opposite ends of the car are independent, and clearance is provided between the f' lugs 145, the casting 45`and the inner end walls of the beam openings 135, the castings 45 will not be actuated during the first part of the draft action. VAftera predetermined draft movement and partial compression of the shock absorb- D Vlng means B, of the beams which are beingmoved,

the clearance will be taken-up and the casting moved outwardly in unison with these beams thereby compressing the shock absorbing means B of the other beams by movement of the thimble Q 1 39 at the outer end thereof toward the cooperating thimble 41 which abuts the adjacent key 38. Movement of the last named key is yieldingly resisted by the shock absorbing means A associated with the last named beams 19'-19, said key 38 engaging the inner end walls of the slots 36 of these beams and thereby pulling the beams inwardly, inward movement of the beams effecting inward movement of the outer key 38 of the shock absorbing means at the corresponding end of the oar and compressing the spring A against the inner' follower which is held stationary. In case a draft or pulling action is applied to both couplers at opposite ends of the car, the shock absorbing mechanisms A and B, associated with each pair of movable beams 19, will be compressed independently.

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

I claim:

l. In a draft rigging for railway cars, the combination with a pair of movable beams at each end of the car, each beam including a vertically disposed web and top and bottom flanges; of shock absorbing means opposing movement of each pair of movable beams with respect to the car proper; column means against which a shock absorbing means of one pair of movable beams is compressed during buff for transmitting compression force to a shock absorbing means of the other pair of movable beams, and means having a lost motion connection with both pairs of beams for transmitting draft forces from either pair of beams to the last named shock absorbing means of the other pair of beams.

2. In a draft rigging for railway cars, the combination with a pair of movable beams at each end of the car, each beam comprising a vertical web having top and bottom anges; shock absorbing means opposing relative movement of each pair of movable beams and the body of the car; cushioning means inwardly of the shock absorbing means of each pair of movable beams also opposing movement of the same with respect to the car body; pressure-transmitting means movable with respect to both pairs of beams, interposed between the cushioning means of said two pairs of movable beams, for effecting compression of said cushioning means of both pairs of beams upon relative movement of said pairs of beams toward each other lengthwise of the car; and means anchored to said pairs of movable beams, actuated in draft, for transmitting the draft force from one pair of movable beams to the other pair, through the medium of the cushioning means of the last named beams, and effecting compression of said cushioning means.

3. In a draft rigging for railway cars provided with longitudinally disposed, spaced xed draft sills, the combination with a pair of movable beams at each end of the car., each beam including top and bottom flanges connected by a vertical web; of means yieldingly opposing movement of each pair of movable beams with respect to the fixed sills, including a cushioning means; inner and outer follower means cooperating with said cushioning means of each pair of movable beams and adapted to be actuated thereby; stop means on the fixed sills cooperating with said follower means; pressure-transmitting column means interposed between the inner follower means of said cushioning means of the two pairs of movable beams, and means for transmitting draft forces from either pair of movable beams to the cushioning means of the other pair of beams.

4. In a draft rigging for railway cars provided with longitudinally disposed spaced xed sills, the combination with a pair of movable beams at each end of the car, each of said beams including top and bottom flanges connected by a vertical web; means yieldingly opposing movement of each pair of beams with respect to the fixed sills including a cushioning means; inner and outer followers cooperating with said cushioning means; stop means on said xed sills cooperating with said followers, said followers being actuated by the movable beams; pressure-transmitting column means interposed between the cushioning means of said two pairs of movable beams; and connecting means for transmitting draft forces from either pair of movable beams to the cushioning means of the other pair of movable beams.

5. In a draft rigging for railway cars having longitudinally extending xed draft sills, the combination with a pair of movable beams at each end of the car, each beam including top. and bottom members connected by a vertical web; of means for yieldingly opposing relative movement of each pair of movable beams with respect to the fixed sills; means yieldingly opposing relative approach of the pairs of beams lengthwise of the car, including a cushioning means associated with each pair of beams and pressuretransmitting column means interposed between the cushioning means of said two pairs of beams; and means having a lost motion connection with said two pairs of beams for transmitting draft forces from one pair of beams to the cushioning means of the other pair of beams to compress said cushioning means against said pressuretransmitting column means.

6. In a draft rigging for railway cars, the combination with a pair of movable beams at each end of the car, each beam including top and bottom flanges connected by a vertical web; of means for yieldingly opposing movement of each pair of movable beams with respect to the car, including shock absorbing means; column means for transmitting the actuating force from the shock absorbing means of one of said pairs of beams to the shock absorbing means of the other pair of beams; and means actuated in draft with either pair of beams for compressing the shock absorbing means of the other pair of beams against said column means.

7. In a draft rigging for railway cars, the combination with fixed, longitudinally extending draft sills; of a pair of movable beams at each end of the car; means yieldingly opposing movement of each pair of beams with respect tothe draft sills, including shock absorbing means; inner and outer followers cooperating with each shock absorbing means, each follower having a key connection with the fixed sills and movable beams, each of said keys being held against movement in one direction by the fixed sills and being moved in a reverse direction-by the corresponding pair of movable beams, additional shock absorbing means cooperating with each pair of movable beams, each of said additional shock l absorbing means having inner and outer follower means cooperating therewith, said outer follower means of each being held against outward movement by the fixed sills and being moved inwardly with the movable beams, said inner follower means being movable outwardly with the corresponding pair of' beams; means interposed between said inner followers for transmitting the actuating force from one to the other; and connecting means having 1 shouldered engagement with both pairs of movable beams and with the outer follower means of bothv of said additional shock absorbing means for transmitting the pulling force from either pair of movable beams to the outer follower means of said additional shock absorbing means of the other pair of -movable beams to move said follower means inwardly.

8. In a draft rigging for railway cars, the combination with a pair of movable beams at each end of the car, each beam comprising a vertical web and top and bottom flanges; of shock absorbing means opposing movement of each pair o-f movable beams with respect to the car proper; and means against which a shock absorbing means of one pair of movable beams is-compressed for transmitting compression force to a shock absorbing means of the other pair of movable beams.

9. In a draft rigging for railway cars, the combination with a pair of movable beams at each end of the car; of shock absorbing means opposing relative movement of each pair of movable beams and the body of the car; cushioning means inwardly of the shock absorbing means of each pair of movable beams also opposing movement of the same with respect to the car body; and pressure-transmitting means, movable with respect to' both pairs of beams, interposed between the cushioning means of said two pairs of movable beams for effecting compression of said cushioning means of both pairs of beams upon relative movement of said pairs of beams lengthwise of the car.

l0. In a draft rigging for railway cars provided with longitudinally disposed, spaced fixed draft sills, the combination with a pair of movable beams at each end of the car; of means yieldingly opposing movement of each pair of movable beams with respect tot the fixed sills, including a l cushioning means; inner and outer follower means cooperating with said cushioning means of each pair of movable beams and adapted to be actuated thereby; stop means on the fixed sills cooperating with said follower means; and pressure-transmitting column means interposed between the inner follower means of said cushioning means of the two pairs of movable beams.

l1. In a draft rigging for railway cars provided with longitudinally disposed spaced fixed sills, the combination with a pair of movable beams at each end of the car; means yieldingly opposing movement of each pair of beams with respect to the fixed sills includingV a cushioning means; inner and outer followers cooperating with said cushioning means; stop means on said fixed sills cooperating with said followers, said followers being actuated by the movable beams and pressuretransmitting column means interposed between the cushioning means of said two pairs of movable beams.

l2. In a draft rigging for railway cars having spaced, longitudinally extending fixed draft sills, the combination with a pair of movable beams at each end of the oar; of means for yieldingly opposing relativeI movement of each pair of movable beams with respect to the fixed sills, including a shock absorbing means; inner and outer followers cooperating with said shock absorbing means; stop means on the xed sills cooperating with said followers, said followers being actuated by the movable beams; a pressure-transmitting member interposed between each follower and said shock absorbing means; and column means interl' posed between the pressure-transmitting members of the inner followers of said shock absorbing means ofthe two pairs ofv movable beams for transmitting buing pressure from one of said shock absorbing means to the other.

13. In a draft rigging for railway cars, the combination with a pair of movable beams at each end of the car; of means for yieldingly opposing movement of each pair'of movable beams with respect to the car, including cushioning means; and means for transmitting builng shocks from the cushioning means of one pair of movable beams to the cushioning means of the otherI pair of movable beams.

14. In a draft rigging for railway cars, the combination with fixed, longitudinally extending draft sills; of a pair of movable beams at each end of the car; means for yieldingly opposing movement of each pair of movable beams with res ect to the draft sills, including shock absorbing means; inner and outer followers cooperating with each shock absorbing means, each follower having a keyed connection with the fixed sills and movable beams, each of said keys being held against movement in one direction by the xed sills and being moved in a reverse direction by the corresponding pair of movable beams; and means yieldingly opposing relative movement of said two pairs of beams lengthwise of the car, including a cushioning means associated with each pair of beams, inner and outer followers cooperating with each cushioning means, said outer followers of said pairs of beams being held against outward movement and actuated by the movable beams during buff, and a pressure-transmitting column means interposed between said last named inner followers of said two pairs of movable beams.

15. In a draft rigging for railway cars, the combination with xed spaced draft sills; of a pair of spaced movable beams at each end of the car disposed between the draft sills; shock absorbing means opposing movement of each pair of movable beams with respect to the draft sills; inner and outer followers cooperating with each shock absorbing means; stop means on the iixed sills cooperating with the followers, said followers being actuated by the movable beams; cushioning means cooperating with each pair of movable beams opposing movement of the same with respect to the draft sills; inner and outer followers cooperating with each cushioning means; stop means on said fixed sills cooperating with said last named followers; and column means interposed between the cushioning means of said two pairs of movable beams.

16. In a draft rigging for railway cars, the combination with xed draft sills; of a pair of movable beams at each end of the car; means yieldingly opposing movement of each pair of movable beams with respect to the draft sills, including a plurality of cushioning elements; inner and outer followers cooperating with each cushioning element; a key connecting each follower with the xed sills and movable beams, the keys connected with the outer followers being actuated by the corresponding pair of movable beams in buff and the keys connected with the inner followers being actuated by the corresponding pair of movable beams in draft; and a pressure-transmitting column element interposed between one of the cushioning elements of one of said pairs of movable beams and one of the cushioning elements of the other pair of movable beams.l

17. In a draft rigging for railway cars, the combination with fixed, longitudinally extending draft sills; of a pair of movable beams at each end of the car; means for yieldingly opposing movement of each pair of movable beams with respect to the draft sills, including shock absorbing means; inner and outer followers cooperating with each shock absorbing means, each follower having a keyed connection with the Xed sills and movable beams, each of Said keys being held against movement in one direction by the fixed sills and being moved in a reverse direction by the corresponding pair of movable beams; additional cushioning means opposing relative movement of each pair of beams with respect to the car in draft; and column means interposed between said last named cushioning means of the two pairs of beams against which said cushioning means are compressed in buff to oppose relative approach of said pairs of beams.

18. n a draft rigging for railway cars, the com,- bination with xed, longitudinally extending draft sills; of a pair of movable beams at each end of the car; means for yieldingly opposing movement of each pair of movable beams with respect to the draft sills, including shock absorbing means; inner and outer followers cooperate ing with each shock absorbing means, each follower having a keyed connection with the xed sills and movable beams, each of said keys being held against movement in one direction by the fixed sills and being moved in a reverse direction by the corresponding pair of movable beams; additional cushioning means opposing relative movement of each of said beams with respect to the car in draft, each of said cushioning means having inner and outer followers cooperating therewith, said inner followers being movable with said movable beams in draft and said outer followers being held against outward movement, and said outer followers being movable inwardly with the movable pairs of beams respectively in buff; and a pressure-transmitting column element interposed between said last named inner followers for effecting compression of said cushioning means of both pairs of beams upon relative approach of said two pairs of movable beams lengthwise of the car.

JOHN F. OCONNOR.

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