US2906414A - Draft rigging - Google Patents

Description

5 Sl'xeeets-Shee'cl 1 Sept. 29, 1959 G. F. coucH DRAFT RIGGING Filed Aug. 2o, 1954 sept.29, 1959 G, F, COAUCH ,y 2,906,414

DRAFT RIGGING v his Attorney Glenn E Couch sept. 29, 1959 G. F. COU CH DRAFT RIGGING 3 Sheets-Sheet' Filed Aug. 2o, 1954 llli/ infill rllll /l//l/l/l FIG. 6

FIG. 9 v

Inventor: Glenn F Couch JM "V1/UM@ Fie. e

his Aforney DRAFT RIGGING Glenn F. Couch, Williamsville, N.Y., assignor to f Symington Wayne Corporation Application August 20, 1954, Serial No. 451,129 19 Claims. (Cl. 213-8) This invention relates to draft rigging for railway cars and more particularly to draft rigging in which buifing and draft forces are cushioned by a floating underframe of the type generally known as a cushion or Duryca underframe.

Cushion underframes employ in place of the more convcntional fixed center sill a floating center sill which extends the length of the car and houses spring arrangements for cushioning bufling and draft forces. While decreasing the longitudinal strength of the car by eliminating a fixed center sill, the cushion underframe combats this deficiency by affording long travel for soft cushioning of the longitudinal forces transmitted to it through the couplers, and by transmitting these forces from car to car mainly through the floating center sills rather than the car body. The .earlier forms of cushion underframes employed coil springs, alone, for cushioning but, since the capacity of such underframes is relatively low, -a number of modifications were proposed in which the capacity of the coil springs was augmented by cushioning units also housed in the floating center sill. Although retaining the long travel of the simpler cushion underframe, such modications have been of varying effectiveness because of their tendency to increase the initial resistance of the lloating underframe to movement, with consequent decrease in the smoothness of its action.

It is therefore `an object of the present invention to provide an improved cushion underframe wherein the shock resistance of coil springs is augmented by cushioning devices developing constant friction, whereby high capacity is obtained without detriment to the smooth action.

Another object of the invention is to provide an improved draft rigging in which a-iloating center sill is applied to a car having stationary center sills, without removal of the latter, thus combining the advantages in ear strength of stationary center sills with those in shock absorption of a cushion underframe.

An additional object of the invention is to providean improved draft rigging in which floating and ixed center sillsare combined and so constructed that the floating center sill can be applied through one end of the stationary sills and slid the length of the car.

A further object lof the invention is to provide an improved cushion underframe wherein the cushioning springs are encased and protected by their casings from over-solid blows.

Another object of the invention is to provide a cushion underframe having both spring and snubbing units for cushioning shocks, wherein the snubbing units are arranged to react against and frictionally engage parts stationarily attached to the car body, the snubbing vunits and parts being so constructed and arranged as to develop constant friction during movement of the underframe.

Another object of the invention is to provide an improved cushion underframe for use with a railway car lUnited States Patent() equipped with stationary center sills, wherein the cushion underframe is both housed in and supported by the stationary center sills.

Other objects and 'advantages of the invention will appear hereinafter inthe detailed description, be particularly pointed out in the appended claims, and be illustrated in the accompanying drawings, in which:

Figure l is a top plan view, partly in section, of an outer part of a preferred embodiment of the cushion underframe of the present invention.` Y

Figure 2 is a continuation of the view of Figure 1, the figures together depicting one of the duplicate end portions of the underframe. Y

Figure 3 is a fragmentary vertical sectional view on an enlarged scale, taken along the lines 3--3 of Figures 1 and 2, but restricted to the portion of the underframe adjacent the center ller.

Figure 4 is a fragmentary horizontal sectional view takeny along the lines 4-4 of Figure 3. Y

Figure 5 is a fragmentary vertical sectional view on the scale of Figure 3, showing the manner in which the snubbing unit is installed.

Figure 6 is a vertical sectional view on an enlarged scale, taken along the lines 6-6 of Figure 1.

Figure 7 is a vertical sectional view on the scale of Figure 6, taken along the lines 7-7 of Figure 1.

Figure 8 is a vertical sectional view on the scale of Figure 6, taken along the lines 8-8 of Figure l; and

Figure 9 is a vertical sectional View on the same scale as Figure 6, taken along the lines 9-9 of Figure 2.

Referring now in detail to the drawings in which like reference characters designate like parts, the improved draft rigging of the present invention enables the advantages of both fixed center sills and Vcushion underframes to be combined in a single structure. While its cushion underframe may be applied to a car having no fixed center sills, in which case it will be supported by the body bolster and cross-bearers in the manner usual for oating underframes, the improved draft rigging is especially designed to permit a car having a fixed underframe of standard A.A.R. construction to be provided with a floating center sill with but slight modification of that construction. Since the draft rigging is symmetrical longitudinally about the center of the car to which it is applied, only one of its duplicate end portions has been illustrated and described.

In the illustrated embodiment the xed or stationary underframe 1 is comprised of a pair of fixed or stationary center sills 2, the center sills preferably being the standard A.A.R. Z-beams and extending the length of the car (not shown) fand having laterally or transversely spaced parallelly extending vertical side walls 3. So formed, the fixed underframe is the conventional A.A.R. underframe with its center sills joined at their upper extremities, except that the usual cross-tie diaphragms are eliminated and the center sills 2, instead, are connected and braced below their upper extremities by cross-plates or ties 4 secured, as by riveting, to the outwardly extending bottom anges 5 of the center sills.

With the cross-tie diaphragms eliminated, there is provided in and for the length of the xed underframe 1, a tunnel or passage 6 of substantially rectangular crosssection which is interrupted at each of thebody holsters 7 by a center filler 8. The central or main portion 9 of the center iiller 8, which includes a hollow post 10 for receiving a center pin (not shown), is preferably of box construction and open at either end for the purpose to be hereinafter described. The box-shaped central portion 9 of the center filler 8 is designed to be spaced inwardly from the side walls 3 and connected top walls 11 of the fixed center sills 2 to provide therebetween a passage 12 of inverted U-shape and opening at either end into themain passage 6 of the fixed underframe. To achieve this, the center filler S may conveniently be suspended from the fixed center sills 2 through a pair of integral channel-shaped brackets 13, one extending outwardly from either side ofthe centeral portion 9, the brackets -having vertical side walls 14 secured, as by riveting, to the confronting side walls k3 of the center sills 2 and terminating at their upper or free ends in inturned flanges 15 abutting the -top walls 11 of the center sills.

Open from end to end, the fixed underframe 1 is especially adapted to receive or accommodate the cushion underframe of the present invention, designated generally as 16. As in conventional cushion underframes, the cushion underframe 16 employs, as its means for transmitting force from one end of a car to the other, a floating centersill 17, the latter, in the preferred embodiment of the invention, being of inverted U-shape so as to pass through the 'passage 12 about the center filler 8 and straddle its central portion 9. The floating center sill may conveniently be constructed of a pair of laterally or transversely spaced, parallel channel members 18, opening inwardly laterally and of sufficient length to project somewhat beyond either end of the fixed underframe 1. These channel members are connected at their Vupper ends by a cover or connecting plate 19 welded or otherwise rigidly secured to their upper inturned flanges 18a and form, by their upstanding or vertically disposed Webs 20, the side walls of the fioating center sill. At their lower extremities the webs 20 terminate in or merge into the inturned feet or flanges 22 of the channel members through which the floating center sill is supported on the center filler 8 and which for this purpose preferably are thickened.

It will be noted that with the feet 22 of the floating center sill resting on the bottom flanges 21 of the center filler brackets 13, the cover plate 19 is spaced below the top walls 11 of the fixed center sills, and that there is clearance between the outer faces 23 of the side walls 20 of the floating center sill and the confronting inner faces 24 of the side walls 14 of the brackets 13, thus enabling the floating center sill to slide or shift longitudinally relative to the fixed underframe. To maintain this clearance and avoid possible jamming or cocking of the oating center sill in its relative movements, spacing plates 25 of a thickness corresponding to that of the side walls 14 of the brackets 13 are fixed to the end portions of the inner faces 26 of the side walls 3 of the stationary center sills 2.

The cushioning mechanism contained or housed in the floating center sills17 by which the latter is made to serve as a bufing and draft column, is a combination of resilient and friction means so arranged and constructed as to afford through long travel the relatively soft cushioning of buff and draft forces, typical of floating center sills, with coincidental snubbing of that travel. The principal resilient or yieldable means of the cushioning mechanism is a long travel coil spring 27 encircling a spring bar or link 28 anchored at one end in the inner or rear open end 29 of the central portion 9 of the center filler 8, as by a key 30, and extending inwardly or rearwardly therefrom toward the center of the car. Slidably encircling the spring bar 28 and engaging either end of the spring 27 are a pair of followers or collars 31, the inner of the followers being held inwardly of the inner end of the bar 28 by a key 32 similar to that anchoring the bars opposite end. To protect the spring from over-solid blows, it is encased in a tubular housing 33 formed of a pair of axially aligned telescopingly related or overlapping parts 34. The inner end portions of the parts 34 are alternately slotted sufficiently, longitudinally, to permit a predetermined range of movement of the spring and have end abutment before the spring goes solid, the thousing then forming a rigid column about the spring which protets it from over-solid blows and transmits such blows to the fixed underframe 1. The housing 33 is also adapted to hold the spring 27 under initial or temporary compression to facilitate its insertion in the floating center sill 17, and for this purpose its two parts 34 are formed with eyes 35 at either side of their inner ends which are adapted to align axially on slight compression of the spring to receive precompression pins (not shown) for holding the spring under such compression.

For transmitting forces to the coil spring 27 from the floating center sill 17 on longitudinal movement of the latter, there are fixed to the inner faces 20a of the side walls 20 of the floating center sill spaced pairs of stop lugs 36, the spaced pairs of stop lugs straddling or including the spring 27 and its followers 31 and each pair confronting and adapted to engage the outer or springopposing face of the adjacent of the followers.

Forwardly and on the opposite side of the center pin post 10 from the main cushioning spring 27 and also reacting against the center filler 8 is a friction snubbing unit 37 which fits into a friction housing 38, opening forwardly or outwardly, longitudinally of the fixed sills 2, and is formed in the central portion 9 of the center filler. Designed to exert constant friction against the housing 38 during longitudinal shifting of the floating center sill 17, the snubbing unit 37 in the form shown is comprised of a .pair of wedges or friction shoes 39, each of which has an inner wedging surface 40 and an outer friction surface 41, the latter engaging one of the confronting laterally spaced substantially parallel inner or friction faces 42 of the side walls 43 of the housing. A wedge member or element 44 common to the friction shoes 39 and having its inner end portion rearwardly or inwardly tapered to provide wedging faces 45, one engaging the wedging surface 40 of each of the shoes, is urged between the shoes to force them apart against the sides of the housing by a coil spring 46 acting between the -wedge member 44 and a spring follower 47. These several components are contained in a vertical yoke 48 against the rear transverse wall 49 of which the friction shoes 39 rub and which is connected, through slotting of its front or open end 50, to the post 51 of a T-shaped follower 52 by a wedging key 53.

As shown, the wedging key 53 has an upwardly and forwardly sloping or inclined rear wedging face 54 and the slot 55 in the post 51 is of corresponding configuration so that as the key is inserted, the rear or inner end of `the post is driven against the spring follower 47, cornpressing the spring 46 to a predetermined extent and, through the wedge member 44 and shoes 39 thereafter yieldably exerting a substantially constant frictional force against the housing 38. To maintain the key 53 in place, once inserted, its rear face is stepped so that the notch or shoulder 56 therebetween will normally engage the post 51 above the slot 55. Although this slot must be enlarged to receive the shoulder 56 on the key 53, there is slight chance of its becoming disengaged, since the post is constantly urged forward against the spring 46 and its rearward movement relative to the floating center sill 17 is limited by rear stop lugs 57 fixed to the inner faces of the floating center sill and against which the rear face 58 of the integral head 59 of the T-shaped follower 52 bears. However, any chance of dislodgement of the key 53 is eliminated by positioning below the key and over its path of movement one of the cross-plates 4 by which the stationary center sills are connected.

The main resilient spring 27 and the snubbing unit 37 together serve to cushion impacts transmitted to the floating center sill 17 through the stop lugs 57, the snubbing unit in process serving to dampen any periodicity which might otherwise be set up in the main spring 27.

Both, however, are dependent for action on movement of the floating center sill 17 relative to the fixed underframe 1 and any initial slack on buff in the coupler connection would be unopposed. It is therefore desirable to add to the main components of the cushioning mechanism a second resilient means for cushioning the takeup of this slack. In the villustrated embodiment of the invention this second resilient means is comprised of a bufing spring in vthe form of a coil spring 60 positioned forwardly and bearing against the front face 61 of the head 59 of the follower 52 and at its forward end acting againsta front follower 62 which, in turn, bears against the shankv 63 of a coupler 64. Like the main spring 27, the spring 60 also preferably is enclosed to protect it against over-solid blows, a one-piece tubular housing 65 of slightly greater length than the solid length of the spring in this case suflicing because of the relatively short travel of the spring. To position the enclosed spring vertically and transversely of the floating center sill 17, the second housing 65 has at its sides wings 66 which are supported on shouldered portions or filler blocks 67 on the feet 22 ,of the floating center sill, corresponding shouldered portions, aswill be noted, being provided for supporting and positioning each of the several other followers.

In the illustrated embodiment the coupler 64 shown is and A.A.R. Standard Type E coupler with its rigid shank 63 connected to the floating center silll 17 by the usual draft key 68, the latter riding in forwardly opening longitudinally extending slots 69 lin the side walls 3 of the fixed center sills 2, and the side walls 20 of the floating center sill being reinforced in the usual manner by cheek-plates 70. When the fixed center sill is that of a car being converted, its key slots will be of the standard A.A.R. dimensions for seating associated cheekplates and sufficiently large to pass the head 71 of the draft key 68. In such case, a washer 72 encircling the draft key should be interposed between its head 71 and the slot. However, it will be evident that the illustrated coupler is merely exemplary and that the present cushioning underframe is as well adapted to take other forms of standard couplers, requiring for example, in the case of the alternate standard A.A.R. Type F coupler, only the provision of draft lugs on the floating center sill for transmission of draft forces from the coupler to the floating underframe.

In assembling the cushion underframe 16, thesnubbing unit 37, with its parts initially held in assembled relation and its spring under precompresslon by a suitable means such as a clamp 73, is first inserted into the friction housing 38 in the center filler 8, the clamp being released as the friction shoes 39 are contained by the housing and if desired, then being usable for insertion of the snubbing unit at the other end of the car. The floating center sill 17 with its several stop lugs 36 and 57 and cheek-plates 70 already welded or otherwise fixed in place, is next inserted in one end of the passage 6 in the fixed underframe 1 and slid the length of the car into Yits normal position relative to the underframe. Each. main spring and its associated components, with-the spring held under initial compression within its housing 33 by precompression pins, are then applied as a subassembly through the open bottom of the floating center sill and its spring bar 28 is secured to the center filler 8 by the key 30. Thereafter, each bulfing spring 60 and its associated components, including its T-shaped follower 52 for the snubbing unit 37, is placed within the floating center sill 17 through its open bottom, the snubbing unit, in process, being priedforward, as by a crowbar 74 fitting through a slot 75 in the underside of the friction housing 38 to enable its connecting-key 52 to be driven in place. Lastly, the cross-plates `4 are rivetted or otherwise fixed in place to contain Vthe snubbing units 37 and buiiingV springs 60 -within theoating center sill and ready the latter for application of the couplers.

The draft rigging, oncev assembled, operates 1n th1s fashion. l Longitudinal forces transmitted to either end ofthe draft and bufling column or cushion underframe 16 vthrough one of the couplers 64 -will move the floating center sill 17 in the corresponding direction' relative to the car. This movementis Vresisted or cushioned by yboth of the main springs 27 and the snubbing 'units 37 since each, through the associated stop lugs and follower ,or followers, is double-acting. Each of thebufing springs 60, on they other hand,A acts only to cushion bufling impacts or forces V011 the associated coupler beforeA such forces become effective to move the floating sill. With both the main and buiiing springs encased in housings and the latter forming solid columns about the associated springs after a predeterminedmovement, ysmall inthe case of the buiiing spring and relatively large in the case of the main spring, damage to thesprings under excessive impacts is effectively prevented without impairment of the yieldable resistance of the springs over lthe rangeof movement for which theyV were designed. Y

l From the above detailed description it will be'apparent that there has been provided an improved cushion underframe which, while adapted for application in lieu of a fixed underframe, is readily applied to such an underframe to combine the advantages in strength of a .fixed underframe and in soft cushioning of a floating under frame. It should be understood that the disclosed and described embodiment is merely exemplary of the, invention and that all modifications are intended to be included which do not depart either from the spirit of the invention or the scope of the appended claims..

Having described my invention, I claim:

1. Draft rigging for a railway car, comprising fixed sills extending substantially the length of said car, a pair of spaced center fillers in and rigid with said fixed sills, a passage in andextending longitudinally through said fixed sills and center fillers, a ioating sill insertible through an end of said passage and contained transversely by and movable longitudinally relative to said fixed sills, a cushioning mechanism within said oating sill and reacting against Said center fillers for cushioning said relative longitudinal movement, and means connecting said fixed sills beneath said cushioning mechanism for containing portions of said cushioning mechanism within said floating sill.

2. Draft rigging for railway car, comprising fixed sills, Ia pair of spaced center llers in and rigid with ysaid fixed sills, a passage in and extending longitudinally through said fixed sills and center fillers, a oating sill in said passage and movable longitudinally relative to said fixed sills, resilient means in said floating sillfor cushioning said relative movement thereof, a fixed friction housing in each of said center fillers and spaced by said passage from said fixed sills, and a pair of spaced snubbingunits in and movable with said oating sill and each frictionally engaging one of saidV housings for snubbing said resilient means.

I 3. Draft rigging :for a railway car, comprising fixed sills, a pair of spaced center fillers in and rigid with said fixed sills, a passage in and extending longitudinally through said fixed sills and center fillers,.a floating sill in said passage and movable longitudinally relative to said fixed sills, resilient means in said floating sill. and anchored to said center fillers, a fixed friction housing in each of said center fillers and spaced by said passage from `said fixed sills and a pair of spaced snubbing units in and movable with said floating sill and each frictionally engaging one of said housings for snubbing said resilient means.

4. Draft riggingfor a railway car, comprising fixed center sills extending substantially the length of said car, a pair of spaced center fillers in and .fixed to said fixed sills, a passage extending longitudinally through said center sills and fillers, a iioating` sill in said passage and contained transversely .by and movable longitudinally relative to said center sills, resilient and friction means in said floating sill and reacting against said center fillers for cushioning the relative longitudinal-movement of said .oating sill, separate resilient means, in said Vfloating sill for initially cushioning buffin'g limpacts thereon, land means connecting said center sills beneath said resilient and friction means Afor containing portions of said resilient and frictonmeans within saidfloating sill.

5. Ina draft rigging for a railway-car, means fixed to said car, a floating sill supported by and movable longitudinally relative to said fixed, means, a fixed lfriction housing in said fixed means, resilient means in said floating sill and anchored to Vand reacting against said fixed means for cushioning the longitudinal -movement of said floating .sill relative thereto under longitudinal forces, and means movable with said floating sill and cooperating with said housing for cooperating said resilient means, said snubbing means including shoe means in and frictionally engagingsaid friction housing.

6. In a draft rigging for a railway car, means fixed to said car, a floating sill supported by and movable longitudinally relative to said fixed means, a fixed friction housing in said fixed means, resilient means in said floatingsill and anchored to and reacting against said fixed means for cushioning the longitudinal movement of said floating sill relative thereto under longitudinal forces, and means in and movable with said floating sill and cooperating with said housing for snubbing said resilient means, said cooperating means including shoe means in and frictionally engaging said friction housing.

7. In a draft rigging for a railway car, a center filler fixed to said car, a floating sill supported by and movable longitudinally relative to said center filler, .resilient means in said floating sill and anchored to reacting against said .center filler for cushioning the longitudinal movement of said floating sill relative to said center filler under longitudinal forces, and frictiontmeans in and movable with said floating sill and frictionally engaging said center filler for snubbing said resilient means.

48. In a draft rigging for a railway car, means fixed to said car, a floating sill supported by and movable longitudinally relative to said fixed means, resilient means in said floating sill and anchored to reacting against said fixed means for cushioning the longitudinal movement of said floating s'illrelative thereto under longitudinal forces, and friction means in and movable with said floating sill and exerting substantially constant friction against said fixed means for snubbing said resilient means.

9. In a draft rigging for a railway car, a center filler fixed :to said car and having a passage extending therethrough longitudinally vof said car, a floating sill extending through said passage and supported by said center filler for movement relative theretounder longitudinal forces, resilient means in said floating sill and anchored to said center filler for cushioning said relative longitudinal movement, a friction face in said center filler and disposed substantially parallel tosaid floating sill, and friction means in and movable with said floating sill for snubbing said resilient means, said friction means including shoe means urged laterally into frictional engagement with said friction face for exerting substantially constant friction thereagainst during said relative movement of said floating sill.

10. In a draft rigging-for a railway car, a center filler fixed to said car and having a passage extending therethrough longitudinally of said car, a floating sill extending through said passage and supported by said center filler for movement relative thereto under longitudinal forces, resilient means-in said floating sill and anchored to said center filler for cushioning said relative longitudinal movement, a housing in said center filler and having `spaced friction faces disposed substantially parallel to each -other and to said floating sill, and friction means in and movable with said floating sill-for snubbing said resilient means, said friction means including a pair of friction shoes having opposed frictionsurfaces each engageable with one of said friction faces in said housing, and means for urging said friction faces and surfaces into said frictional engagement and exerting substantially constant friction therebetween during said relative longitudinal movement ofsaid center filler.

,11. In .a draft rigging 'for a railway car, a centerller fixed to said car and -having a passage extending therethrough longitudinally of said car, a floating sill extending through said Vpassage and supported by said `center filler for movementrelative thereto under vlongitudinal forces, resilient means in said floating sill and anchored to said Vcenter filler for cushioning said relative longitudinal movement, a housing in said center filler and having spaced friction faces disposed substantially parallel to each other and to said floating sill, and friction means in and movable with said floating sill for snubbing said resilient means, said friction means including a pair of wedges having opposed friction surfaces and a resiliently urged Wedge acting between said wedges for urging the friction surfaces thereof into frictional engagement with said friction faces.

12. Draft rigging for a railway car, comprising fixed center sills extending substantially the length of s'aid car and having a passage extending longitudinally therethrough, a oating sill insertible into said passage through an end thereof and contained transversely by said fixed sills, cushioning'means in and movable with said lfloating sill and insertible thereinto through open bottoms of said fixed and floating sills, and means for connecting said fixed sills beneath said floating sill and containing portions of said cushioning means therewithin.

13. In a draft rigging for a railway car, a center filler fixed to said car, a floating sill extending and movable longitudinally relative to said car and supported .by said center filler, separate resilient and friction means in said floating sill for cushioning said relative movement thereof under longitudinal forces, and means encasing said resilient means and forming a rigid column thereabout on a predetermined longitudinal movement of said floating sill for relieving said resilient means of over-solid blows.

14. In a draft rigging for a railway car, a floating sill mounted on and movable longitudinally relative to said `car under longitudinal forces, a spring in said floating sill and anchored to said car, said coil spring being compressible by said floating sill on movement thereof in either direction relative to said car, and a telescoping housing encasing said spring and forming a rigid column thereabout on a predetermined movement of said floating sill for relieving said spring of over-solid blows.

15. In a draft rigging lfor a railway car, a floating sill mounted on and movable longitudinally relative to said car under longitudinal forces, a coil spring in said floating sill and anchored to said car, said spring being compressible by said floating sill on movement thereof in either direction relative to said car, a telescoping housing encasing said spring and forming a rigid column thereabout on a predetermined movement of said floating sill for relieving said spring of over-solid blows, and means on said housing enabling said parts to be temporarily connected for maintaining said spring under initial compression during installation thereof in said floating sill.

16. In a draft rigging for a railway car, a center filler fixed to said car, a floating sill extending and movable longitudinally relative to said car and supported by said center filler, coil spring means in said floating sill and reacting against said car for cushioning the movement of said floating sill in either direction under longitudinal forces, and housing means encasing said spring means and forming a rigid column thereabout on a predetermined longitudinal movement of said floating sill for relieving said spring means of over-solid blows.

17. In a draft rigging for a railway car, a center filler fixed to said car and having a box-shaped portion, a floating sill straddling said box-shaped portion and movable longitudinally relative to said center filler under longitudinal forces, resilient means in said floating sill and reacting against said center filler for cushioning the relative longitudinal movement of said floating sill, and means for snubbing said resilient means, said snubbing means including a friction housing in said box-shaped portion and having spaced friction faces extending substantially floating sill and acting on said follower for causing said yoke and contained shoes, wedge and spring means to move longitudinally with said ioating sill and relative to said housing.

18. In a draft rigging for a railway car, a center filler Xed to said car and having a box-shaped portion, a floating sill straddling said box-shaped portion and movable longitudinally relative to said center filler under longitudinal forces, resilient means in said oating sill and reacting against said center ller for cushioning the relative longitudinal movement of said floating sill, and means for snubbing said resilient means, said snubbing means including a friction housing in said box-shaped portion and having spaced friction faces extending substantially parallel to each other and to said floating sill, a pair of friction shoes having opposed friction surfaces each disposed substantially parallel to and engageable with one of said friction faces, spring means acting on said shoes in a direction normal to said friction faces and surfaces, a yoke containing said shoes and spring means, a follower acting on said spring means and keyed against relative longitudinal movement to said yoke for maintaining said spring means under substantially constant compression, and means in said oating sill and acting on said follower for causing said yoke and contained shoes and spring means to move longitudinally with said oating sill and relative to said housing.

19. In a draft rigging for a railway car, fixed center sills having a passage extending longitudinally therethrough, a center ller in and. fiXed to said center sills and having a passage therethrough open to said rstnamed passage, a floating sill in said passages and movable under longitudinal forces longitudinally relative to said center sills and ller, resilient and friction means in and movable with said floating sill and reacting against said center ller, stop lugs fixed to said floating sill, followers in said floating sill and each interposed between and engageable with certain of said means and stop lugs for transmitting said longitudinal forces on said floating sill therefrom to said center filler through said means and thereby cushioning the relative longitudinal movement of said floating sill, and means on said floating sill for guiding said followers and retaining said means therewithin.

References Cited in the file of this patent UNITED STATES PATENTS 328,969 Peck Oct. 27, 1885 1,904,293 Duryea Apr. 18, 1933 1,955,838 Shafer Apr. 24, 1934 2,010,391 Duryea Aug. 6, 1935 2,129,548 Duryea Sept. 6, 1938 2,197,030 Clark Apr. 16, 1940 2,266,963 Duryea Dec. 23, 1941 2,330,706 Hankins et al. Sept. 28, 1943 2,345,652 Biermann et al. Apr. 4, 1944 2,398,083 Dath Apr. 9, 1946 2,425,364 Dath Aug. 12, 1947 2,576,214 Danielson Nov. 27, 1951

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