US2931317A

US2931317A - Railway car diaphragm alignment and roll-control apparatus

Info

Publication number: US2931317A
Application number: US650891A
Authority: US
Inventors: James J Hunt
Original assignee: Pullman-Standard Car Manufacturing Co
Current assignee: Pullman-Standard Car Manufacturing Co
Priority date: 1957-04-05
Filing date: 1957-04-05
Publication date: 1960-04-05
Anticipated expiration: 1977-04-05

Description

6 Sheets-Sheet l INVENTOR. ymzz J. J. HUNT RAILWAY CAR DIAPHRAGM ALIGNMENT AND ROLL-CONTROL APPARATUS April 5, 1960 Filed April 5, 1957 BY Mk7 J. J. HUNT A ril 5, 1960 RAILWAY CAR DIAPHRAGM ALIGNMENT AND ROLL-CONTROL APPARATUS Filed April 5, 1957 6 Sheets-Sheet 2 m m m m J. J. HUNT April 5, 1960 RAILWAY CAR DIAPHRAGM ALIGNMENT AND ROLL-CONTROL APPARATUS Filed April 5, 1957 6 Sheets-Sheet 5 INVENTOR.

; BY M7 *Wmalmz April 5, 1960 J. J. HUNT 2,931,317

RAILWAY CAR DIAPHRAGM ALIGNMENT AND ROLL-CONTROL APPARATUS Filed April 5, 1957 6 Sheets-Sheet 4 m v I INVENTOR. s N W W J. J. HUNT April 5, 1960 RAILWAY CAR DIAPHRAGM ALIGNMENT AND ROLL-CONTROL APPARATUS Filed April 5, 1957 6 Sheets-Sheet 5 INVENTOR.

J. J. HUNT April 5, 1960 RAILWAY CAR DIAPHRAGM ALIGNMENT AND ROLL-CONTROL APPARATUS Filed April 5, 1957 6 Sheets-Sheet 6 nimmmm wlmm I. 1 ll 4 INVENTOR. %%M

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United States Patent RAILWAY CAR DIAPHRAGM ALIGNMENT AND ROLL-CONTROL APPARATUS James J. Hunt, Harvey, 11]., assignor to Pullman-Standard Car Manufacturing Company, Chicago, 111., a corporation of Delaware Application April 5, 1957, Serial No. 650,891

3 Claims. (Cl. 105--8) The present invention is directed to a new and improved form of railway car diaphragm interconnection which includes the use of a diaphragm alignment arrangement providing for resilient abutting engagement between opposed end frame structures of interconnected railway cars, the alignment arrangement providing for automatic alignment between the end frame structures of the cars during interconnection of the same and further allowin lateral movement between the cars during operation without accompanying end frame structure separation, the arrangement further including'railway car roll-control apparatus which cooperates with the diaphragm alignment arrangement by limiting the extent of lateral relative movement in the form of car body roll occurring between interconnected cars during operation .of the same.

Advances have been made in railway car design with the provision of lightweight, high. speed railway cars which, in at least one form, utilize a single axle suspension arrangement for each car, the axle and suspension arrangement being positioned at one end of the car, the remaining end being coupler supported in its interconnected relation with the axle and Wheel supported end of an adjacent car. With the improvements in car design allowing substantial reduction in weight as Well as increase speed of operation due to low center of gravity design, further advances have been made in providing automatic coupling ends for the cars requiring merely the movement of one car toward another with the result that complete inter-car coupling occurs automatically.

With the provision of automatic coupling ends, it has been necessary to provide some means whereby the cars are fully interconnected without extensive manual manipulation of the various interconnecting elements. Thus, with the use of self-centering, male and female coupling members, the male coupling member being carried by the axle and wheel supported end of one car which is interconnected with the coupler supported end of an adjacent car, this latter and being the female end, advantageous use of mating car ends is realized. It has been found that with the provision of cooperating elements carried by adjacent ends of railway cars, the designing of these elements to provide mating action establishes the basis for realizing completely automatic interconnecting action Which incorporates self-alignment and self-centering features.

The single axle railway car of the type described incorporates many improved features which are important from the standpoint of manufacture as well as operation. A train can be formed from a plurality of such cars, each of the cars being of identical design and thus completely standardized for manufacturing purposes. Each car is provided with a male end which, as described above, carries a male coupling member and is Wheel supported by the location of the single axle in proximity thereto. The remaining end of the car is the female end which is coupler supported when interconnected with the male end of an adjacent car, the female end of the spaced outwardly of its pivotal connection to the car body. Thus, the diaphragm end frame is pivotal with the male coupler and upon interconnection with a female end of an adjacent single axle car, moves with the adjacent car relative to the first car carrying the same, the flexibility of the diaphragm allowing the relative movement of the end frame. With this arrangement, a single diaphragm portion is carried by the male end of the railway car, this diaphragm portion being adequate to completely enclose the area between the spaced ends of interconnected cars thus eliminating the necessity of carrying a half diaphragm on each end ,of a car.

With the use of a single diaphragm structure completely carried by one car'in the-manner described, zit is important to provide ,means whereby the diaphragm end frame, which is movable relative to the car carrying cars without relying upon manual manipulation of the various elements during the coupling operation. The.

lower portion or" the diaphragm end frame is automatically aligned with the-female end or" an adjacentcar :by the self-centering action of the male coupler when the same is received within'the female coupler opening. However, the top portion of the diaphragm end frame must also become fully aligned for proper interconnection with the adjacent car and the manner in which the same is connected to theadjacent car must preferably be of an automatic nature tol-allow both automatic coupling and uncoupling operation. Still further, in combination with the automatic alignment and interconnecting arrangement preferably used at the topportion :of the diaphragm end frame, it is also advantageous to provide means to limit the extent to which one interconnected car body rolls relative to the other during operation of the coupled cars in order to prevent diaphragm damage or separation relative to the interconnected ear.

It is an object of the present "invention to provide new and improved diaphragm alignment apparatus for use with railway car diaphragm structures to provide for automatic alignment and interconnection of the same relative'to an adjacent car in combination with selfcoupling action occurring between the cars.

A further object is to provide new and .improVedydiaphragrn alignment and car-body roll-control apparatus adapted for use with 'a diaphragm structure to provide for automatic self-alignment and interconnection of the same with an adjacent railway car in cooperation with self coupling action provided between the cars, the roll-control portion of the'apparatus operatingto prevent excessive relative lateral movement between the interconnected cars during operation of the same to an extent that :the diaphragm structure. is damaged or the interconnection and alignment of the same with the adjacent caris adversely affected.

'Still another object taken .in conjunction with the foregoing is to provide a new and improved diaphragm alignment and body roll-control apparatus of the type def scribed wherein the diaphragm alignment portion-of the apparatus includes resilient means automatically .urging the diaphragm structure into its expanded'condition and into engaging abutment with an end frame structure of an adjacent car upon interconnection of the .cars, the diaphragm alignment apparatus'being self-centeringdun ing "interconnection of the cars and the resilient means adjacent car without the necessity of relying upon manu-.

ally operated clamping or interconnecting means, the body roll-control portion of the apparatus .being'ca'rried -by the. diaphragm structure and the car body to which the diaphragm structureis attached for limiting the extent of relative lateral movement between the intercon- ;nected cars as evidenced by the extent to which the diaphra'gm end frame moves with the interconnected car :relative to the first named car supporting and carrying :the same. 7 Still a further object is'to provide a new and improved diaphragm alignment apparatus of the type described which, not only functions to properly align and intercon- -nect the diaphragm end frame with the end frame of an :adjacent car, but further is capable of functioning as a -primary alignment means in aidingautomatic alignment of utility interconnecting equipment carried by adjacent ends of cars adapted for interconnection.

Other objects not specifically set forth will become apparent from the following detailed description made in conjunction with the drawings wherein: I I a Fig. 1 is an elevation of the male end of a single axle ,railway car, which end carries the diaphragm structure .:and diaphragm alignment and body roll-control apparatus of the present invention;

Fig. 2 is an elevation ofthe female end of a single 1axle cararranged for interconnection with the male end :of the car of Fig. 1; i Fig. 3 is an enlarged fragmentary elevation of adja- -cent male and female ends of two singe axle railway cars, .the relative positioning of the ends illustrated being :just. prior to automatic coupling' between the cars;

Fig. 4 is an enlarged fragmentary elevation of the top 'portion of .thediaphragm structure of the male end of -the single axle car illustrated in Fig. 1;

:., Fig; 5 is an enlarged fragmentary elevation of the top portion of the end frame of the female end of the railway car illustrated in Fig. 2;

. Fig. 6 is a top plan sectional view of the inter-connected male and female ends of the cars of Fig. 3 illustrating the structural features of the diaphragm alignment and body roll-control apparatus of the present invention as well as the manner in which this apparatus cooperates with the female end of the railway car to pro- -vide improved functioning between the interconnected 7 -'ends; v r "Fig. 7 is an enlarged sectional view taken generally :along line 77 of Fig. 6; and

' Fig. 8 is a sectional plan view of the interconnected electrical connectors of the male and female ends, the sectional view of each connector being taken generally along lines 88 in Figs. 4 and 5.

In Figs. 1-3, the male and female ends of lightweight, high

speed railway cars

10 and 11 of single axis design are illustrated. The

cars

10 and 11 are of identical standardized design, each being provided with a male and female end, the male end of car 10 being adapted for interconnection with the female end of car 11. The 'male end of car'10, as shown in Figs. 1 and 3, has associated therewith a" single axle carrying spaced flanged wheels 12 for conventional operative association with spaced rails 13. The single axle carrying the wheels 12 also is'provided with a journal box 14 (see Fig. 3) mounted outwardly of each wheel 12 in the usual man- "ncr. The journal boxes 14 have attached thereto a suitable suspension system which supports the car body '15. Thus, the car 10 as well as the car 11 at the male coupling end thereof is wheel supported.

Themale end of car 10 carries a male coupling mem ber 16 provided with a transversely extending face plate 17 and a centrally located coupling pin 18 extending outwardly therefrom. The male coupling member 16 is suitably pivotally attached to a bottom end sill struct r 19 for pivotal movement in a horizontal plane relative to the car 10. The ends of the face plate 17 have attached thereto a known form of axle steering arrangement 20 which includes linkages and rods pivotally attached to the face plate 17, car body 15 and journal boxes 14. Thus, with horizontal pivotal movement of the male coupling member 16 relative to the car 10, the axle carrying the wheels 12 is steered through the axle steering mechanism 20. This type of arrangement is Well known and it will be understood that upon interconnection between the

cars

10 and 11, the male coupling member 16 will move with the car 11 relative to the car 10 as, for example, during operation over a curved portion of track, the single axle of the car ltland the wheels 12 carried thereby being suitably steered into and out of the curve in response to relative turning moving between the interconnected

cars

10 and 11.

The face plate 17 is further adapted to carry various forms of air, water or electricity dispensing elements (not shown). for automatic engagement with similar elements carried by the car 11 when the

cars

10 and 11 are'interconnected. In this manner the utilities of each car may be automatically interconnected and serviced through the coupling members. a

As particularly shown in Figs. 1 and 3, the car '10 at the male end thereof is provided with a one-piece expandable diaphragm 21 which is formed from readily flexible material of a known type and is pleated for expansion and contraction relative to the car body 15.

'Transversely spaced collision posts 22 are fixedly carried by the end frame structure of the car 10 forming a part of the end 'sill structure 19 and extending therefrom in an upwardly direction to just short of the top part of the car body 15. The collision posts 22 define a passageway frame at the end of the car 10 in association with a body end sheet 23. The top surface portion of "the end sill 19 provides a platform area intermediate the collision posts 22 and the top of the passageway frame is defined by a horizontally extending door frame header 24.

Diaphragm 21 is suitably attached to the door frame header 24 and spaced collision 'posts 22 and extends outwardly therefrom with its outermost end margin suitably attached to a diaphragm face plate, which is in the form of a. diaphragm end frame 25. The bottom of the end frame 25 is suitably supported by the top surface of the face plate 17 of the male coupler assembly 16. Thus, the end frame 25 is free'to pivot with the male coupler assembly 16 relative to the car body 15 of the car 10. The flexibility of the material of the diaphragm 21 allows movement of the end frame 25 relative to the car body 15 without separation resulting between the diaphragm 21 and the end frame 25. The end frame 25 'is' ,of downwardly opening U-shape, as particularly shown in Fig. 1, and with its attachment to the diaphragm 21 an enclosed passageway is provided extending outwardly from the end sheet 23 of the car 10.

The female end of the car ll'adapted for interconnection with the male end of the car 10 just described,

includes the provision of a block-like female coupling member 26 which is suitably carried by an end sill ,structure 27 located intermediate verticallydirected and transversely spaced collision posts-28. The female coupling element 26 is provided with a centrally located recess 29 adapted -to-receive therein the male coupling pin 18 upon interconnection of the adjacent ends of the

cars

10 and 11 shown in Fig. 3. The collision posts 28 are attached to the end'sheet 30 of the, car body 31 of the car 11 in the known mannerjand have attached therebetween a passageway end frame 32 which is of a shape and size conforming to the diaphragm'end frame 25 of the car 10. The passageway frame 32 and the female coupling element 26 are both fixedly attached to the end structure of the car.11 against movement relat e t 1 a s ll 2. @sfia e. es

potting surface for the passageway defined by the frame 32 and the top portion thereof is defined by a horizontally extending door header 33.

The car 11 as shown particularly in Fig. 2 is provided with a single axle 34 carrying spaced flanged wheels 35, the wheel carrying axle 34 being positioned at the opposite end of the car 11 as viewed in Fig. 2, this end being a male end of similar construction and arrangement as that described in connection with the car 10. As particularly shown in Fig. 3, the female end of the car 11 in its uncoupled condition is supported by a retractable dolly wheel 36 on each side of the car body 31. Fig. 2 illustrates the dolly wheels 36 in their retracted positions, the positioning of the same occurring when the female end of the car 11 is coupler supported by the male end of the car 10.

7 Referring particularly to Fig. 3, it will be understood that upon movement of the adjacent male and female ends of the

cars

10 and 11 toward one another, the

tapered male 'pin 18 centers itself relative to the recess 29 in the female coupling member 26 and is received therein and suitably held by a mechanical latch arrangement. The diaphragm end frame of the car 10 is thus brought into contacting engagement with the passageway frame 32 of the female end of the car 11; With this arrangement the single section of flexible diaphragm material 21 functions to enclose the area between the

interconnected cars

10 and 11 to provide a completely covered inter-car passageway.

The present invention, as previously described, is concerned with the provision of means for automatically aligning and holding the top portion of the diaphragm end frame 25 of the male end of the car 10 in abutting engagement with the passageway frame 32 of the female end of the car 11. As particularly shown in Figs. 1-5, a diaphragm alignment and roll-control apparatus 44} is carriedfat the top portion of the diaphragm end frame 25 for cooperation with an alignment holding and receiving structure 41 carried at the top portion of the passageway frame 32 of the female end of the car 11. The apparatus 49 is provided primarily for the purpose of diaphragm alignment and holding engagement with the female end of the car 11 although it can be used for the additional purpose of aligning inter-car

utility dispensing units

42 and 43 carried at the top portions of the adjacent ends of the cars 10 and 11., respectively. The particular manner in which the diaphragm alignment apparatus 46 functions to provide primary aligning action for automatic interconnection between the

utility units

42 and 43 is disclosed in the copending application, Serial No. 573,584, filed March 26, 1956. The present invention is directed to the new and improved structural features of the diaphragm alignment and roll-control appar'atus in connection with its primary function of interconnecting and holding the top portion of the diaphragm structure in operative relation with the female end of an adjacent interconnected railway car the ty '2 described.

Referring particularly to Figs. 4, 6 and 7, the diaphragm end frame 25 of the car is is provided with a coutinuous radially directed flange or face plate 44 extending along the sides and top portions thereof. Cen- Hall of the top horizontally extending portion of the fiange 44 is a groove 45*which opens upwardly and receives therethrough a forwardly projecting alignment member 46 which has its outermost and provided with tapered surfaces to define a spear-like projection. The rear portion of the alignment member 46 is bifurcated to define spaced horizontally positioned cars 47 receiving therebetween-an apertured eye portion 43 which is formed integral with a rod retaining end portion 49. The eye 48 and ears 4'! are provided with aligned openings which receive therethrough a pivot pin 5% suitably keyed or pinned in fixed relation to allow the rod retaining end portion 49 and the alignment member 46 to pivot relative to one another. Flat, washer-like rubber bushing pads 51 are received 'intermediatethe opposed surfaces of the cars 47 and eye 48 to provide for limited universal movement of the alignment member 46 relative to the rod retaining end portion 49. The alignment member 46 is fixedly attached to the area of the flange 44 of the diaphragm end frame 25 surrounding the groove 45 to provide for fixed movement of the alignment member with the diaphragm end frame 25. As previously described, the lower end portion of the diaphragm end frame 25 is pivotally mounted by reason of its attachment to the face plate 17 of the male coupling member 16 and the pivotal connection of the alignment member 46 just described provides for relative free movement of the diaphragm end frame 25 independently of the car 10.

The rod end portion 49 is provided with a rearwardly positioned, radial disk-like flange 52 having seated thereon a rubber bushing 53 in rearwardly positioned relation which in turn seats one end of a coil spring 54. A rod 55 extends centrally of the spring 54 and its forward end is received within an aperture in the rear face of the rod retaining end portion 49 wherein the rod 55 is pinconnected by a pin 56.

The door header 24 of the car 10 is in the form of a channel and the forward upwardly directed flange portion 57 is provided with a groove-like opening 58 through which the spring 54 and rod 55. extend. An L-shaped bracket 59 is suitably attached to the top surface of the door header 24 and the upstanding leg 60 thereof is centrally apertured to receive therethrough the rearmost portion of the rod 55. A rubber bushing 61 is mounted on the front face of the upstanding leg 60 and is provided with an annular neck 62 received within the central aperture of the leg 64 through which the rod 55 extends. The inner peripheral surface of the neck 62 is beveled or inclined in an expanding rearward direction as illustrated in Fig. 7. The bushing 61 is further provided with a forwardly extending collar portion 63 which cooperates with the rearmost end of the spring 54 to provide a seat therefor. The inner peripheral surface of the collar '63 is beveled outwardly in a forward direction and the cordbined bevels of the central apertureof the bushing 61 provide for limited universal movement of the rod 55 relative to the mounting bracket 59. The rearmostfree end of the rod 55 carries an abutment collar 64 in the form of a washer held on the end of the rod by a lock nut 65. The outer diameter of the abutment collar 64 is greater than the diameter of the central opening in the upstanding leg 69 of the bracket 59 to provide for abut ment between the collar 64 and leg 60 upon full extension of the rod 55 therethrough in an outwardly direction.

As particularly shown in Fig. 6, the spring 54 is compressed between the bushings 53 and 61 to urge the alignment member 46 and the top portion of the diaphragm end frame 25 attached thereto in an outwardly direction away from the door header 24 to thus maintain the diaphragm 21 in expanded condition at all times. The extent to which the dia hragm 21 is expanded is limited by the abutment collar 54 in the manner previously described. Due to the pivotal attachment of the alignment member 46 rearwardly of the diaphragm end frame 25 and the limited universal movement of the rod 55 relative to the mounting bracket or rod housing 59, the top portion of the diaphragm end frame 25 is provided with a substantial degree of freedom of movement relative to the car 10 carrying the same. This freedom of movement, insofar as the lateral components of the same are concerned, is limited by the provision of car roll control abutment members carried intermediate the diaphragm end frame 25 and door header 24.

In Figs. 4 and 6 the diaphragm end frame '25 is illustrated as having mounted thereto upwardly directed brackets 68 which at the uppermost portions thereof suitably support the electrical dispensing unit 42 forming a. part of the end frame structure of the car 10. Each of the brackets 68 is provided with an inwardly positioned f7 and upwardly directed vertical wall portion 69 having attached to the innermost surface thereof a mounting l-plate 70. Each mounting plate 70 has bonded thereto :a rubber cushion 71 to the outer surface of which is bonded a metallic abutment plate 72 The plates 70 and 72'-with a rubber cushion 71 sandwiched therebctween provide resilient abutment members which are positioned opposite one another in spaced relation on each side of the diaphragm alignment apparatus 40. Intermediate each resilient cushion assembly and the diaphragm alignment apparatus 40 is a forwardly projecting abutment member 73 of L-shape design having a transversely directed leg portion suitably attached to the forward vertical flange 57 of the door header 24. Each abutment member 73 is provided with an outwardly directed leg portion 74 .having an outer side surface 75 of convex configuration. The convex surface 75 of each abutment member 73 is adapted for contact with the plate 72 of its'associated cushion assembly to limit; lateral movement of the diaphralgom end frame 25 relative to the door header 24 of car a I Lateral movement of the diaphragm end frame 25 relative to the car'10 will result from body roll of the fear 11 relative to the car 10 during operation of the interconnected cars. Likewise, body roll of the car 10 relative-to the car 11 will cause the door frame header 24 to move relative to' the diaphragm end frame 25 and the extent of this relative movement is limited by abutmentbetween the convex surfaces 75 and their associated resilient'abutment cushions carried by the brackets .68. Inasmuch as the body roll or lateral movement of the type described can occur when the car is turned relative to the other as upon negotiation of a curve, the

: abutment surfaces 75 ofthe abutment members 73 are providedwith a convex configuration so as to provide substantially flat surface contact between the same and theresilient cushion assemblies carried by the bracket 68.

In describing the manner in which the top portion of {the diaphragm end frame 25 of the car 10 is attached 7 to and held against the passageway frame 32 of the car 11 by means of the diaphragm alignment apparatus 40, "reference ismade to Figs. -7. The passageway frame 32 is provided with an upstanding radially directed flange or face plate 78 which is interrupted at the top central portion of the frame 32 toreceive therein the female aligning structure 41 carried by the door header 33 of the car 11." The aligning unit 41 includes an upwardly opening groove-like portion defined by upstanding spaced v side walls 79 formed integral with a horizontally extending base plate 80. The base plate 80 is suitably attached to the door header 33 on the top surface thereofand the outermost front vertical edges of the spaced side walls 79 have attached thereto an apertured face plate 81. The face plate 81 is received within the top central opening of the upright flange 78 of the door :frame 32 and centrally of the face plate there is an upwardly opening groove 82 into which the alignment member 46 is received upon, interconnection between the cars and 11. The face plate 81 is suitably attached to the front surface of the door header 33'defined by a transverse upwardly directed vertical flange portion 83 through which a suitable opening is provided to receive the female alignment unit 41. The innermost surface of each side wall 79 has suitably attached thereto a re- :s'ilient fabric lining 84 which frictionally engages the side surfaces of the alignment member 46. upon intro- 7 Y'duction of the same intermediate the side walls 79. Any

suitable material may be used in forming the linings 84, fiberized material being preferred due to the increased frictional resistance of the same.

,Automatic coupling and complete interconnection between the male end of the car 10 and the female end ,of the car 11 is brought about by moving the ends toward one another with the male coupling pin 18 being first] aligned-with and received in the female recess 29.

frame25 is thus attained,'the diaphragm end frame 25 readily conforming to the positioning of the

cars

10 and 11 relativeto one another by reason. of the pivotal attachment of the -male coupling member 16 being .located rearwardly of the bottom portion of the diaphragm end frame 25. Thus, the diaphragm end frame 25 will pivot with the male coupling member 16 and the .top portion of the same is allowed to follow this pivotal movement by reason of the pivotal attachment of the alignment member 46 being positioned re'arwardly of its fixed attachment to the diaphragm end frame 25. The spear-like end of the alignment member 46 will be received within the female alignment unit 41 carried on the car 11 and the top portion of the diaphragm end frame 25 is thus fully aligned with the passageway frame 32 of the car 11.. The spring 54, being held in a compressed state at all times between the endseats thereof,

constantly urges the top portion 'of the diaphragm end frame 25 away from the car 10 and intoengagement with the passageway frame 32 ofthe car 11. With this arrangement the top portion of the diaphragm end frame 25 is resiliently held in, abutting engagement with the outer surface of the passagew y frame 32 when the cars '10 and 11 are coupled; The lower portion of the a diaphragm end frame 25 is held against substantial moveing ring 89 and the Intermediate each contact ment toward or away from the car 10 by reason .of its fixed attachment to the coupler face plate 17.

Upon operation of

theinterconnected cars

10 and 11, the diaphragm end frame 25' will move with the car 11 relative to the car 10 and, in effect, becomes an operational part of the car 11, relative movement between the cars being provided by the pivotal mounting of the male coupling member 16, the flexibility of the diaphragm 21, and the pivotal mounting of the alignment member 46. Upon lateral movement of one car relative to another during operation of the same, the diaphragm alignment apparatus 40 is permitted tofollow movement of the car 11 by reason of the limited universal mounting of the rod 55 as previously described. The extent of relative lateral movement or body roll between the

cars

10 and 11 is controlled by the car roll limiting apparatus including the cushion assemblies and abutment memberspreviously described. ;This lat ter portion of the apparatus is carried entirely by the structural members of the car 10 with the spaced abutment elements being carried by the diaphragm end frame '25 and door header 24 and cooperating with one another to define laterally spaced pairs of oppositely directed abutment means which overlap for contacting upon lateral movement of one car relative to the other.

The

electrical connectors

42 and 43 are of the type "described in the aforementioned copending application. Referring to Fig. 4, the electricaLconnector 42 is a male connecting unit including a face plate 87 carried by the top portions of the brackets 68 and carrying rearwardly thereof a contact housing 88. The face plate 87 is provided with a central elongated aperture defined by a continuous resilient sealing ring .89 which receives internally thereof a plurality of spring mounted power contact pins 90 which project outwardly beyond the seal front surface of the face-plate 87. pin 90 is a smaller control pin 91 each of which function to make and break the electrical circuit. The control pins 91 project outwardly of theface plate 87 to an extent less than the extent to which the contact pins 90 project outwardly therefrom. To each side of the contact pins 90is positioned an alignment pin 92 extending through the face plate87 and suitably attached to an upper portion of a bracket 68. The contact housing 88 has a plurality of cables mounted therein. As 'parficularlyshown in Fig.

East??? '3, the cables-93 are provided withconsidera'bleslack in order to compensate for movement of the electrical connecting unit 42 with the diaphragm end frame 25 relative to the car 10.

Referring particularly to Fig. 5, the female end of the car 11 is provided with spaced electrical connector mounting brackets 95 suitably attached through fiberized bushings 96 to the collision posts 28 above the passageway frame 32. The female electrical connector 43 includes a contact housing 97 attached to a face plate 98 which in turn is connected at each end thereof to a connecting plate 99 resiliently mounted to the rear face of a bracket 95 by coil springs 100. In this manner the female electrical connector 43 is resiliently mounted on the car '11 for a purpose to be described.

The face plate 98 is provided with an elongated central opening defined by a rubber gasket 101 which is "in register with a plurality of electrical contacts or pins 102 spring mounted in the contact housing 97. Intermediate each contact 102 is a control pin 103 which functions to make and break the electrical circuit. The contacts 102 extend outwardly of the front face of the plate 98 and the control pins 103, while extending outwardly of the face plate 98, do not project as far as the contacts 102. To each side of the contacts 102, the face plate 98 carries a circular recess 1'04 arranged for receiving an alignment pin 92 of the male electrical connector 42.

As previously described, when the adjacent ends of the cars and 11 are brought together into coupled relation, the male pin 18 is the first to contact and become aligned with the female end of the car 11. The alignment member 46 of the diaphragm alignment apparatus 40 is then aligned and received in the female alignment unit 41 of the car 11. With complete alignment of the diaphragm end frame relative to the passageway frame 32, the alignment pins 92 of the male connector 42 are then received within the recesses 104 of the female connector 43. The alignment pins 92 are provided with tapered ends for self-centering action and the female connector 43 is resiliently mounted by the springs 100 to aid in establishing proper alignment and interconnection of the abutting

contacts

90, 91, 102 and 103. The contacts 90 and 102 are provided with fiat end surfaces and contact one another as shown in Fig. 8 to an extent that they are pressed rearwardly into their respective housings against the action of springs 106. Surface abutting contact is thus established between the contacts 90 and 102 and immediately following full contact between these pins, the circuit making and breaking pins 91 and 103 come into and face abutment with one another. The pins 91 and 103 are also spring mounted within their respective housings by springs 107 as shown in Fig. 8 and upon the urging of these contacts rearwardly into their respective housings, the electrical circuit is completed and power is dispensed between the units carried by the respective cars.

The provision of the contact making and breaking pins 91 and 103 enables full contact between the dispensing pins 90 and 102 prior to the completing of the circuit to prevent arcing. Similarly, when the

cars

10 and 11 are disconnected, the circuit controlling pins 91 and 103 become separated prior to separation between the power dispensing pins 90 and 102, thus again preventing arcing while one contact housing is being drawn away from and out of engagement with the other contact housing.

The particular structural details such as the provision of insulating blocks 108 of each electrical contact housing need not be described in detail for the purpose of the present invention. The various structural features are fully discussed in the aforementioned copending application and the reference to the use of electrical connecting units insofar as the present invention is concerned is made merely to illustrate an additional function of the diaphragm alignment apparatus of the present invention for providing primary aligning means to establish proper such as electrical connectors.

Obviously many modifications and variations of the invention as hereinbefore set forth may be made without departing from the spirit and scope thereof, and therefore only such limitations should be imposed as are indicated in the appended claims.

I claim:

-1. In a pair of interconnected railway cars wherein a first car carries an end diaphragm structure including'a relatively movable diaphragm end frame expanded into abutting engagement with an end frame of a second car and being supported by a coupling member carried by said first car which coupling member is pivotally at; 'tac'hed to said first car at a point rearwardly of said diaphragm end frame, the provision of a diaphragm end frame alignment and car roll-control arrangement located at the top portion of said diaphragm end frame, said arrangement including an alignment member fixed to said diaphragm end frame and projecting outwardly from the plane of said diaphragm end frame, a groove-like opening in the end frame of said second car receiving said alignment member therein, said alignment member being pivotally attached to a first end portion of a rod at a point intermediate said diaphragm end frame and the body portion of said first car, said rod extending generally horizontally between said diaphragm end frame and the body portion of said first car in the same general direction as said alignment member, a rod housing carried by the body portion of said first car and receiving therethrough the remaining end portion of said rod, the first end portion of said rod being provided with a spring seat and said rod housing defining a further spring seat in spaced relation thereto, a coil spring surrounding said rod and held in compression between said seats, said rod carrying an abutment means on said remaining end portion which is located beyond said rod housing and in abutting alignment with said rod housing to limit total movement of the top portion of said diaphragm end frame away from the bodyportion of said first car in response toresilient urging of said spring, and car rollcontrol limiting means including transversely spaced and longitudinally overlapping abutment members carried by both said diaphragm end frame and the body portion of said first car to limit total lateral movement of one car relative to the other, said abutment members being in paired and oppositely directed relation and provided with abutment surfaces maintained in longitudinally overlapping relation.

2. In a pair of interconnected railway cars wherein a first car carries an end diaphragm structure including a relatively movable diaphragm end frame expanded into abutting engagement with an end frame of a second car and being supported by a coupling member carried by said first car which coupling member is pivotally attached to said first car at a point rearwardly of said diaphragm end frame, the provision of a diaphragm end frame alignment and car roll-control arrangement located at the top portion of said diaphragm end frame, said arrangement including an alignment member fixed to said diaphragm end frame and projecting outwardly from the plane of said diaphragm end frame, a groove-like opening in the end frame of said second car receiving said alignment member therein, said alignment member being pivotally attached to a first end portion of a rod at a point intermediate said diaphragm end frame and the body portion of said first car, said rod extending generally horizontally between said diaphragm end frame and the body portion of said first car in the same general direction as said alignment member, a rod housing carried by the body portion of said first car and receiving therethrough the remaining end portion of said rod, the first end portion of said rod being provided with the spring seat and said rod housing defining a further spring seat in spaced relation thereto, a coil spring surrounding said rod and r '11 held in compression between said seats, said rod carrying an abutment means on said remaining end portion which is located beyond said rod housing and in abutting alignment with said rod housing to limit total movement of the top portion of said diaphragm end frame'away from the body portion of said firstcar in response to resilient urging of said spring, and car roll-control limiting means including transversely spaced and longitudinally overlapping abutment members carried by both said diaphragm end vframeand the body portion of said first car to limit total lateral movement of one car relative to the other, said abutment members providing pairs of oppositely directed and longitudinally overlapping abutment surfaces, .each pair including a rearwardly directed member carried by said diaphragm end frame and a forwardly directed ipair being positioned to each side of said alignment arran n a 3. Ina pair of interconnected railway cars wherein a first car carriesanend diaphragm structure including a ..phragm end frame and projecting outwardly from the plane of said diaphragm end frame, a groove-like opens ing in the end frame of said second car receiving said alignment member therein, said alignment member being pivotally attached to a first end portion of a rod at a ;point intermediate said diaphragm end frame and the body portion of said'first car, said rod extending generally horizontally between said diaphragmend frame and the "bO dY P OI'ilOIJ of said first car in the same general direction as said alignment member, a rod housing carried by the body :portion of said first car receiving therethrough .the remaining end portion of said rod, the first end portion of said rod being provided with a spring seat and said rod housing defining a further spring seat in spaced relamember carried by the body portion of said first car, a

12 ;tion thereto, a coil spring surrounding said rod and held in compression between said seats, said rod carrying an abutment means on said remaining end portion which is located beyond said rod housing and in abuttingtalign- 'ment with said rod housing to limit total movement of .the top-portion of said diaphragm end frame away from the body-portion o f said first car in response to resilient urging of said spring, said rodho'using carrying a resilient bushing through which said rod is received to provide limited universal movement of said alignment member'and the top portion of said diaphragm end frame "relative to said rod housing and said first car, and car roll-control limiting meansfincluding transversely spaced and longitudinally overlapping abutment members carried by both said diaphragm end frame and the body portion of said first car to limit the total lateral movement of one car relative to the other, said abutment memrber sprovidingpairs of oppositely directed and longitudig'nany overlapping abutment surfaces at least one of which is COHVGX flElCh pair including a rearwardly directed ,rnembe r carried by said diaphragm end frame and a forwardly directed member carried .by the body portion :of said first car, a pair being positioned to each side of "said alignment arrangement.

; References Cited in the file of this patent UNITED STATES PATENTS 383,067 Pullman May 15, 1888 389,437 -Bissell Sept. 11, 1888 474,966 McElroy May 17,1892 479,546 Beckley a; July 26, 1892 493,095 Knox Mar. 7, 1893 1,256,054 Schroyei" Feb. 12, 1918 1,546,017 Herr July 14, 1925 -1,726,508 Van Dorn' Aug. 27, 1929 2,056,227" "Mussey etfal. Oct, 6, 1936 2,073,198 Dobbs Mar. 9, 1937 2,422,355 Knapp June 17, 1947 2,636,621 V 1 Dean Apr. 28, 1953 V FOREIGN PATENTS Germany j.. Mar. 8, 1934