US3042223A - Trainline arrangement for cushion underframe with long travel characteristics - Google Patents

Description

' July 3, 1962 K. .1. AUSTGEN 3,042,223 TRAINLINE ARRANGEMENT FOR CUSHION UNDERFRAME WITH LONG TRAVEL CHARACTERISTICS Filed Nov.- '14, 1960 4 Sheets-Sheet 1 INVENTOR. KENNETH J. AUSTGEN ATTO RNEYS .1 will July 3, 1962 K. J. AUSTGEN 3,042,223

TRAINLINE ARRANGEMENT FOR CUSHION UNDERFRAME WITH LONG TRAVEL CHARACTERISTICS Filed Nov. 14, 1960 4 Sheets-$heet 2 I A a I I n I 8 m I i I\ to: 3 72 a 5+ Q. l 00 O m Q o I L Q g I QI/ 3 Q I N I i\l I I I w' I I 5% I /I I I I :1- I I L i I INVENTOR.

KENNETH J. AUSTGEN A ToRrgYs July 3, 1962 2 K J. AUSTGEN 3,042,223

TRAINLINE ARRANGEMENT FOR CUSHION UNDERFRAME WITH LONG TRAVEL CHARACTERISTICS Filed Nov. 14, 1960 4 Sheets-Sheet 3 N Q a c m s I INVENTOR. KE N N ETH J. AU S'ITGEN ATTO R N EYS July 3, 1962 K. J. AUSTGEN 3,042,223

TRAINLINE ARRANGEMENT FOR CUSHION UNDERFRAME WITH LONG TRAVEL CHARACTERISTICS 4 Sheets-Sheet 4 Filed Nov. 14, 1960 INVENTOR. KENNETH J. AUSTGEN ATTOR NEYS United States Patent ffice 3,042,223 Patented July 3, 1962 3,042,223 TRAINLINE ARRANGEMENT FOR CUSHIGN UNDERFRAME WITH LONG TRAVEL CHAR- ACTERISTICS Kenneth J. Austgen, Griflith, Ind., assignor to Pullman Incorporated, Chicago, 111., a corporation of Delaware Filed Nov. 14, 1960, Ser. No. 68,992 6 Claims. (Cl. 213-1) My invention relates to cushion underframe railroad cars, and more particularly, to a trainline arrangement for cushion underframe cars having long travel cushioning characteristics in accordance with the teachings of the copending application of William H. Peterson, Serial No. 856,963, filed December 3, 1959, now Patent No. 3,003,436 (the entire disclosure of which is hereby incorporated herein by this reference).

Cushion underframe cars conventionally take the form. of a suitable car body underframe arranged to define a guideway for a so-called draft and buffing column, or sliding center sill, that extends the length of the car and is slidably associated therewith. The draft gear and coupler apparatus of the car are applied to the ends of the column or sliding center sill, and a cushioning arrangement is employed between the column or center sill and the underframe to cushion coupler impacts applied to the column or sill during rail transit. An example of such car construction is shown in Meyer Patent 2,764,299, granted September 25, 1956.

One of the problems in designing cushion underframe cars is in the mounting of the car trainline that is required to operatively connect the car brake apparatus with a source of operating fluid. The trainline of each car must be arranged so that it extends the length of the car and is adapted for connection to the trainlines of other cars, regardless of their style or make. Heretofore, the trainline of cushion underframe cars has either been applied to the car underframe, or to the draft and but-ling column, with the brake equipment also being either entirely applied to either the underframe or the column, or to both.

When a trainline has heretofore been applied to or carried by the column, it has been affixed to the exterior of the colunm, with flexible connections being made as required for attachment to equipment carried by the underframe to the trainlinev This has necessitated the application of trainline piping in the scanty space available between the column and the underframe sill, cross bearer, bolster and the like structures that define the column guideway, which is further complicated by the need for guide plates and the like to confine the column or sliding center sill against lateral movement.

These conventional arrangements may have been considered reasonably satisfactory for cushion underframe cars having relatively short cushion travels, but the 20 to 40 inch travel range contemplated by said Peterson application raises special problems because of the large relative movement between the car underframe and its draft and 'bufling column or sliding center sill.

It is a principal object of this invention to provide a trainline arrangement for cushion underframe cars that avoids the difliculties of the prior art by mounting the trainline within the confines of the column.

In accordance with this invention, the trainline is secured to the draft and buffing column, or sliding center sill, and flexible connections are provided to equipment carried by the underfra-me. The trainline is disposed within the column along as much of its length as possible, this being limited only by the need for draft gear and coupler equipment as well as the column or center sill cushioning arrangement.

Further objects of the invention are to provide a trainline arrangement for cushion underframe cars that may be readily adapted for use on such cars regardless of the length of travel of the car draft and buffing column, to simplify and facilitate the application of trainlines to all railroad cars in general, and to provide a long travel cushion underframe arrangement that is economical of manufacture and assembly, efilcient in use, and capable of easy and inexpensive application to existing car arrangements.

Other objects, uses and advantages will be obvious or become apparent from a consideration of the following drawings and the detailed description.

In the drawings:

FIGURE 1 is a diagrammatic plan View of somewhat in excess of /2 of a cushion underframe arrangement, diagrammatically illustrating the application of the trainline in accordance with this invention;

FIGURE 2 is an enlarged fragmental plan view of the connection between the trainline and the angle cock at each end of the car;

FIGURE 3 is a diagrammatic perspective view of a bracket employed to support the angle cock of the car of this invention;

FIGURES 4, 5 and 6 are diagrammatic vertical sectional views substantially along lines 4--4, 5-5 and 6-6 of FIGURE 1;

FIGURE 7 is a diagrammatic fragmental perspective view illustrating the cushioning arrangement employed in connection with the car of this invention and the association of the trainline therewith, parts being broken away to better illustrate the structural details involved;

FIGURE 7a is a fragmental perspective view illustrating a modified way of supporting the trainline within the draft column; and

FIGURES 8 and 9 are diagrammatic perspective views, in section, illustrating one embodiment of the specific long travel cushioning device that may be used in connection with the car structure shown in this application to practice the invention of said Peterson application, showing said device in extended and contracted positions, respectively.

However, it is to be understood that the specific illustrations of the drawings are for purposes of complying ith 35 U.S.C. 112 as the invention is susceptible of other embodiments, as will be apparent to those skilled in the art.

General Description Reference numeral 10 of FIGURE 1 generally indicates a cushion underframe structure arranged in accordance with this invention. The underframe structure 10, which is shown largely in diagrammatic form, comprises underframe 11 made up of sills 12 and center sills 14 rigidly united together by appropriate bolster structures 16 and cross bearer structures 18. The ends of the side sills and the center sills are joined together by an appropriate end sill structure 20.

The customary floor beams, stringers, flooring, as well as the remainder of the car structure are omitted to facilitate illustration. The car underframe structure 10 is customarily operatively connected to a truck 22 at each end thereof, only one being shown in outline form in FIGURE 1.

I The underframe structure 10 is formed to define a guideway 24 (see FIGURES 4-7) for draft and buifing column 26, which extends the length of the underframe structure 10 and protrudes from the ends thereof substantially as indicated in FIGURE 1.

As indicated in FIGURES 4-6, the draft and bufiing column 26 rests on appropriate wear plate structures 30, 32 and 34 at the underframe end sill, bolsters and cross bearers, respectively, and the lateral movement of the draft and bufling column with respect to the underframe structure is restrained by the respective guide - structures 36, 38 and 40 indicated in the drawing figures.

The underframe 1t and the draft and buffing column 26 have associated therewith a hydraulic cushion device 42 (see FIGURE 7) mounted in a cushion pocket 44 defined by spaced upper and lower pairs of lugs 46 aflixed within the draft and bufling column.

The cushioning device 42 illustrated includes follower members 4-8 and 50 which bear against the respective lugs 46 as well as stop members 52 that are fixedly secured to the underframe center sills 14 and extend through the draft and buffing column 26 between the upper and lower pairs of lugs 46 at each end of the cushion pocket 44.

The cushioning arrangement is such that a cushion travel in the range of 2040 inches is provided when coupler impacts are applied to the ends of the draft and bulfing column. This is in accordance with the teachings of said Peterson application.

' In accordance with this invention, the underframe structure 10 is provided with a trainline generally indicated by reference numeral 60, which is applied to a substantial degree within the confines of the natural housing defined by the draft and buffing column 26. Thus, the trainline comprises two end sections 62 (see FIG- URES l and 7), a median section 64, and flexible sections '66 which connect the end sections 62 of the trainline with the median section 64. As indicated in FIG- URE 1, the end section 62 of trainline 60 at each end of the car is secured to one of the outer laterally extending flanges of the draft and buffing column along the length 72 of the column that forms the housing for the draft gear and coupler apparatus. The trainline section 62 then enters the interior of the draft and buffing column through an appropriate opening 74 (see FIGURE 1) formed in the adjacent column side wall 76 and the remainder of this section extends within the hollow center of the draft and bufling column. In the arrangement illustrated, the trainline section 62 of each end of the car extends to a point adjacent the cushion pocket 44 where it thereupon projects through an appropriate opening formed in a wall 76 of the column and through an elongated slot 80 formed in the adjacent underframe center sill 14 for connection with the adjacent flexible trainline section 66.

The trainline sections 62 at each end of the car are identical, though at the end of the car not illustrated in FIGURE 1, the section 62 is applied to the opposite column flange 70 so that the usual connection between adjacent cars can be made in making up a train. Thus, the remainder of the underframe structure not shown in FIGURE 1 is similar to that end which is shown, though the section 62 is applied to the opposite side of column 26 along the unillustrated length 72 thereof.

The median trainline section 64 is connected in any suitable manner to the usual brake equipment carried by a car such as AB valve 82, the air brake cylinder 84, and other well known pieces of apparatus that are not shown in the drawings. Inasmuch as the end sections 62 of the trainline connect with still other portions of the trainline on the car, as will hereinafter be described, it is convenient at times to refer to the median section 64 as a median portion of the trainline that is flanked by end or flanking sections or portions 62 of the trainline.

When the car embodying underframe structure 10 is in use, and coupler impacts occur, for instance, in the direction of the arrow 86 in FIGURES l and 9, the draft and butfing column or sliding center sill 26 moves under the impetus of the impact agaist one end of the hydraulic device to move the latter from its extended position of FIGURE 8 to its contracted position of FIGURE 9. As the device moves to its contracted position, hydraulic liquid is forced through orifices to dissipate in the form of heat substantially all the energy that is involved in the so-called impact effect when a car impacts against, or is impacted by, one or more of the cars; the cushion also adds to or subtracts from the underframe, body, and lading carried thereby the energy of the impact that is to be acquired or lost from the car (as kinetic energy) as a result of the impact (depending upon the condition of impact).

When the condition of impact is that indicated by arrow 86, this forces the right hand pairs of lugs 46 (in the showing of FIGURES l and 7) aganist the hydraulic device follower 5%, which presses the cushion against the left hand stop member 52; this is diagrammatically illustrated in FIGURE 9, though the structure there shown is viewed from the opposite side of the car. Due to the inertia of the car structure and its lading, the initial velocity of the underframe and body carried thereby as well as the lading is initially unaffected by the impact, but the pressure of the hydraulic device follower 48 acting on is associated stop member 52 gradually transfers the kinetic energy of the impact to the underframe and car body and lading carried thereby. The cushion device in so acting closes until its parts per se have the operative relation indicated by FIGURE 9, at which time, the underframe, car body and lading have the ultimate velocity dictated by the Law of Conservation of Momentum for Inelastic Bodies.

After the impetus of an impact has been dissipated, and the kinetic energy involved in the impact has been trans ferred to the car body and its lading through the cushioning device, the springs 90 acting in tandem on the followers 50 and 52 restore the draft and buffing column and underframe to their normal positions indicated in FIG- URE 1.

Vvhen the direction of impact is in the opposite direction, the functioning of the hydraulic device 42 is the same, though the forces involved act in the opposite direction.

Since the draft and butfing column 26 is moving longitudinally of the underframe during the period that the cushion device is performing its function in dissipating coupler impacts, the trainline 60 must be arranged to accommodate this movement and accordingly the trainline sections 62 will move to one of the extreme positions indicated by the dashed line showings in FIGURE 1 (depending on the direction of impact), this being permitted by the application of flexible sections 60.

As shown in FIGURES l and 7, the flexible sections 66 are each preferably provided with a guide or wear sleeve 92, which rests on a supporting plate or platform 94 that is secured in any suitable manner to the underframe structure 10, and this arrangement provides the necessary guiding action on the respective flexible sections 66 without causing undue wear on the conduits forming the respective sections 66.

Another aspect of this invention is that the angle cock structure normally forming the end of car trainlines is affixed to the coupler by bracket 102, and a flexible conduit 104 is connected between the angle cock structure 100 and the trainline section 62. In the form shown, conduit 104 is arranged in the form of an open loop and is connected to the respective trainline sections 62 and angle cock structures by suitable swivel joint couplings 16 6.

The advantages of mounting a substantial portion of the trainline within the hollow center of the draft and buffing column will now be apparent to those skilled in the art. Formerly, trainlines that were secured to the draft and bufling column were applied to the space 198 (see FIGURES 4-7) on either side of the draft and bufling column, which necessarily has made it very diflicult to mount the trainline in place due to the presence of the underlying bolster, cross bearer, and end sill structures as well as the necessary draft column guide and supporting structures, such as those indicated at 30, 32, 34, 36, 38 and 40 of FIGURES 46. Since the column 26 is channelshaped in cross section, and since the size and shape of its section provides it with a relatively large open center, it is relatively easy to slip the trainline segments up into the hollow center of the column and mount same in place, which is to be contrasted with former procedures that require the trainline segments to he slid lengthwise into place along the restricted spaces 103. And, of course, the draft and buffing column serves as a natural housing for the trainline and protects it from relatively moving parts.

Specific Description The structure of the cushion underframe per se to which this invention may be applied is largely optional, although that diagrammatically illustrated has been found to be well suited for purposes of the invention.

In the form shown, the underframe center sills 14 are in the form of 2 members 1510 having upper and lower flanges 111 and 112. The end sills 20, which may comprise suitable angle members 113 are fixed in any suitable manner, as by welding, to the center sill flanges 111. The lower flanges 112 at the ends of the center sills are fixed together in the desired spaced relation by a suitable tie arrangement such as that indicated at 114 in FIGURE 4, which comprises angle members 115 aflixed to spacer plates 116 that are in turn aflixed to the flanges 112, respectively, as by welding, with a channel member 117 being aflixed between the respective angle members '115. The supporting structures 30 for the draft and buffing column are aflixed to the horizontal flanges 118 of said angle members 115. The center sills at the end of the cars may be provided with suitable strengthening webs 119.

The side sills 12 of the underframe may have any suitable section, those shown having the angle shape indicated in FIGURE 5.

The bolster structures 16 (see FIGURE 5) comprise bolster members 122 on either side of the center sills 14 and aflixed thereto, with respective bolster members carrying conventional side bearings 121 and comprising spaced vertical webs 123 aflixed as by welding to a top cover plate 124 and a bottom cover plate 125 (cover plate 124 extends the width of the car). The webs 123 and the top and bottom plates 124 and 125 of the bolster members are respectively afiixed to the adjacent center sill beams 110, as by welding; they are also atfixed to the respective side sills 12 in any suitable manner.

The bolster structure 16 also includes a conventional center plate structure 126 that is aflixed between the lower flanges 112 of the respective center sills 14, in vertical alignment with the webs 123, and this center plate structure cooperates in the customary manner with the corre sponding center plate of the railroad car truck bolster. The structure 126 may carry a conventional center filler structure 127, including sleeve 128 and supporting and strengthening webs 129, all welded together to form a rigid unitary arrangement for receiving the customary kingpin that pivotally connects the trucks to the bolster structures 16. In the form illustrated, the wear plate structures 32 are carried by the center plate structure 126.

It will be noted that the trainline section 62 in the area of the bolster structure is affixed to the draft column wall 76 at a point where it is elevated above the center fillerstructure 127 so that there will be no interference between the two.

The cross bearer structures 18 (see FIGURE 6) take the form of cross bearer members 131 comprising a vertical web 132 aflixed between a top cover plate 133 and a bottom cover plate 184, all fixed between the respective center and side sills by welding.

In the embodiment illustrated, the center sills are rigidly affixed together across the guideway 24 by a tie plate 135 aflixed in place, as by welding.

Below the guideway at the cross bearers, the center sills are fixed together by the channel section tie member 136, which thus defines depending flanges 138 and hori- 6 zontal web 139, the latter being fixed to spacers 140 that are in turn affixed to the respective center sill flanges 112, all as by welding. Tie member 136 fixedly carries the wear plate structures 34 on which the draft column 26 rides.

The car underframe 11 may include suitable stringers 142 (FIGURES 5 and 6) and floor beams 143 (FIGURE 7) to provide a suitable support for flooring 144. In the embodiment illustrated, the underframe 11 is shown provided with body side sills 145 which are conventionally associated in any suitable manner with the remainder of the car body that is to be carried on underframe 10.

The respective guide structures 36, 38 and 40 may take the form of angle members 146 extending longitudinally of the guideway and welded to the inner surfaces of the vertical webs of the center sill beams 110; they may be reinforced by appropriate Webs 147 and carry suitable wear plates 149 for cooperation with similar wear plates 148 of the column 26.

The draft and bufling column generally comprises a pair of 2 members 150 welded together as at 151 to form the well known type of Z-26 section, which as clearly incidated in FIGURES 4-6, is of inverted channel-shaped configuration defining an open bottom 152. At each end of the draft and buffing column, the draft gear and coupler apparatus are applied in the conventional manner to form the draft connections with adjacent cars. In the embodiment illustrated, the draft gear pocket is defined by appropriate lugs 155 (see FIGURE 1) strengthened by reinforcing webs 156, with the draft gear (not shown) being applied between the lugs 155. Coupler 157, which is shown only in outline form, is then connected to the draft gear through the usual yoke arrangement (not shown) and extends out through the end of the draft column. As usual, column 26 terminates in appropriate striker 153.

The conduit sections 62 each generally comprise appropriate lengths of piping secured together in any suitable manner, as by employing appropriate couplings 160. In the area of the draft gear and coupler apparatus, the section 62 is afiixed above the flange 70 (at the elevation suggested by FIGURE 4) by securing same to laterally projecting plates 162 with U bolts 163 (see FIGURES 1 and 2). In the area of the bolster structure (see FIG- URE 5), the trainline section 62 is aflixed to the interior of the draft column by passing same through an angle member 164 that is in turn welded to the internal surface of wall 76; an appropriate U bolt 165 is applied to the lower flange 166 of the angle member 164 to firmly affix the trainline in place.

Between the bolster structures 16 and the point in the draft column at which the section 62 emerges for connection to flexible conduit 66, the trainline section 62 is secured, as by appropriate bracket structures 170 (see FIGURES 1 and 6), to angle members 171 forming reinforcing spacers for the draft and bufiing column. The angle members 171 are afiixed in place to dispose their flanges 172 in a vertical position, and bracket members 170 comprise a plate 173 welded to the upper edge of the respective flanges 172 and provide a mounting for U bolts .174 that are employed to secure the trainline section in place.

Obviously, however, the supports for the trainline sections 62 may take other forms; for instance, members 171 each may be replaced by member 171a, channel shaped in section and disposed in inverted position, with the trainline section 62 secured thereto by U bolt 174a (see FIGURE 7a).

At the point where the trainline emerges from the draft column into center sill slot 80, the trainline makes a 90 degree bend by virtue of elbow 176, which is connected to a short length of rigid pipe 177 in turn connected to flexible section 66 by an appropriate coupling 178. The pipe length 177 in the form illustrated in afllxed to the wall 76 of the column by U bolt 179 (see FIGURE 1) applied to plate 17% welded to the wall 76.

As already mentioned, the flexible trainline sections 66 connect the respective trainline sections 62 to the median trainline section 64. The flexible sections 66 may be formed from any suitable material that will flex the amount of movement indicated without wear and the particular type of connection employed between the sections 66 and 64 may be of any suitable type.

The trainline sections 64 may be arranged in any suitable manner on the underfrarne and connected with the brake apparatus in any appropriate manner, such as that diagrammatically illustrated in the drawings.

The flexible connection between the trainline end and the angle cock structure 100 of FIGURE 2 is especially adapted to accommodate the movement that the coupler will make laterally and longitudinally of the draft and bufiing column. The swivable couplings 106 may be of any suitable type, and preferably they are associated with elbows 180 that are turned downwardly slightly to follow the natural downward bend of the open loop 104 under the action of gravity. The angle cock structure 100 may be of any suitable type and is alfixed to the bracket structure 102 by U bolt .181. Bracket structure 102 preferably comprises a plate 182 formed with laterally directed flanges 183, 184 and 185. The angle cock structure is affixed to flange 185 by the U bolt 181, while the bracket structure 102 is affixed to the coupler by riveting the flanges 183 and 184 to appropriate flanges affixed to the coupler as by welding.

As is conventional, a flexible air hose 187 is applied to the angle cock structure provided with releasable coupling 186 for attachment to like couplings of other cars, and chain 189 secured between the hose and bracket structure 102 supports hose 187 when its coupling is disconnected from a mating coupling.

The plate or platform 94 for supporting the flexible section '66 may be secured in place in any suitable manner, as by being welded between an adjacent cross bearer structure 18 and overlying stringers or floor beams or any other suitable underframe structure. In the form illustrated, the platform 94 is provided with an upstanding arm or arms 188 for this purpose.

The lugs 46 of the draft and bufling column that are associated with the hydraulic cushion 42 generally comprise spaced plates 190 arranged in two pair at the upper corners of the draft and buffing column and two further pair afiixed symmetrically below in the manner suggested by FIGURE 9. The upper plates 190 at each end of the cushion are affixed to angle members 192 that are in turn welded across the upper corners of the draft and buffing column while the lower members 190 are affixed to the channel-shaped reinforcement members 194 that are welded to the sides 76 of the draft and buffing column.

The stop members 52 are in the form of removable bar-like keys 196 that are received in complementarily shaped openings 197 formed in the center sills 14 and are held against withdrawal by appropriate pins applied to holes 198. The stop members 52 abut against stop plates 199 atfixed to the internal surfaces of the sill members 14 and reinforced by strengthening webs 200.

The draft and bufling column is formed with slots 26a to accommodate the relative movement between the draft and buffing column and the stop members 52.

The hydraulic cushion device 42 is preferably that described in the copending application of William H. Peterson, Serial No. 782,786, filed December 24, 1958, the entire disclosure of which is hereby incorporated herein by this reference. The device 42 is a dissipative energy system type constant force travel long travel cushioning mechanism arranged to transfer and dissipate substantially all kinetic energy imposed upon the center sill or draft and butting column 26 by draft and buff forces applied to the car couplers (in excess of the minor amounts absorbed by the draft gear and return springs of the device 42). This is to be distinguished from conservative energy system type cushioning devices that merely store energy on impact and return in the form of oscillations. As described in said Peterson application Serial No. 856,963, the device 42 is a 100 percent elficient cushion travel device meaning that it transfers and dissipates the required energy with minimum travel and with no uncontrolled recoil.

By employing the long travel cushioning device 42, the time required for the transfer of, for instance, the momentum of the striking car to a struck car (carrying the lading in question) is prolonged sufficiently to achieve the benefits that are disclosed in said Peterson application Serial No. 856,963.

The device 42 generally comprises a tubular cylinder 20 1 in which piston head 202 is reciprocably mounted, tubular piston rod 203 afiixed to the piston head 202, an invaginating tubular member or boot 204 connected between the tubular cylinder 201 and the tubular piston rod 203, and the helical compression springs 90 that extend between the follower members 48 and 50 of the tubular cylinder 20 1 and the tubular piston rod 203 respectively, and a spring seat 205.

The follower 48, which forms a closure member for the tubular cylinder 201, carries a metering pin 206 that is reciprocably received within the bore 207 of the tubular piston rod 203. The metering pin 206 preferably is provided with a guide member 208 at its projecting end when the device of Peterson application Serial No. 782,786 is employed.

The internal surface 210 of tubular member 201 is formed in any suitable manner as at 212 (see FIGURES 8 and 9) to receive three snap rings 214, 216 and 218. The snap ring 214 serves as a stop for piston head 202 when the cushion device is in its extended position of FIGURE 8, while the snap rings 216 and 218 hold in place a piston rod guide meber 220 to which one end 222 of the invaginating boot or tubular member 204 is secured by a suitable clamp 224. The other end 226 of the boot or tubular member 204 is turned outside in, and is secured to the external surface 228 of the piston rod 203 by a suitable clamp 230.

The device 42 is charged with hydraulic liquid as described in said copending application Serial No. 782,786 to completely fill the space defined by the tubular cylinder 201, the tubular piston rod 203, and the invaginating boot or tubular member 204. When in use, the device 42 has the normal positioning indicated in FIGURE 8, and in the illustrated arrangement, the device 42 engages the lugs 46 and stops 52 at both ends of cushion pocket 44, as previously described. When the draft and bufling column 26 receives a shock either in buff or draft, either the tubular member 201 will commence movement to the left of FIGURE 8 or the tubular piston rod 203 and piston head 202 will .commence movement to the right of FIGURE 8, or possibly both movements may occur. In any event, as the device 42 retracts under the force being applied, the metering pin 206 displaces hydraulic liquid contained within the tubular piston rod 203 and the piston head 202 causes a hydraulic liquid flow through its orifice 232 through which the metering pin 206 extends. As shown, metering pin 206 is provided with a tapered surface 234 that preferably is designed to provide a constant force travel characteristic as the hydraulic cushion 42 contracts under the shock opposed on it; that is, the arrangement is such that for every unit of travel, the cushioning device provides a substantially constant cushioning effect.

As indicated in FIGURE 8, the oil flow then initiated is from the chamber 236 on the high pressure side of the piston head 202 through the orifice 232 and into the. bore 207 of tubular piston rod 203, thence radially outwardly of the piston rod 203 through orifices or ports 238 of the tubular piston rod 203. As the hydraulic liquid within the tubular piston rod is displaced by the metering pin 206, it likewise moves through the ports 238, as indicated by the arrows in FIGURE 8. Metering pin guide member 208 is formed with relatively large apertures 240 to permit a free flow of hydraulic liquid during movement of the metering pin.

' The hydraulic liquid flow through ports 238 is under relatively high velocity and creates great turbulence in the chamber 242 that is formed by the space between the tubular piston rod guide member 220 and the piston head 202. This great turbulence is caused at least in part by the radically directed flow of hydraulic liquid impinging directly against the inner surface 210 of tubular cylinder 62, and is responsible for dissipation of much of the kinetic energy of the hydraulic liquid in the form of heat.

As the contraction of the hydraulic cushion device 42 proceeds, the high pressure chamber 236 is reduced in volume by the advancement of the piston head 202 toward the tubular cylinder closure member 48. The hydraulic liquid passing through orifice 222 fills the chamber 242 behind the piston head 202, while a volume of hydraulic liquid equivalent to that displaced by the total entry into the fluid chamber of the piston rod 203 passes through apertures 244 of guide member 220 into the space 246 enclosed by the invaginating boot or tubular member 204 which inflates or expands and rolls to the position suggested by FIGURE 9. The apertures 244 are relatively large in cross-sectional area which provides and permits the relatively large volume and consequently low pressure hydraulic liquid flow from chamber 242 to space 246. This avoids generation of any appreciable compressive force on the relatively slender metering pin and prevents any possibility of it buckling.

After the shock has been fully dissipated, the compression springs 90, acting in tandem, return the hydraulic cushioning components to the initial extended position of FIGURE 8. During this movement under the action of the compression springs, the oil flow illustrated in FIGURE 8 is reversed, and invaginating tubular member or boot 204 deflates and returns to the position of FIGURE 8 thereby insuring that the hydraulic liquid displaced by the piston head 202 and piston rod 203 is restored to its normal operative locations.

It will therefore be seen that not only is the device 42 composed of few and simple components, and that all sliding or dynamic seals are eliminated, but a reliable long travel cushioning action is provided. Furthermore, all kinetic energy applied to the cushion device, with the exception of the small potential energy stored in the return springs 90, is either dissipated in the form of heat by the passing of the hydraulic liquid through orifice 232 and the turbulence in chamber 242, or is transferred as kinetic energy (positive or negative, depending on the condition of impact) to the struck car with its load.

Reference may be had to said copending application Serial No. 782,786, for a more specific description of this unit. It may be added, however, that the tapering surface 234 of the metering pin 204 extends between points 250 and 252 (see FIGURE 8) and that the contour of tapered surface 234 in the illustrated embodiment is designed from the relationship wherein A is the orifice area at any position X (see FIGURE 8) along the total nominal stroke d (the length of the tapered surface 234), and A is the initial orifice area defined by the orifice 222 at the beginning of a stroke, in the case where a completely rigid body is being cushioned from impact. While in most cases and for a given car weight this assumption will result in a reasonably efficient design, small alterations can be readily made to this shape to give it a closer approach to the optimum of constant force travel characteristic for a given situation after a few experimental trials. However, the shape given by the above formula is the 10 best starting point. Furthermore, it is usually possible to obtain a reasonably eflicient design by approximating the curved shape given by the above expression as by calculating a series of spaced cross-sectional areas so determined by straight tapers, if this facilitates manufacture. Moreover, the pin could be contoured so as to provide for the desired stroke of from about 20 to 40 inches while having a reserve stroke which would give a substantially higher force travel characteristic than that throughout the normal stroke, in order to protect against overloads or other unusually severe condition. In fact there is no limit to the possiblities of how the pin might be shaped to suit special situations or the application of existing knowledge of this art. The orifice areas referred to are the orifice areas of orifice 232 minus the cross-sectional area of the metering pin at any given position along the stroke of the metering pin.

The components of the unit 42 may be formed from any suitable materials, boot 204 being formed from suitable impervious, flexible, rubber-like material with special additives for low temperature flexibility and clamps 224 and 230 being of the type of clamp sold under the trademark Punch-Lok, made and sold by the Punch-Lok Company of Chicago, Illinois. The unit 42 may be changed with the high viscosity index oil sold by the Shell Oil Company under the trade designation Aeroshell No. 4, as this oil desirably has a relatively small variation in viscosity between the extremes of minus 60 degrees F. and 150 degrees F.

The hydraulic liquid when the device 42 is in fully extended position is under very little pressure, perhaps no more than 2 p.s.i., but even though the pressures in the high pressure chamber 236 may rise to as much as 8,000 p.s.i. as when the device is employed in railroad cars to cushion buff and draft forces, the maximum pressure within the invaginating boot 204 (when fully inflated) is believed to be about 10 p.s.i. Boot 204 stretches about percent when fully inflated. Units 42- can be designed for operating pressures up to the limit of the yield strength of cylinder 201 and the device of FIGURES 8 and 9' when employed as indicated, is capable of handling kinetic energy on the order of a million foot pounds, depending, of course, on the specific design required for a specific purpose. Units 42 will thus easily handle 15 mile per hour impacts when applied to, for instance, the railroad car structure of FIGURES 1-7.

It will thus be seen that a cushion underframe specifically designed for practicing the invention of said Peterson application Serial No. 856,963 is provided.

The trainline arrangement illustrated makes use of the convenient hollow center of the cushioned underframe draft bufling column, which not only facilitates mounting of the trainline, but protects it in service.

The flexible connection between the angle cock and the trainline ends assures the required coupler movement both laterally of the car and longitudinally of the draft and bufllng column during service.

The foregoing description and the drawings are given merely to explain and illustrate my invention and the invention is not to be limited thereto, except insofar as the appended claims are so limited, since those skilled in the art who have my disclosure before them will be able to make modifications and variation therein without departing from the scope of the invention.

I claim:

1. In a railway car, the combination of a buff and draft column extending longitudinally of the car, a coupler at each end of the car for transmitting buff and draft forces to said column, transversely spaced car body members receiving said column therebetween with said column being movable lengthwise relative to said car body members when subjected to buff and draft forces, and a trainline extending from one end of the car to the other, said trainline including a median portion rigidly mounted with respect to said car body members, flanking porapaaaes 1 1 tions mounted on and carried by said column, and a flexible conduit at each end of the medium portion connected respectively to the adjacent ends of said flanking portions of the trainline for connecting all of said trainline portions in series.

2. A railway car as set forth in claim 1 in which a dissipative energy type cushioning device having a cushion stroke from about twenty inches to about forty inches is operatively interposed between said column and said car body members for dissipating impact energy and transmitting residual impact forces from the column to the car body members, and means for restraining downward deflection of said flexible conduits.

3. A railway car as set forth in claim 1 in which said buff and said draft column is hollow and in which substantial parts of said flanking portions of the trainline are mounted and carried within said hollow column.

4. A railway car as set forth in claim 1 in which the inner portion of each flanking portion of the trainline is mounted within said column and the outer portion of each flanking portion is mounted exteriorly thereof.

5. A railway car as set forth in claim 1 in which an angle cock is mounted on each coupler on a bracket extending laterally thereof and a flexible conduit connects each angle cock to the adjacent end of said flanking portions of the trainline.

6. In a railway car, the combination of a hollow buff and draft column extending longitudinally of the car, a coupler at each end of the car for transmitting buff and draft forces to said column, transversely spaced car body members receiving said column therebetween with said column being movable lengthwise relative to said car body members when subjected to buff and draft forces, and a trainline extending from one end of the car to the other, said trainline having a substantial portion thereof mounted within and carried by said hollow buff and draft column.

References Cited in the file of this patent UNITED STATES PATENTS 953,458 Brown Mar. 29, 1910 1,804,509 Noffsinger May 12, 1931 2,092,915 Bird :Sept. 14, 1937 2,247,677 Van Dorn July 1, 1941 2,302,129 Lee Nov. 17, 1942 2,411,735 King Nov. 26, 1946 2,934,217 Simmons et al Apr. 26, 1960 2,975,807 Waninger Mar. 21, 196 1

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