US3236395A

US3236395A - Lockout control system

Info

Publication number: US3236395A
Application number: US387409A
Authority: US
Inventors: William H Peterson
Original assignee: Pullman Inc
Current assignee: Pullman Standard Inc; Pullman Inc
Priority date: 1964-08-04
Filing date: 1964-08-04
Publication date: 1966-02-22
Anticipated expiration: 1983-02-22

Description

Feb. 22, 1966 W. H. PETERSON LOCKOUT CONTROL SYSTEM Filed Aug. 4, 1964 5 Sheets-Sheet 1 INVENTOR WILLIAM H. PETERSON Feb. 22, 1966 w. H. PETERSON LOCKOUT CONTROL SYSTEM 5 Sheets-Sheet 2 Filed Aug. 4, 1964 INVENTOR WILLIAM H. PETERSON BY 1 RAW, JAM/NJ @1 5 Feb. 22, 1966 w. H. PETERSON LOCKOUT CONTROL SYSTEM 5 Sheets-Sheet 5 Filed Aug. 4, 1964 INVENT R. WILLIAM H. PETERSON BY j 6 (I Feb. 22, 1966 w. H. PETERSON LOCKOUT CONTROL SYSTEM 5 Sheets-Sheet 4,

Filed Aug. 4, 1964 M.\ R @M\ lmm HUm WU m N .1 mm m Lam W Wm H m? Q NU H J I \m 1 T ht NQ g m\\ \b M m w My 1/ W M 5 Sheets-Sheet 5 Filed Aug. 4, 1964 IN VEN TOR WILLIAM H. PETERSON United States Patent Office Patented Feb. 22, 1966 3,236,395 LOCKOUT CONTROL SYSTEM William H. Peterson, Homewood, 111., assignor to Pullman Incorporated, Chicago, Ill., a corporation of Delaware Filed Aug. 4, 1964, Ser. No. 387,409 20 Claims. (Cl. 213-8) This invention relates generally to a lockout control system for draft gear and cushioning arrangements in railway cars, and more specifically is directed to a novel time delay control arrangement adapted to automatically operate a lockout mechnism to protect the draft gear during over-the-road travel of the car. The time delay control is automatically operable to unlock the draft gear after a short delay when the car is disconnected from the train thus permitting increased cushion movement for absorbing and dissipating impacts applied to the car when the same is undergoing classification, spotted for loading and unloading or the like.

In railway cars it is highly desirable to provide maximum cushioning not only for protection of the lading but protection of the draft gear and related components as well. In particular, when the car is not in over-the-road operation, buff forces present the greatest problem to the lading and draft gear. A solution to this problem is contained in my co-pending application, Serial No. 196,320, filed May 21, 1962, and my co-pending application, Serial No. 163,797, filed January 2, 1962. These applications generally deal with a cushion sliding sill construction, and in particular, the latter deals with a dual sliding sill and cushioning arrangement for railway cars.

The dual sliding sill arrangement has been particularly effective in permitting reduction in the required compressive fiexure strength of the sill sections, since each moves independently of the other with both being connected for tensile loading when the car is operated in draft. The advantages of the dual sill sections in cushion travel cars are numerous, however, one problem which has arisen is the tendency for the cushion to extend and collapse as the car was being drawn over hilly terrain, stopped under emergency conditions and like situations encountered in operation. An analogous situation occurs where double draft gears are provided for absorbing buff forces while only one is operative in draft as will be described below. A novel solution to this problem has been proposed by a co-employee and is contained in the co-pending application Serial No. 387,408, filed August 4, 1964 in the name of Norman E. Bateson.

The present invention is applicable to lockout arrangements of the type described and in general is directed to a time delay which will automatically lock out a por tion of the available cushion movement in draft relative to the remaining components while keeping full cushion travel available for movement of draft gear relative to the lading. A related embodiment automatically locks out a portion of the cushion in bud for over-the-road travel of the car to reduce forces on the draft gear and associated components during over-the-roa-d service while automatically making the total cushioning available in the classification yard to protect the lading from impacts and the like. In the latter embodiment, some form of lockout is necessary to maintain the car within the operational specifications defined by A.A.R. standards, which, as is well known, limits the total coupler movement in either buff or draft to a few inches during over-the-road service.

In addition to the lockout systems noted, a manually operated emergency sill locking device is included which resiliently locks the movement of the sill sections relative to the car, should the hydraulic cushion fail for any reason. The advantages and benefits of the time delay control system and lockout arrangement of the present invention will become more apparent when a consideration is given to the objects to be achieved and a detailed description of the various features of the invention to follow.

It is therefore an object of this invention to provide a time delay lockout control system particularly adapted to lock out a portion of the available cushion movement between draft gear components.

It is a further object of this invention to provide a time delay lockout control arrangement which will automatically lock out a portion of the cushioned movement available in buff when the car is connected in a train for over-the-road service.

It is a further object of this invention to provide a time delay lockout arrangement adapted for use in cushion railway cars having sliding sill sections which serves to lock the sill sections together to function as an integral column under tensile and compressive loads during overthe-road service while retaining up to full cushion movement between the sill and the lading for dissipations of shock forces arising during train operation, said time delay lockout control arrangement being automatically releasable a short time after the trainline pressure is removed from the car to make full cushioning available between each of the sill sections for movement independently of the other as well as the lading.

It is a further object of this invention to provide a new and improved time delay lockout control arrangement wherein the locking means will be snap acting.

It is a still further object of this invention to provide an actuator adapted to be conected to a time delay lockout control system which will be snap acting to lock one sliding sill section to the other in order to form an integral column for over-the-road service.

Further and fuller objects will become readily apparent when reference is made to the accompanying drawings wherein:

FIG. 1 is a fragmentary perspective view of the inner ends of the dual sliding sill sections in a cushion railway car illustrating the locking means of the present invention;

FIG. 2 is an exploded perspective view of one side of one sill component and a fragmentary portion of the other sill component in the region of the locking means;

FIG. 3 is an enlarged view taken in the area of the locking means illustrating the snap acting actuator of the present invention;

FIG. 4 is an enlarged axial cross sectional perspective view of the snap acting actuator of FIG. 3 with the fluid operating cylinder being shown fragmentarily;

FIG. 5 is a free body diagram of the operating cylinders shown in cross section and the associated snap acting actuator being fragmentarily;

FIG. 6 is a top plan view partly in section of the draft gear at one end of a railway car having a dual cushion arrangement with portions of the coupler shank shown fragmentarily;

FIG. 7 is an axial cross sectional view taken along the lines 77 of FIG. 6;

FIG. 8 is a transverse cross sectional view taken generally along the lines 8-8 of FIG. 7;

FIG. 9 is a plan view of the inner ends of a dual sill arrangement of the type mentioned in the co-pending application above including the time delay lockout arrangement of the present invention;

FIG' 10 is a fragmentary perspective view of a dual sliding sill arrangement of the type illustrated in FIGS. 13 and including the manually operated emergency sill locking device of the present invention; and

FIG. 11 is a cross sectional view taken generally along the lines 1111 of FIG. with the locking members shown in dotted lines to depict the unlocked condition.

In the perspective view illustrated in FIG. 1, reference characters 10 and 11 represent fragmentary portions of the inner ends of the sliding sill sections. As pointed out in the copending applications alluded to above and the copending application to the present applicant, Ser. No. 277,190, filed May 1, 1963, the sliding sill sections 10 and 11 are operatively connected to couplers at opposite ends of the car while being telescopically received within a stationary center sill which supports the lading.

In operation, on the application of forces in buflf to either of the sliding sill sections 10 or 11, the section to which the buff force is applied moves towards the opposite section, with the travel thereof being controlled by a hydraulic cushion as is described in detail in the copending applications. Draft forces tending to separate the sill sections 10 and 11 are resisted by the sections being interconnected by means of a sill joining member 12.

The sill joining member 12 is a ttached to and movable with the sill section 10 by means of a rubber pad received in the pocket indicated generally at 13 in FIG. 1. Suitable lugs which will be described more completely hereinafter are provided interiorly of the sill section 11, being engageable with cooperating lugs provided on the sill joining member 12 to limit the total separation of the sill sections 10 and 11 when draft forces are applied.

A hydraulic cushion is installed in the cushion pocket indicated generally at 14 and is operated in a known manner, for example, in a manner consistent with the description given in the applications mentioned above and patents cited therein. In the present invention the separation of the sill sections 10 and 11 may be of the order of 30 inches or greater if desired. If the available cushion travel is somewhat less than 30 inches, obviously the distance between the sill sections 10 and 11 may be reduced proportionately.

A locking means is indicated generally at 15, and includes a symmetric arrangement of locking plates disposed on opposite sides of the sill joining member 12, and since the constructional features of the locking plates are the same, description will be limited to the locking plate which is fully shown. The locking means, identified generally by reference 15, includes a plate-like locking member 16 which is pivotally mounted on the sill joining member 12 through a hinge pin 19 held by hinge lugs 17 and 18. The hinge pin 19 is received in a suitable aperture in the locking plate 16 with a loose fit for purposes to become apparent, and permits the locking plate 16 to pivot about the hinge pin 19 to swing outwardly to the locked position shown in phantom in FIG. 1.

When the locking plate 16 occupies the position indicated in phantom in FIG. 1, and buff forces are applied to the sill section 11, considerable loads are received at the outer end of the locking plate 16 for transfer to the sill joining member 12. In order that these loads may be transmitted directly to the sill joining member 12, an abutment block 20 is provided adjacent the inner end of the locking plate 16 to transfer the applied loads directly from one member to the other without such loads being felt at the hinge pin 19. Reinforcing plates 21 and 22 back up the abutment block 20 and are disposed well within the internal lateral dimensions of the sliding sill section 11 to permit smooth telescoping therein on application of buff forces when the sill sections are not locked together.

The sill section 11 may be fabricated in any suitable manner, as for example from a pair of channel members 23 and 24 joined by cross brace members 25 and 26 maintaining the maximum mass outwardly from the longitudinal center axis to obtain the most desirable strength to weight ratio for the sliding sill section.

For convenience of description, the channel section 23 is shown in the free body diagram of FIG. 2, laterally spaced from the sill joining member 12 while being generally in the longitudinal position occupied when the respective components are at rest. The channel member 23 is provided at its inner end with a lug 27 extending across the web between the upstanding leg portions of the channel 237 A pair of longitudinal reinforcing plates 28 and 29 are welded or otherwise suitably joined to the web of the channel 23 and extend from the lug 27 to a second lug 30 for purposes to become apparent. When the sill section 11 is telescopically received in the sill joining member 12, forces attempting to extract the sill joining member 12 from the sill section 11 or vice versa are resisted by a draft lug 31 carried on the sill joining member 12 and being adapted to engage the draft lug 30 carried by the sill section 11.

A similar arrangement is provided on the opposite channel 24 for co-operation with a draft lug 32 carried on the opposite side of the sill joining member 12 in transverse alignment with the draft lug 31. It can be appreciated that forces which tend to telescope the sill joining member 12 within the sill section 11 will be resisted by the hydraulic cushion carried in the pocket 14 and operable in the manner described in connection with the applications alluded to hereinbefore. Each of the

draft lugs

31 and 32 carried by the sill joining member 12 is suitably braced by longitudinal plate members 33 welded on opposite sides thereof.

When the locking plate 16 is swung outwardly to the position shown in phantom in FIG. 1, the locking lug 34 on the channel member 24 is engaged thereby and simultaneously the locking plate on the opposite side of the sill joining member 12 engages the locking lug 27 to prevent movement of the sill joining member 12 relative to the sill section 12. The locked condition is better understood by assuming that an axially acting force is applied to the sliding sill 11 which is in a direction operative to telescope the sill joining member 12 Within the sliding sill 11. The locking plates acting against the associated locking lug precludes telescoping movement while separation or movement in the opposite direction is precluded by the draft lugs 31 and 32 on the sill joining member 12 engaging draft lug counterparts provided on the channel members 23 and 24 as described above. When the sill is locked out, the sill sections 10 and 11 and sill joining member 12 moves as a columnar unit with slight relative movement between the sill sections 19 and 11 being limited to the total available compression of the rubber draft pad carried in the pocket 13. As noted previously, this is described in my co-pending application and it will suffice to note that total movement of one coupler relative to the other is well within operational limitations imposed by A.A.R. standards.

A novel snap acting actuating means is provided for operating the locking plates between the locked and unlocked positions. In the broken enlarged perspective view of FIG. 3, the actuating means is illustrated in the position assumed when the locking plates 16 are extended for engagement with the locking lugs 27 and 34 on the sliding sill section 11, this being the locked position. The actuating means is represented generally by the reference character 40 and generally includes a hydraulic or air cylinder more generally referred to as a fluid motor 41 operatively connected to an actuator 42. A more detailed description of the fluid motor 41 will be given hereinafter in connection with the cross sectional view of FIG. 5.

The actuator 42 includes a cylindrical casing 43 mounted by a pair of

U-shaped brackets

44 and 45 on a pair of laterally spaced longitudinally extending runner members (only one shown at 46). Fluid motor 41 may also be welded to the spaced runners to provide a pre-assembled unit which may be inserted from the underside of the sill joining member 12 through a cutaway portion in the lower web and fastened in place by suitable means.

A cylindrical operating sleeve 47 is slidably received in the casing 43 for reciprocation relative thereto. An end cap 48 closes off the outer end of the operating sleeve 47 and mounts a pair of

lugs

49 and 50 which pivotally carry links 51 and 52. Each of the links 51 and 52 is connected at its outer end to the associated locking plate by means of lugs such as the pair shown at 53 and 54 on the backing plate 16. A double set of holes are provided in the

lugs

49 and 50 for reasons to be described in connection with the manually operated emergency system.

In operation, reciprocation of the cylinder 47 within the cylindrical casting 43 causes the links 51 and 52 to be drawn in a longitudinal direction, thereby pulling the lock ing plate 16 inwardly against the sides of the sill joining member 12 to unlock the still section and permit telescoping movement. Suitable openings are provided in the side webs of the sill joining member 12 to permit the links 51 and 52 to extend therethrough and permit free operation of the locking plate 16.

Snap action of the locking plates is highly desirable in order to insure that they are firmly seated before train operation begins. The novel actuator is constructed in the manner shown in the enlarged axial sectional perspective view of FIG. 4 and obtains the desired snap action during locking and unlocking of the sill sections. Total movement is limited by the end cap 48 and an end cap 55 on the other end of the operating sleeve 47. The end cap 55 abuts the end of the cylindrical casing 43 to limit the telescoping movement relative thereto, and may be threaded onto the operating sleeve 47, joined by welding or the equivalent.

A piston rod 56 extends from the fluid motor 41 and is bored and tapped at its outer end as at 57 to threadably receive an operating rod 58 which is slightly smaller in diameter than the piston rod 56, thereby forming a shoulder at the junction of the two rods. The operating rod 58 slidably mounts an annular unlocking wedge 59 at its other or outer end and an annular locking wedge 66 at its inner end in abutment with the shoulder formed at the junction of the rods. As illustrated, the operating rod 58 may comprise a long bolt having a hexagonal head 61 forming a stop for the annular unlocking wedge 59. In a similar manner the shoulder formed at the junction of the operating rod 58 and piston rod 56 forms a stop for the annular locking wedge 60.

A ring-like retainer 62 maintains the annular unlocking wedge confined within the cylindrical operating sleeve 47. The ring 62 may comprise a cir-clip, split ring or the equivalent. A compression spring 63 biases the annular locking and unlocking

wedges

59 and 60 to their extreme positions, with the compression spring 63 being held coaxial with the operating rod 58 by the wedges 5 and 60. Each of the

wedges

59 and 60 is formed with a frustoconical surface 64 and 65 respectively for purposes to become apparent.

The operating sleeve 47 is provided with diametrically opposed button pockets 66 and 67 generally T-shaped in diametric cross section and receiving annular buttons 68 and 69 which are similarly shaped in diametric cross section. A pair of Ushaped brackets 70 and 71 are mounted on the upper portion of the cylindrical casing 43 by means of welding and are generally diametrically opposite the

U-shaped brackets

44 and 45 through which the cylindrical casing 43 is joined to the side or mounting runners.

Each of the

U-shaped brackets

44, 45, 70 and 71 is provided with a spring pocket 72 and a spring 73 which biases locking members 7477, which are slidably carried by each of the

brackets

44, 45, 70 and 71 respectively, through suitable slots provided in the cylindrical casing 43 into engagement with the outer surface of the operating cylinder 47. When the buttons 68 and 69 are in alignment with the locking members 74 and 77 as is illustrated, the springs urge the locking members 74 and 77 against the buttons 69 and 68 respectively, forcing the same downwardly in the pocket and permitting the locking member to enter. This serves to lock the casing 43 and operating cylinder 47 together preventing reciprocation therebetween. A similar operating sleeve 47 is moved axially bringing the pockets 66 and 67 into radial alignment therewith.

The operation of the snap acting actuator will now be described. Assume that piston rod 56 is withdrawn into the fluid motor 41, thereby drawing the rod 58 through the annular locking wedge 60 which is held from movement by the split ring 62. As the rod 58 moves axially, the spring 63 begins to compress, and the frustoconical surface 64 on the annular unlocking wedge 59 is brought into engagement with the buttons 68 and 69. As each of the buttons travel up the frustoconical surface 64, the locking members 74 and 77 are moved radially outwardly to clear the pockets 66 and 67 with each locking member compressing the associated spring. Ultimately, the locking members 74 and 77 assume a position similar to the locking members 75 and 76 radially outwardly of the circumferential surface of the operating sleeve 47. Just prior to the locking members 74 and 77, clearing of the pockets in the operating sleeve 47, the spring 63 is under substantial compression, so that when the locking lugs clear the pockets the operating sleeve 47 rapidly slides or snaps within the cylindrical casing 43 until the locking lugs 75 and 76 drop into the pockets 66 and 67 respectively, locking the operating sleeve 47 in the unlocked position by pressing the buttons 68 and 69 down to the bottom of the pocket in a manner similar to that illustrated. At this time the locking plate 16 and its counterpart (not shown) are drawn against the sill joining member 12 in the manner shown in solid lines in FIG. 1.

When the snap acting actuator 42 moves the locking plates 16 to the locked position (as illustrated in FIG. 3) the piston rod 56 is fully extended from the fluid motor 41. The shoulder at the end of the piston rod engages the annular unlocking wedge 60 moving it relative to the operating sleeve 47. In the meantime, a snap ring 62/ engages the annular unlocking wedge 59 to restrain it against movement and thereby causing the spring 63 to compress as the operating rod 58 moves relative to the unlocking wedge 59.

The snap ring 62' is removed from the end cap 43 sufiicient axial distance to allow the

wedges

59 and 60 to come closer together to compress the spring 63. When the frustoconical section 65 on the annular locking wedge 60 engages the buttons 68 and 69, they are moved radially outwardly, moving locking members 75 and 76 out of the locking pockets 66 and 67 permitting the spring 63 to immediately bias the operating sleeve 47 to the position shown in FIG. 4 to extend the locking plates 16 out ward as illustrated in FIG. 3 and thereby locking the sill sections together.

It is to be appreciated that the snap action of the actuator 42 serves to protect the locking members in the event of misalignment between the sill joining member 12 and the sill section 11, since the spring 63 will remain under compression until the operating sleeve 47 and locking plates are free to move. Expressed another way, if the fluid motor 41 is energized or deenergized to cause the piston rod 56 to move and for some reason the looking plates are not free to move, the spring 63 will be compressed and remain in this condition until such time the sleeve 47 and locking plates 16 are free to move to lock the sill sections together.

Referring now to FIG. 5, the automatic operation of the time delay lockout control system of the instant invention will now be explained. The actuator 42 is shown fragmentarily in FIG. 5 and is connected to the fluid motor 41 which as illustrated in cross section may be of a known type of fluid cylinder or an equivalent type of linear actuator. The fluid motor 41 is provided with a working chamber 80 connected by a conduit 81 to one chamber of a time delay cylinder or second fluid motor 82 operated off of the train line 83.

The time delay cylinder 82 is formed from a pair of

housings

84 and 85 clamped against the marginal edges of an impervious diaphragm 86 and held in place by a ring clamp 87 forming two distinct fluid chambers 88 and 89 isolated each from the other by the flexible but impervious diaphragm 86. Chamber 88 is in communication with the fluid line 81 though time flow arrangement including a fixed orifice 90 which controls the flow rate of fluid though a passage 91 to a ball valve chamber 92 and then into the fluid line 81.

A ball valve member 93, composed of metal covered with elastomer is disposed in the ball valve chamber 92 to act as a safety valve. The ball 93 remans in a floating position as long as the chamber 92 is filled with hydraulic fluid, however on loss of hydraulic fluid the ball 93 seats on the co-operating frustoconical surface 94 serving as a safety feature which will be described more completely hereinafter.

The chamber 89 communicates through a nipple 95 with the train line 83, and upon presence of pressure in the line 83, the chamber 89 fills with working fluid causing the impervious diaphragm 86 to move towards the chamber 88. The hydraulic fluid in the chamber 88 is forced slowly through the fixed orifice 90, and since the floating ball valve 93 is off the frusto-conical seat 94, into the working chamber 80 of the fluid motor 41 thereby causing the piston to extend the piston rod 56. The system is designed and dimensioned so that when full train line pressure is reached, the shoulder on the end of the piston rod 56 abuts the locking wedge 60 in the manner illustrated in FIG. 4.

Assuming a sudden loss of train line pressure, the diaphragm 86 will have a tendency to move towards the casing forming the outside wall of the chamber 89, due to the differential in pressure between the two chambers 88 and 89. Temporary pressure loss in the train line can occur for any one of a number of reasons and in normal operation occurs only for a short duration. For example, the emergency application of brakes, which lasts only for a very short duration to a few minutes, causes an im mediate drop in train line pressure. If the fluid motor 41 operating the actuator 42 were connected directly to the train line, on emergency application of the brakes, the sill would unlock. It is obvious, however, that it is imperative that the sill remain substantially rigid to reduce the total slack in the train especially under the stated circumstances.

Immediate operation of the fluid motor 41 is prevented through the use of a fixed orifice 98 which is designed to limit the flow rate of the hydraulic fluid back into the chamber 88. The total period of time required to de-energize the motor 41 exceeds the maximum expected length of time of emergency brake application preventing un locking of the sill sections. When the car is set off for classification, loading or the like, the sill lock is automatically released when the train line pressure is relieved.

An important safety feature is provided to guard against the complete loss of train line pressure on failure of the system. If the diaphragm 86 should rupture or fail for any reason, permitting hydraulic fluid to leak into the train line and vice versa, the ball valve 93 due to the change in density of the surrounding medium, seats on the valve seat 94 to retain the train line pressure. Similarly, if a fluid line leading from the chamber 88 to the fluid motor 42 should fail, causing a loss of hydraulic fluid, the ball valve 93 seats in the valve seat 94 to prevent a loss of train line pressure.

In the novel arrange-ment of FIG. 5, the use of a hydraulic-type actuator in a closed or isolated system insures that the fluid will remain clean and serves to prevent the orifice 90 from becoming obstructed. It is obvious that the novel lockout control arrangement with an isolated fluid system has distinct advantages over using train line pressure directly in the final operating chamber 80 of the fluid motor as it is generally recognized that the train line carries debris, foreign material and moisture which could impair the operativeness of the cylinder, and in some instances, cause complete failure of the system as for example, by the moisture freezing, the delay orifice becoming clogged or the like.

A modified but related form of the invention is illustrated in FIGS. 6-8. In these figures is shown stationary center sill which is adapted to support the main body of the car through a suitable underframing. Disposed within the stationary center sill 110 are a pair of spaced draft pads or

cushioning elements

111 and 112 on either side of a bolster 117 shown fragmentarily.

The forward cushioning element 112 is carried in a movable sill section or vertical yoke 113 which is pivotally joined to a coupler shank (shown fragmentarily at 114) by means of a draft pin 115 or the like. A secondary yoke or bufling column 116 extends from the adjacent 'forward yoke 113 rearwardly of the bolster 117 into abutment with a cushion engaging block or looking plate 118. A pair of lugs or stop 119 and 120 abut the rearward end of the cusion 111 to limit movement toward the center of the car while forward movement is limited by lugs 119 and 128 engaging the locking plate 118. Each of the

cushions

111 and 112 may be of conventional form having a plurality of elastomeric slabs or blocks joined to each other through the interposition of thin metal plates as shown fragmentarily in elevation in FIG. 7.

A cushion pocket 121 within the sill 110 carries the forward cushion 112 having a rear follower plate 122 adapted to engage the cushion 112 on its inner end, and a forward follower plate 123 engaging the cushion on the opposite end within the yoke 113. A pair of draft lugs 124 and 125 are joined to the stationary center sill 110 and serve to limit the forward movement of the forward follower plate 123 which is fioatingly carried within the yoke 113. In operation, draft forces on the coupler shank 114 exert a pulling force on the yoke 113 through the rear plate 122 acting on the pad seving to compress the same against the forward plate 123 which is limited in its forward movement by the draft lugs 124 and 125.

During boiling, the yoke 113 initially moves rearwardly however, the forward cushion 112 is held against rearward movement initially by direct engagement with the plate 122 abutting against the forward end of the bufiing column 116. The forces are transmitted through the column 116 and the plate 118 to the cushion 111 and ultimately the compression of each of the

cushions

111 and 112 is approximately equal.

As pointed out above, the total movement in buff exceeds accepted standards for over-the-road operation. To meet the prevailing requirements, a locking assembly is provided to reduce the total available movement in buff or draft. The column 116 is locked against movement by the locking assembly 130 in the manner shown in the plan view of FIG. 6. Under these conditions, the buff forces are transmitted through the column 116 and locking plate 118 to the center sill 110, with the total movement of the yoke 113 and column 116 in buff and draft being limited to that made available by the cushion 112.

As noted above, the locking assembly indicated generally at 130 is provided to lock out the rear cushion 111. As best seen in FIG. 8, the locking plate 118 is provided with a pair of slots 131 and 132. A pair of laterally movable locking members 133 and 134 are mounted in U- shaped

supports

135 and 136 respectively for lateral movement into the slots 131 and 132 to thereby join the rear locking plate 118 to the center sill 110.

A hydraulic actuator arrangement of any suitable form may be used as generally indicated at 137 and 138. For example, each actuator may take the form of that described in FIG. 5 with a single air to hydraulic fluid time delay cylinder ope-rating both. A single actuator and a linkage mechanism to operate both locking members 133 and 134 may be substituted in lieu of the two actuators 137 and 138. Automatic locking and time delay in unlocking is accomplished in the manner described in conjunction with FIG. 5.

When the locking members 133 and 134 are in the unlocked position, the locking plate 118 is free to move relative to the center sill. As pointed out previously, the front yoke 113 is independent of the bufling column 116, and draft forces applied to the coupler shank 114 do not affect the rear cushion 111 or bufling column 116. Buff forces applied to the coupler shank 114- however, operate as described above to compress the cushion 112 between the front and

rear plates

122 and 123. Since the rear plate 122 is acting against the forward end of the buffing column 116, the force is transmitted through the column 116 to the locking plate 118, which when unlocked moves rearward compressing the cushion or draft pad 111 against the stationary lugs or

abutments

119 and 120. As noted above the total compression of each of the

rubber pads

111 and 112 will be substantially equal because of their floating inter-relation.

A similar cushioning arrangement may be provided at the opposite end of the car for the other coupler to provide variable cushioned movement of the draft gear such as has been described. As explained in conjunction with FIGS. 6-8, one rubber pad is locked out to prevent excessive coupler movement in buff when the car is in over-the-road service to bring the car within the operational limitations on total runout permitted by A.A.R. standards during over-the-road operation.

It is contemplated that the actuators operating the locking assemblies in each of the cushioning arrangements at opposite ends of the car may be operated off of the train line in the manner discussed in connection with FIG. and if desired, may include the time delay feature to prevent immediate unlocking under emergency braking conditions, loss of train line pressure or the like. It is to be appreciated that the novel lockout ar-rangment provides a unique manner in which the total movement of the coupler during over-the-road operation may be maintained within the accepted standards, while providing greater cushioned movement and hence greater protection to the lading when the car is spotted for loading, unloading, or in classification yards.

The construction shown in FIG. 9 is a top plan view of the inner ends of two independently movable still sections in their normal operative relationship. The particu ar details of this sill section arrangement is completely described in the copending application to N. E. Bateson, Seiral No. 387,408, filed August 4, 1964. It is illustrated herein only insofar as the novel lockout control system of the present invention is applicable thereto, and to demonstrate the widespread general applicability of the present invention to the railway arts.

A pair of sill sections 200 and 201 support couplers at their ends (not shown). A sill joining member 202 joins the sill sections 200 and 201 in draft to limit the total separation t-herebetween as is more completely described in the co-pending application alluded to above. A pair of sill locking members 203, 204 are carried by the sill section 200 and co-operate with suitable locking pockets formed in the sill joining member 202 being indicated genorally at 205 and 206. A wedge-shaped cam arrangement 207 is connected to the leg portions of a generally U- shaped operator 20S operatively attached to the piston rod of a fluid motor or cylinder 209 carried by the sill joining member 202. The cylinder 209 is operationally similar to the actuating cylinder or fluid motor 41 illustrated in FIG. 5. The fluid motor 209 is connected by means of a line 210 back to a two-chambered time delay cylinder of the type shown at 82 in FIG. 5 and being operable off the trainline in the manner described.

The inner ends of the sill sections shown in FIG. 9 demonstrate the use of a modified form of time delay operated locking mechanism which may not require a snap acting actuator, but utilize the time delay feature described in FIG. 5. Obviously, a snap acting actuator 10 such as the one shown and described above may be used, if desired, in the arrangement of FIG. 9, it being understood that the same is to be serially arranged with the cylinder or fluid motor 209, and also operatively connected to the cam arrangement 207.

In operation, on trainline pressure reaching the normal operating level, the cylinder 209 extends the piston rod 211, moving the U-shaped operator 208 and cam member 207 to the right to expand the locking members or flippers 203 and 204 locking the sill sections together for over-the-road service. The detailed operation of the sill arrangement after locking is more completely described in the co-pending application of N. E. Bateson mentioned above, and the present application extends the general principles described therein by demonstrating the universal use of a time delay mechanism in conjunction therewith and the applicability of the novel actuator thereto.

Referring once again to FIGS. 3 and 4, the emergency lockout system of the present invention will now be explained. The

lugs

49 and 50 on the end cap 48 are provided with a pair of spaced holes which receive a locking pin 51. The axial distance between the holes is equal to the total locking travel of the cylindrical operating sleeve 47. Assuming failure of any of the lockout control system components, the sill sections may be manually locked together by removing the pin 51 and then moving the links 51 and 52 forward into alignment with the openings at 49'. This duplicates the movement during locking and urges the flipper members 16 outwardly to the locked position. With the links moved forward to the holes 49', the pin 51 is inserted fastening the links 51 and 52 in the extended position and locking the sill sections together. The total movement between the two sill sections is limited to the compressive value of the draft pad fitted in the pocket 13 and resiliently joining the two locked sections. As noted above, under these conditions the sill sections are free to move as a unit relative to the stationary underframe of the car and during such movement actuates the hydraulic cushion in the manner described above for protecting the lading.

In the event of hydraulic cushion failure, an emergency locking system is provided, which as shown in FIGS. 10 and 11, is manually operable and serves to resiliently join the locked sill sections to the stationary sill of the car. This permits the car to be safely moved to an appropriate and more convenient repair site.

As is best seen in FIG. 10, a fragmentary portion of a stationary sill is indicated by the reference 300 and is of the usual channel shape, extending generally from one end of the car to the other and serving as the main supporting portion for the cross-bearers, crossties and the usual underframe components of the car. A box-shaped movable sill section is shown at 301 and receives a sill joining member 302 therein which is joined to the other sill section in the manner shown and described in conjunction with FIG. 1.

A rubber cushion or draft pad 303 connects the sill section 301 to the sill joining member 302 in the manner also shown and described in connection with FIG. 1. Telescoping movement of the sill joining member 302 within the other sill section (not shown) is permitted when the sill sections are unlocked. This movement is in response to forces in buff and actuates the hydraulic cushion in the usual manner to protect draft components and the lading.

Operation of the lockout control system, either automatically or manually extends the locking blocks or flip

pers

305 and 306 and joins the sill sections together. Under these conditions, the sill sections and the sill joining member move as a column-like unit within the stationary center sill 300 with the rubber cushion 303 providing a resilient connection between the two. Thus, a limited amount of relative movement between sill sections is permitted during over-the-road operation both in buff and draft which movement for obvious reasons must fall within the limitations on run-in and run-out defined by the A.A.R. standards.

When the sill sections are locked together for movement relative to the stationary center sill 300, the hydraulic cushion (shown in FIG. 1) is actuated to protect the lading and draft components from damage. If the hydraulic cushion should fail, virtually all resistance to movement of the sill sections relative to the stationary center sill 300 is lost, which for obvious reasons is undesirable. The emergency locking arrangement of FIGS. and 11 permits the locked sill sections to be resiliently joined to the stationary center sill to bypass the hydraulic cushion if such contingency should occur. This enables the car to be pulled to a repair site or to complete the trip before being repaired.

The manually operated emergency locking system includes a pair of locking

blocks

305 and 306 mounted in the top web 307 of the channel-shaped center sill 300. A similar pair of locking

blocks

308 and 309 are rotatably mounted on the

lateral flanges

310 and 311 of the stantionary center sill 300. Each of the locking blocks 305 and 306 as well as 308 and 309 are mounted for slight angular movement on associated transversely extending shafts 312-315 respectively, which project beyond the opposite sides of the center sill 300.

The terminal ends of each of the shafts 312-315 is joined to an associated link 316-319 respectively.

Links

316 and 318 overlap each other centrally of the center sill 300, and are pivotally joined through a pivot pin 320 to a bifurcated end 321 of a longitudinally extending rod 322. A similar linkage and rod arrangement is provided on the opposite end of each of the

shafts

312 and 314.

Links

317 and 319 are also joined through a central pivot pin 323 to a bifurcated end portion 324 provided at the end of a longitudinally extending rod 325. The other end of each of the

rods

322 and 325 are joined by a turnbuckle operator 326 with each rod being provided with threads of the opposite hand so that rotation of the operator 326 causes the rods to move towards and away from each other depending on the direction of rotation.

If the hydraulic cushion should fail, the turnbuckle operators on opposite sides of the center sill may be manually rotated to spread the

rods

322 and 325 apart. During such movement, rotation is imparted to each of the shafts and its associated locking block, causing the latter to move to the position shown in solid lines in FIG. 11 in engagement with opposite ends of the rubber cushion 303. After such engagement, any pulling force exerted on the sill section 301 will be transmitted directly to the stationary center sill 300 through the locking blocks 306 and 309. Pulling force applied to the other sill section (not shown in FIGS. 10 and 11) will be transmitted through the locking flippers, the sill joining member 302, and the rubber cushion 303 to the stationary center sill 300 through the locking blocks 305 and 308. Buff forces applied to each of the respective members will be transmitted to the stationary sill in a similar fashion.

Since the usual forces applied to the sill sections is of considerable magnitude, each of the lock blocks is provided with a backup member identified :by

reference characters

305, 306, 308 and 309 which, due to the angular engagement, transmits the forces directly to the center sill to protect the shafts 312-315 from damage.

During the usual operation of the railway car implementing the present lockout control system, the emergency locking arrangement assumes the position shown in dotted lines. The actuator of FIGS. 3 and 4 assumes the condition illustrated. On failure of either the hydraulic cushion or the actuator or both, the car can be made operational in the manner described with only slight effort and a minimum amount of time. In effect, the car then becomes the equivalent of a car equipped 'With standard draft gear since the cushion 303 serves to join each of the movable sill sections to the stationary center sill.

After considering the foregoing, it will become immediately obvious to those skilled in the art that departures may be made without departing from the spirit and scope of the invention. It is therefore intended that any limitations imposed be within the spirit and scope of the appended claims.

I claim:

1. In a railway car having a dual sectioned cushioned sliding sill therein, a control system for locking one sill section to the other to form a column of generally finite length regardless of applied forces in buff or draft, for over-the-road operation of said car, said control system comprising lockout means operative to lock one sill section to the other, actuating means operative to move said lockout means to the locked position, a fluid motor for energizing said actuating means to move said lockout means to the locked position, said fluid motor having a pair of chambers, one of said chambers being operatively connected to a trainline carried by said car, the other of said chambers being connected by a fluid line to said actuating means and further being isolated from said one chamber, and said other chamber being diminished in volume when said trainline is at normal operating pressure, and time delay means in the line leading from said other chamber to said actuating means to prevent immediate release of said actuating means on loss of said trainline pressure.

2. The railway car of claim 1 wherein said actuating means includes a snap acting actuator driven by a fluid motor, said fluid motor being connected to said line leading from said other chamber, and said snap acting actuator being operatively connected to said lockout means.

3. The railway car of claim 1 wherein said actuating means comprises a fluid motor operatively connected to said locking means.

4. In a railway car of the type having a stationary center sill adapted to support a car body, a pair of relatively movable sliding sill sections received in said stationary center sill, each of said sliding sill sections having the outer end thereof projecting from said car body to mount coupler means thereon at opposite ends of said car, a long travel cushion interposed between the inner ends of said sill sections and being protectively active between said sill sections and said car, means interconnecting said sliding sill sections in draft to limit the total separation between said inner end portions, locking means to selectively fix said sill sections relative to one another to form when looked a straight through column-like sliding sill while permitting movement of said sills which are fixed with respect to each other relative to said car body to cushion said lading and including a trainline carried by said car, the improvement which comprises the provision of actuating means to activate said locking means to selectively lock said sliding sill sections together, fluid motor means operating said actuating means to activate said locking means, said fluid motor means being connected to said trainline on said car, and time delay means in said line connecting said fluid motor means to said actuating means to prevent immediate operation of said actuating means on loss of trainline pressure.

5. The railway car of claim 4 wherein said actuating means comprises a snap acting actuator connected to said locking means and a fluid motor operatively connected to said snap acting actuator, said fluid motor being driven by said fluid motor means.

6. The railway car of claim 4 wherein said actuating means includes a second fluid motor means driven by said first fluid motor means to lock said sill sections to each other.

7. In a vehicle provided with coupling means for attachment to motion imparting means for push-pull operation of said vehicle, said coupling means being connected to cushion means which is operative in the direction of push-pull operations of said vehicle to at least partially dissipate forces of impact applied to said coupling means, whereby said coupling means moves relative to said vehicle in the direction of impact to an extent limited by the full operation of said cushion means, the extent of total relative movement of said coupling means exceeding the operational limitations on coupling means run-out during the normal operation of said vehicle in coupled condition, the improvement comprising lock-out means on said vehicle and operative with said cushion means to lock out a portion of said cushion means while having the remaining portion of said cushion means available and operative during normal operation of said vehicle, the remaining portion of said cushion means limiting movement of said coupling means to a run-out value within operational limitations, and time delay means connected with said lock-out means to selectively operate the same, whereby full and limited operation of said cushioning means are selectively available.

8. The invention as defined in claim 7 wherein said time delay means includes a dual chambered fluid motor, one of said chambers being connected to a fluid pressure source on said vehicle, the other of said chambers connected by a fluid line to said lockout means and a fixed orifice in said fluid line to limit the flow from said lockout means into said other chamber thereby to delay the release of said lockout means.

9. In a railway car provided with coupling means for attachment to a motion imparting means for push-pull operating of said vehicle, said coupling means being connected to said vehicle through a cushion means adapted for force dissipation of impacts in built and draft to permit movement of said coupling means relative to said vehicle, the total extent of relative movement available between said coupling means and said vehicle exceeding operational limitations on run-out, the improvement comprising providing lockout means mounted on said vehicle adapted to engage means co-operating with said cushion means for locking out a portion of said cushion means to maintain said coupler movement within operational limitations on run-out while providing limited cushioned movement in buff and draft, fluid motor means being divided into first and second chambers by a flexible impervious wall therebctween, the first of said chambers being connected to a trainline on said car, the second of said chambers being filled with fluid and being connected to said lockout means to operate the same when said trainline is under pressure, and time delay means between said lockout means and said second chamber in said fluid motor means to delay the release of said lockout means for a short period of time after loss of trainline pressure.

it). In a railway car wherein a coupler is mounted at opposite ends, each of the couplers having at least two distinct cushion means one of which is operative in draft, and both being operable in butt, and a lockout means to lock out one of said cushion means in butt for over-theroad operation of said car, the improvement comprising a lockout control system responsive to trainline pressure for operating said lockout means to the locked out position, said control system including an actuating means operably connected to said lockout means, a fluid motor having a first chamber connected to said actuating means and a second chamber connected to said trainline, and time delay means between said first chamber and said actuating means to prevent immediate release of said locking means on reduction of trainline pressure.

11. In a railway car having a stationary center sill for supporting lading, coupler mounting means disposed in opposite ends of said center sill for mounting couplers thereon which project from the end of said car, and cushion means operative to permit limited cushioned movement of said coupler mounting means relative to said stationary center sill, the improvement comprising locking means adapted to lock out a portion of said cushion means while retaining a portion of said cushioned movement of said coupler mounting means in buff and draft, said movement being within accepted operational limitations on runout, a control system to operate said lockout means, said control system including actuator means operatively attached to said lockout means, fluid motor means connected to said actuator means, and time delay means to prevent immediate release of said actuator means on loss of trainline pressure.

12. In a control system for locking out at least a part of the cushioned movement between draft components in railway cars, a snap acting actuator comprising a shaft, 21 pair of locking wedges mounted on said shaft in spaced relation to each other for movement relative thereto, means urging said wedges apart, an operating sleeve slidably received in a casing, and means in said casing to restrain movement of said operating sleeve relative to casing, said means being automatically releaseable when one of said wedges has moved a predetermined distance toward the other.

13.-A linear snap acting actuator com-prising, a first member adapted to be mounted on a frame, a second member movable relative to said first member and being adapted to operate a device in a snap acting manner, locking button means carried in recesses by said second member, first locking means mounted on said first member and movable into said recesses accommodating said button means to lock one member relative to the other, second locking means movably carried by said first memher, and locking wedge means slidably received in said second member and operable to unlock said locking means to permit movement of one member relative to the other and means resiliently urging said second member in the direction of travel of said locking wedge means to a new position for locking by the second locking means movably carried by said first member and movable into said button recess after shifting of one of said members relative to the other.

14. A linear snap acting actuator comprising, a first member adapted to be carried on a frame, a second member movable relative to said first member and being adapted to be operatively connected to a device which is to be operated in a snap acting manner, first lock button means carried in recesses formed in said second member, first locking means mounted on said first member and being movable into said recesses accommodating said button means thereby to lock one member relative to the other, second locking means movable into said button recess, and locking wedge means slidably received in said second member and being operable to unlock said locking means, and means urging said second member in the direction of travel of said locking wedge to a new position for locking by the second locking means movable into said button recess after shifting of said second member relative to said first member.

15. A linear snap acting actuator comprising in combination, a first member adapted to be carried on a frame for mounting in a sliding sill arrangement in a railway car, a second member slidably received in said first member and being adapted to be connected to a device for locking said sill arrangement which device is to be operated in a snap acting manner, first locking means mounted on said first member and being movable into a recess provided in said second member and second locking means movable into said recess, means occupying a portion of said recess in said second member and being adapted to move said locking means outwardly during undocking of said first member relative to said second member, locking wedge means slidably received in said second member and being operable to co-operate with said means received in said recess for moving said locking means, and means urging said second member in the direction of travel of said locking wedge means to resiliently bias said second member to a new position for locking by the 15 second locking means movable into said recess after shifting of said second member relative to said first member.

16. In a vehicle provided with a pair of sliding sill means for attachment to motion imparting means for push-pull operation of said vehicle, said .pair of sliding sill means being connected to cushion means which is operative in the direction of push-pull operations of said vehicle to at least partially dissipate forces of impact applied to said sliding sill means whereby said sliding sill means moves relative to said vehicle in the direction of impact to an extent limited by the full operation of said cushion means, the extent of total relative movement of each of said sliding sill means to the other exceeding operational limitations on run out during over-the-road operation of said vehicle, the improvement which comprises the provision of a lockout control means automatically eflective when said vehicle is coupled to said motion imparting means to lock said sliding sill means together, and means forming a part of said lockout control means normally responsive to variations in normal Vehicle operation to release said lockout control means which is operative to maintain said lockout control means in a locked out condition over a predetermined period of said variations under abnormal conditions.

17. The vehicle of claim 16 including a manually perable emergency lockout means for joining said sill sections to said vehicle.

18. The railway car of claim 11 including the provision of emergency lockout means which means is manual ly operable to join said sill sections to said stationary center sill to limit total relative movement to a value within an accepted operational Value.

19. In a railway car of the type having a stationary center sill adapted to support a car body, .a pair of roiatively movable sliding sill sections received in said stationary center sill, each of said sliding sill sections having the outer end thereof projecting from said car body to mount coupler means thereon at opposite ends of said car, a long travel cushion interposed between the inner ends of said sill sections and being protectively active between said sill sections and said car, means interconnecting said sliding sill sections in draft to limit the total separation between said inner end portions, locking means to selectively fix said sill sections relative to one another to form when locked a straight through columnlike sliding sill while permitting movement of said sill sections which are fixed with respect to each other relative to said car body, said movement of said sill sections acting through said long travel cushion to protect said lading from ove-r-the-road shocks, the improvement comprising the provision of an emergency lockout means which is manually operable to join said sliding sill sections to said stationary center sill and bypass said long travel cushion.

20. The railway car of claim 19 wherein said emergency lockout means joins said sliding sill sections to said stationary center sill through a cushion means forming a part of said means interconnecting said sliding sill sections in draft.

References Cited by the Examiner UNITED STATES PATENTS 2,305,518 12/1942 Dean 2l38 ARTHUR L. LA POINT, Primary Examiner.

MILTON BUCHLER, Examiner.

a B. FAUST, Assistant Examiner.

Claims

1. IN A RAILWAY CAR HAVING A DUAL SECTIONED CUSHIONED SLIDING SILL THEREIN, A CONTROL SYSTEM FOR LOCKING ONE SILL SECTION TO THE OTHER TO FORM A COLUMN OF GENERALLY FINITE LENGTH REGARDLESS OF APPLIED FORCES IN BUFF OR DRAFT, FOR OVER-THE-ROAD OPERATION OF SAID CAR, SAID CONTROL SYSTEM COMPRISING LOCKOUT MEANS OPERATIVE TO LOCK ONE SILL SECTION TO THE OTHER, ACTUATING MEANS OPERATIVE TO MOVE SAID LOCKOUT MEANS TO THE LOCKED POSITION, A FLUID MOTOR FOR ENERGIZING SAID ACTUATING MEANS TO MOVE SAID LOCKOUT MEANS TO THE LOCKED POSITION, SAID FLUID MOTOR HAVING A PAIR OF CHAMBERS, ONE OF SAID CHAMBERS BEING OPERATIVELY CONNECTED TO A TRAINLINE CARRIED BY SAID CAR, THE OTHER OF SAID CHAMBERS BEING CONNECTED BY A FLUID LINE TO SAID ACTUATING MEANS AND FURTHER BEING ISOLATED FROM SAID ONE CHAMBER, AND SAID OTHER CHAMBER BEING DIMINISHED IN VOLUME WHEN SAID TRAINLINE IS AT NORMAL OPERATING PRESSURE, AND TIME DELAY MEANS IN THE LINE LEADING FROM SAID OTHER CHAMBER TO SAID ACTUATING MEANS TO PREVENT IMMEDIATE RELEASE TO SAID ACTUATING MEANS ON LOSS OF SAID TRAINLINE PRESSURE.