US3257972A - Bridge plate cushioned locking device - Google Patents

Description

June 28, 1966 A, M. BOONE ETAL 3,257,972

BRIDGE PLATE CUSHIONED LOCKING DEVICE Filed July 6, 1964 6 Sheets-Sheet 1 ROBERT M/ MAN BY 626W www N HHQ f June 28, 1966 A. M. BOONE ETAI. 3,257,972

BRIDGE PLATE CUSHIONED LOCKING DEVICE Filed July 6, 1964 6 Sheets-Sheet 2 INVENTORS. ARTHUR/M BONE HUBERT M/ TZMA N @awww June 28, 1966 A. M. BOONE ETAL 3,257,972

BRIDGE PLATE CUSHIONED LOCKING DEVICE Filed July 6, 1964 6 Sheets-Sheet 3 l Ulu 371 HH.: i'

"nf-T--gj/gZ- lm m 30 34|Lee1 e I" 5 l m42 C216913 hi;- I- "v\ f *W /0 3a wd 33 39 58 HIMI Hm ART ROBERT /W/TZMAN June 28, 1966 A, M, BooNE ETAL 3,257,972

BRIDGE PLATE cUsHIoNED LOCKING DEVICE 6 Sheets-Sheet 4 Filed July 6, 1964 INVENTORS. ARTHUR M. BOUNE BY ROBERT M/ TZMAN www Ei-f June 28, 1966 A. M. BOONE ETAL 3,257,972

BRIDGE PLATE CUSHIONED LOCKING DEVICE Filed July 6, 1964 6 Sheets-Sheet 5 INVENTORS, ARTHUR M BUONE ROBERT M/TZMA/V June 28, 1966 A. M. BooNE ETAL 3,257,972

BRIDGE PLATE CUSHIONED LOCKING DEVICE Filed July 6, 1964 6 Sheets-Sheet 6 INVENTORS. ARTHUR M. BOUNE RBERT M/TZMA/V @ii/MMM En@ f United States Patent M 3,257,972 BRIDGE PLATE CUSHINED LOCKING DEVICE Arthur M. Boone, Michigan City, and Robert Mitzman,

This invention relates to anew and improved bridge plate locking device adapted to secure a bridge plate in an upright or vertical position during periods of non-use. More specifically, the present invention relates to a novel cushioned locking device adapted to resiliently secure a -bridge plate of the type used on piggyback type railway cars in a transit position and serves to materially reduce the possibility of damage to the supporting hinge and locking structures from dynamic forces generated in the operation and use of the car.

Railway cars particularly suited for piggyback type hauling have found widespread acceptance in the transportation industry. Each of the piggyback type cars is equipped with at least one bridge plate at diagonally opposite corners which, when lowered, provides continuous wheel tracks from one car to the other in order to permit the loading of trailers and other yforms of Wheeled lading by merely driving or pulling the same to the appropriate car for transportation thereon. During periods of nonuse, the bridge plates are stored, generally being locked in an upright position by various methods and means, some of which are of questionable value.

Some piggyback type railway cars are provided with cushioning means to protect the lading from buff and draft forces and in such cases as is well known, the couplers project a substantial distance from the end of the car. Of necessity, bridge plates on these cars are of increased length, especially those having exceptionally device, making it appropriate for bridge plates of all sizes on different car designs and easily applied to existing cars. The substantial benefits and numerous advantages achieved bythe implementation of the present locking device will become readily apparent when consideration is given to the more prominent objects to be achieved and the detailed description of the unique construction to follow.

It is therefore an objectvof this invention to provide a new and improved cushioned locking device for resiliently securing a bridge plate in an inoperative or transit position.

It is a further object of this inventionto provide a novel cushion locking device of uncomplicated and relatively inexpensive construction which will limit and control the angular movement of a bridge plate when stored in an inoperative position during periods of non-use.

It is a further object of this invention to provide a new and improved cushion locking device for bridge plate assemblies on piggyback type railway cars which may be easily locked and unlocked andI will be so disposed so as to not interfere with the transportation, loading or unloading of lading.

It is .a still further object of this invention to provide a new and improved cushion locking device which may be applied to .bridge plates of varying lengths.

It is a still further object of this-invention to provide a new and improved cushioned locking device having a positive means to prevent unintentional or accidental withdrawal of the locking pin, which means includes retainer means to maintain the pin with the locking assembly at all times.

long cushion travel, for example, in the range of about 20 inches to about 40 inches in each direction. 'As expected, the longer bridge plates used in conjunction with these types of cars became much heavier which amplified the problem of providing a suitable means to hold the bridge plate upright during periods of non-use. Short bridge plates were also provided at diagonally opposite corners of the car to reduce the over-all length of the long bridge plates and accommodate existing cars having the shorter versions. This, however, did'not permit most prior art locking devices to be used to hold the bridge plate during periods of non-use. Accordingly, the problem of providing asuitable locking arrangement which would effectively store the bridge plate during periods of non-use remained.

The earlier designs of locking devices were completely unacceptable since they were constructed to hold the bridge plate rigidly during periods of non-use. During operation of the car, dynamic forces caused the locking device to fail requiring repair or replacement. Other locking devices of a more sophisticated nature were pro? posed a's a solution to the problem of bridge plate storage. One design was mounted beneath the deck of the car and provided some measure of protection to the bridge plate in that slight swinging movement was permitted under ,shock loading. The results achieved by these designs is worthy of recognition but is not without shortcomings when compared with the simplicity and effectiveness of the present design. The bridge plate cushion locking device of the present invention provides an improved and greatly simplified means -for resiliently securing the bridge plate in an upright or generally vertical position during periods of non-use.

In the present construction, the novel arrangement of the locking device together with a unique locking system serves to improve the versatility of the application of the Further and fuller objects will become readily apparent when consideration is given to the accompanying drawings wherein:

FIG. l is a side elevational view of a fragmentary portion of the end of a railway car having a long bridge plate mounted thereon and including ya cushion locking device of the present invention;

FIG. 2 is a front elevational view of the bridge plate and cushion locking device illustrated in FIG. 1 with the grab handle and stirrup omitted for clarity;

FIG. 3 is a fragmentary plan view of the railway car, and cushion locking device of the present invention applied to the bridge plate illustrated in FIGS. 1 and 2;

FIG. 4 is an enlarged cross sectional view taken generally along the lines 4-4 of FIG. 1;

FIG. 5 is a cross sectional view taken along the lines SS of FIG. 4;

FIG. 6 is an enlarged free body view of the bridge plate hinge assembly and hinge support taken generally along -the lines 6 6 of FIG. 2;

FIG. 7 is a side elevational view of a short bridge plate having a related but slightly modified form of cushion locking means thereon;

FIG. 8 is a broken front elevational view of the short bridge plate of FIG. 7;

FIG. 9 is a fragmentary plan view of the locking arrangement of the short bridge plate; and

FIG. l0 is a cross sectional view taken along the lines 10-10 of FIG. 7.

A side elevational view of a fragmentary end portion of a railway car adapted for piggyback hauling operations is illustrated in FIG. l. The railway car is of a Iknown type having the low side portion 10 and generally at deck portion 11 shown partially in section. The usual end sill 12 is provided at the end of the car being broken away in the present instance to illustrate the bridge plate 13 and the mounting for the bridge plate assembly indicated generally at 14.

Suitable means may be provided to assist in lowering or raising the bridge plate 13, in the present case being a counterbalance indicated generally at 15 and being of the type described in connection with a co-pending application, Serial No. 330,761, filed December 16, 1963, in the name of Arthur M. Boone.

The bridge plate 13 may be of any known type and is commonly referred to in the industry as a long bridge plate having a total span or length of up to about 74 inches depending, of course, on the car requirements.

The bridge plate cushion locking device of the present invention is indicated by the reference character 16 and extends from the low side portions 10 inboard of the end sill 12, to about the center of the marginal edge of the bridge plate 13. The bridge plate cushion locking device 16 is pivotally and resiliently attached at one end to the low side portion 10 with the opposite end being releasably attached to resilient means carried by the bridge plate 13 in a manner to be described more completely hereinafter.

As is best seen in the front elevational view of FIG. 2, the bridge plate cushion locking device 16 extends from generally along the outer marginal edge of the side portion 10 to the marginal edge of the bridge plate 13 which, for convenience, is shown fragmentarily. The bridge plate 13 may be provided with a grab handle 17 adjacent the outer edge to assist in raising and lowering the bridge plate from the operative to the inoperative position and vice versa.

The construction of the hinge assembly 14 and the manner in which it is mounted is best seen in FIGS. 1, 2 and 6. A transversely extending threshold member 18 is provided with a shoulder portion 19. The threshold 1S is supported by a plurality of gusset plates 20, 21 and 22 attached to the flanges and web of the end sill 12, projecting outwardly therefrom with the top of the threshold 18 being mounted substantially co-extensive with the deck 11. Hinge pins supports 23 and 24 are provided at opposite ends of the threshold 18 and support a transversely extending hinge pin 25 joining the bridge plate 13 to the threshold 18.

As illustrated in FIG. 6, a co-operating hinge portion in the form of a U-shaped member 26 is attached to the end of the bridge plate 13 through reinforcing angles 27 which extend transversely of the end portion of the bridge plate 13 and along the underside to provide a mounting for connecting the bridge plate 13 to the counterbalance device 15. The hinge pin 25 is received in the U-shaped bracket 26 with a loose tit so that the outer surface of the U-shaped bracket 26 rests on the shoulder portion 19 at all times. Accordingly, the hinge pin 25 merely serves as a retaining member to hold the bridge plate to the car and any movement or loads applied to the bridge plate will be passed directly through the U-shaped bracket to the end sill portion thus preventing any possibility of wear or damage to the hinge pin 25.

As illustrated in FIG. 2, the gusset plates 2G, 21 and 22 are trimmed to the appropriate vertical height so as to t partially within the end of the end sill 12 thus providing good support for the threshold 18 and the bridge plate 13 mounted thereon. The bridge plate is positioned outboard of the end sill 12 so that the entire length of the car may `be utilized for lading purposes. The shape of the threshold 18 is such that when the bridge plate 13 is moved to the down or operative position the upper surface is substantially co-extensive with the deck portion 11 of the car to provide a continuous tire track from one car to the other.

When the novel hinge construction shown is used, as the vehicles leave the end of the car and move onto the bridge plate 13 the possibility of end loads on the bridge plate which might cause damage to the hinge pin 25 are eliminated by the hinge portion being disposed below the continuous tire track.

The general arrangement of the bridge plate cushion locking device 16 is best seen in FIGS. l3. The locking device 16 includes a tie bar 30 extending diagonally from 'l inboard of the end sill 12 to the central portion of the bridge plate 13. The tie bar 30 may be formed of tubular stock and is provided at its lower end with an angularly extending bifurcated portion 31. The bifurcated portion may be welded or otherwise suitably attached to the elongated tubular center section of the tie bar 30.

An anchor plate support 32 is joined to the side portion 10 of the railway car along the outer marginal edge, being generally channel shaped in section and welded or otherside suitably joined to the side portion of the car. The anchor plate support 32 is resiliently joined to an anchor plate 33 through elastomeric mounting means 34 and 35. One end of the anchor plate 33 is pierced and a central pin 36 joins the bifurcated portion 31 of the tie bar 30 to the anchor plate 33 for free pivoting movement. The particular construction of the elastomeric mounting means and the manner of joining the anchor plate 33 to the anchor plate support 32 will be described more fully hereinafter in conjunction with FIG. 4.

The upper end of the tie bar 36 is releasably held to the bridge plate 13 through a resilient type connection. As is seen in FIG. 2, a bifurcated end portion 37 is provided on the upper end of the tie bar 30 being joined thereto in the manner described in connection with the bifurcated end portion 31 at the lower end. Both of the bifurcated end portions 31 and 37 are angularly disposed with respect to the central axis of the tubular portion of the tie Ibar 36, to accommodate the transverse offset between the side marginal portion 1t) of the car and the bridge plate 13.

The bifurcated end portion 37 is received over the edge of a locking plate 38 with a locking means indicated generally at 39 releasably joining the two. The locking plate 38 is attached to the marginal edge of the bridge plate 13 by suitable elastomeric mounting means 40 and 41, the construction of which will be described hereinafter in detail in conjunction with FIGS. 4 and 5.

Referring now to FIGS. 2-5, the locking means indicated generally at 39 includes a locking pin 42 which is carried by the tie bar 30 through an attached locking pin holder 43. The locking pin holder 43 is provided with an opening 44 in axial alignment with openings 45 and 46 in the bifurcated end portion 37 on the tie bar 30 and when positioned for locking is also in axial alignment with an opening 47 provided in the locking plate 38.

A pin support and stiffener plate 48 is joined to the bifurcated end portion 37 and locking pin holder 43 by means of welding, and substantially fills the entire area between the pin holder 43 and bifurcated end portion 37. A cutaway slot 49 is provided in the stiffener plate 48 adjacent the outermost jaw of the bifurcated end portion 37 on the tie rod 30, being of suicient transverse dimension to readily accommodate an annular locking washer 50 which is welded to the locking pin 42.

As seen in FIG. 5, the washer 50 is provided with a generally radial slot 51 of slightly greater transverse width than the thickness of the locking pin support and stiffener plate 48. When the handle 52 on the locking pin 42 is in the downward position shown in full section in FIG. 5, the radial slot 51 is disposed on the opposite side of the locking pin 42 relative to the locking pin support and the edge of the stiffener plate 4S. Any axial force on the locking pin 42 is resisted by the locking washer 50 engaging the side of slot 49 in the support and stitfener plate 48.

When it is desired to unlock the tie bar 30 in order to lower the bridge plate 13, the handle 52 is rotated to the position shown in phantom at 52' aligning the slot 51 in the locking washer 50 with the key-like edge of the stiltener plate 48 in the manner illustrated in phantom in FIG. 5. In this position, the locking pin 42 may be withdrawn axially until the locking washer 50 engages the locking pin support 43. This position is also shown in phantom lines in FIG. 4 illustrating the chamfered inner end 53 of the locking pin 42 withdrawn from the locking plate 48 to permit the bridge plate 13 to be lowered. The foregoing novel locking arrangement positively prevents unintentional or accidental unlocking of the bridge at all times.

30 at all times thereby precluding loss while permitting limited axial movement to perform the locking and unlocking functions.

The elastomeric mounting means 40 shown in section in FIG. 4, illustrates the manner in which the locking plate 38 is resiliently attached to the bridge 13. The elastomeric mounting means 40 includes a central body portion 54 of elastomeric material such as rubber or the like formed into a generally cylindrical configuration and having metallic cup-shaped end portions 55 and 56 bonded thereto at opposite ends. A pair of nut members 59 and 60 are welded to the central portion of the cup-shaped end portions 55 and 56'and serve as mountings for threaded studs 57 and 58.

The free end of the stud member 58 is received through aligned apertures in a pair of clamping plates 62 and 63 disposedon opposite sides of the bride plate web 61. A clamping nut 64 threadably received on the free end of the stud 58 squeezes the clamping plates 62 and 63 to the web 61 drawing the top marginal rim of the cup-shaped end portion 56 into engagement with the clamping plate 62. Locking plate 38 is joined in'a similar manner to the stud 57 at the opposite side of the elastomeric mounting means 40 by a nut 65. An identical mounting arrangement is provided for the elastomeric mounting means 41 to assist in squeezing the clamping plates 62 and 63 on the web 61 along the marginal edge of thebridge plate 13 for increased strength. Elastomeric mounting means 34 and 35, used to join anchor plate 33 to the anchor plate support 32, are also of like form.

Referring once again to FIG. l, it can be seen that the elastomeric mounting means 34, 35, 40 and- 41 are eccentrically disposed with respect to the line of expected forces. Assume, for example, car impact or wind forces occurs in a direction tending to move the bridge plate towards the lowered position. The elastomeric mounting means 40 and 41 are placed in shear as the locking plate 38 rotates about the locking pin 42. The upper end of the tie bar 30 will be lowered somewhat, with the change in force direction placing the elastomeric mounting means 34 and 35 also in shear.

As is well known, rubber in shear provides good strength and damping yaction between relatively movable members. When the forces are relieved, the inherent elasticity in the elastomeric mounting means 40 and 41 brings the bridge plate 13 back to the neutral position. Forces serving to move the bridge plate in the opposite direction from the hypothetical example given above, cause the elastomeric mounting means to be placed in shear in the opposite direction.

In the illustrated embodiment of the invention, the limitations imposed on bridge plate movement are of the order of about to 15 as indicated by the arrows and phantom lines in FIG. l. Under normal circumstances, this is suflicient to cushion the bridge plate mountings and dissipate expected forces with a satisfactory margin .of safety. Obviously, if it is desirable to increase the angularity of bridge plate movement in the locked position, this may be easily accomplished in various manners, for example, in the design, number and positioning of the elastomeric mounting means relative to the locking pin axis and/or length and position of the-tie bar 30. As is evident in FIGS. 2 and3, the locking assembly 16.is generally disposed along the outer marginal edge of the car extending towards the center of the car beyond the end sill 1 2 for connection to the lockingplate 38 resiliently mounted on the marginal edge of the bridge plate 13. With this arrangement, the bridge plate cushioned lock-4 ing assembly 16 is always disposed out of the path of Moreover, locking washer 50 also serves to retain the locking pin 42 slidably assembled to the tie barv vice to a short bridge pl-ate.

vehicles during loading and unloading as well as during h transit.

The simplified construction of the present invention permits it to be easily installed on existing cars and provides distinct advantages from the standpoint of cost especially when contrasted with prior lart types disposed beneath the car deck. In this respect, it is to be appreciated that no modification of `the underframe or end sill is necessary to install the present device. The unique manner of connecting the tie bar 30 to the bridge plate allows considerable liexibility in the method of attaching and accordingly bridge plates of practically any length or form can be conveniently accommodated.

Referring now to FIG. 7, the application of the principles described in connection with the long bridge plate arrangement of FIGS. 1-6 will now be described in conjunction with the application of the cushion locking de- A short bridge plate 70 is mounted on the end sill 12 of the railway car by any suitable form of hinge construction. As seen in FIG. 8, the illustrated construction includes hinge assemblies 71 and 72 mounting the bridge plate 70 for pivoting movement on the end sill 12 of the railway car. The hinge assemblies 71 and 72 are of known design being mounted outwardly of the end sill 12 in the manner best seen in FIG. 7.

A bridge plate cushion locking device is indicated generally by reference numeral 73 and includes a short tie bar 74 pivotally joined to the side wall 10 by means of a bracket assembly 75 which will be described in greater detail in conjunction with FIGS. 8-10. The opposite end of the tie bar 74 is provided with `a locking assembly indicated generally at 76 releasably joined to the short bridge plate through resilient mountings to provide cushion lockving therefor.

As best seen in FIGS. 7-10, the short bridge plate 70 is formed from side plates or runner members 77 and 78v of substantial depth joined by transversely extending inverted channels 79 along the upper marginal edges thereby to provide an upwardly facing continuous wheel supporting surface. The side runner member 77 serves as a mounting for a locking plate 80, joined to the side runner member 77 through the interpsition of elastomeric mounting means 81 and 82. A back-up'plate 83 is clamped between the outer surface of the side runner member 77 and the elastomeric mounting means 81 and 82 for increased strength. Each elastomeric mounting means 81 and 82 is of the form illustrated and described in conjunction with FIG. 4 including the axially projecting stud members -at opposite ends to facilitate ready attachment to the locking plate and side runner 77 on the bridge plate 70.

The upper end of the tie bar 74 is provided with a pin support 84 which extends generally at right angles to the axis of the bar 74 and curls at its inward end 85 to form a hook. A plate member 86 is welded to the pin support 84 in spaced relation to the iiange 85 to provide a bifurcated channel for reception of the edge of the locking plate 80. A series of axially aligned apertures are provided in the tie bar 74, plate 86 and ange 85 to slidably mount a locking pin 87 having the usual curled handle portion 88. A st ifener plate 89 reinforces the pin support 84 and also serves to provide a pin locking means in cooperation with a slotted locking washer 90 welded to the locking pin 87. This portion is identical to the construction described in connection with the locking pin of FIGS. 1-6 with the exception that'an arcuate plate 98 has been welded over the edge of the stiffener plate 89 to engage the locking washer 90 for limiting the withdrawal of the locking pin 87.

The lower end Iof the tie bar 74 is pivotably joined to thel bracket assembly indicated generally at 75 by means of a cross pin 91. As seen in the cross sectional view of i FIG. 10 and the top plan view of FIG. 9, the cross pin 91 is received through apertures formed ina pair of angled bracket members 92 and 93 which are welded to or otherwise suitably joined to a back-up plate 94 fastened to the side portion 10 of the car. For convenience of illustration, the lateral portion of the side portion 10 has been broken away to illustrate theunique manner of the mounting arrangement.

As seen in FIG. 7, the back-up plate 94 is generally Lshaped when viewed in elevation with one of the legs of the L between the grab handle mounting 95 and the stirrup 96. Referring once again to FIG. 9, it can be seen that the stirrup 96 and grab handle mounting 95 clamps the back-up plate 94 to the side sill 10 to provide a mounting for the lower end of the tie bar. A pin retainer 97 may be welded over the outer end of the angle bracket 93, confining the pin between the side portion 10 of the car and the pin retainer 97 to prevent any possibility of the pin becoming released.

Equivalent types of mountings and retention means are obviously equally suitable. In the present case, however, the mounting plate 94 is joined to the car through use of pre-existing holes in the side portion 10, demonstrating the ease with which the present locking device may be applied to existing cars as well as those undergoing manufacture. The steps necessary in mounting the locking arrangement shown on existing cars requires removal of the fasteners or rivets holding one end f the grab handle and stirrup to the car. The back-up plate 94 on the bracket assembly 75 is inserted and the stirrup, grab handle and plate 94 are riveted or bolted to the side portion l0. Two holes are drilled in the side runner 77 on the bridge plate 7G and the locking plate attached thereto by the elastomeric mounting means in the manner described above. The tie bar 74 having the locking pin holder attached thereto is joined to the lower bracket assembly 75 by means of the pin 91 and the cushioned locking assembly is complete.

In attaching the projecting studs of the elastomeric members to the locking plate and side runner respectively in either of the above embodiments it is contemplated that the co-operating nuts will be locked to the associated stud. For example, the co-operating nuts may be welded to the locking plate and runner respectively as well as to the threaded portion of the stud, or -alternatively locking can be accomplished by providing a suitable lock nut arrangement or the equivalent.

In order to lower the bridge plate 70, it is merely necessary to rotate the handle 88 on the locking pin 87 to align the slot in the locking washer 90 with the key-like edge of the stitfener plate 89. The locking pin may then be axially withdrawn from the locking plate 80 With the locking washer 90 engaging the end of the plate 98 to prevent complete withdrawal of the locking pin 87. Upon withdrawal of the locking pin 87 from the locking plate 80, the tie bar 74 is free to move to the position illustrated in phantom in FIG. 7, and the bridge plate 70 may be lowered to the position also illustrated in phantom.

Upon completion of the loading or unloading operation, the bridge plate may be raised by the grab handle provided, the tie bar moved into position and the locking pin 87 inserted through the locking plate 80. Operational impacts or other dynamic forces operating on the bridge plate 70 will be cushioned by the elastomeric mounting means S1 and 82 joining the bridge plate 70 to the locking plate 80. The bridge plate 70 will normally be permitted to move about 10 to 15 in either direction under impacts to protect the hinge and locking assembly as well as dampen the lforces applied during operation. It has been found that a single resilient connection at one end of the tie bar is suicient in the short bridge plate designs due to the reduced area, mass and the distance of the center of mass from the hinge.

As seen in FIG. 8, the entire cushioned locking device is disposed outwardly of the path of the vehicle in the locked or unlocked condition. The simplied design performs the necessary cushioning function and the unique locking arrangement is virtually one hundred percent effective against unintentional unlocking or the bridge plate.

Although the cushion locking device of the present invention has been described in connection with two v related embodiments, it will become immediately obvious to those skilled in the art that numerous departures may tbe made without departing from the inventive concepts of the present invention. Therefore, any limitations imposed are to be with-in the spirit and scope of the appended claims.

We claim:

1. In a railway car of the flat deck and low side type having bridge plates hingedly mounted at diagonally opposite ends of said car, the provision of a bridge plate locking means for resiliently maintainingsaid bridge plate in the upright position during periods of non-use, said locking means including a rst elastomeric mounting means joined to said car along one marginal edge, an anchor plate joined to said elastomeric mounting means for limited movement relative to said car, a tie bar having one end pivotally joined to said anchor plate and extending angularly upward towards the central portion of said bridge plate, a second elastomeric mounting means joined to said bridge plate, a locking plate joined to the said elastomeric mounting means to resiliently mount said locking plate on said bridge plate for movement relative thereto, and a locking pin releasably joining the other end of said tie bar to said locking plate whereby said :bridge plate Will be resiliently held in an upright position.

2. The railway car of claim 1 wherein said locking pin is slidably carried on the other end of said tie bar by means of a locking pin holder, and including means mounted on said locking pin and co-operating with said holder to permit limited axial movement of said locking pin while preventing removal and unintentional movement of said locking pin.

3. The railway car of claim 1 wherein said other end of said tie bar is bifurcated, said bifurcated end being received over one edge of said locking plate, locking pin means being carried by a pin holder mounted on said tie bar and slidable through apertures prov-ided in said bifurcated end portion and said locking plate, and stop means mounted on said locking pin between one of said bifurcations and said pin holder to limit the total axial movement of said locking pin and prevent unintentional withdrawal of said locking pin.

4. The railway car of claim 3 wherein said stop means to prevent unintentional withdrawal of said pin includes a radial slot in said stop means, a stiffener plate is mounted in said pin holder with an edge portion thereof in close proximity to the circumferential portion of said locking pin thereby to form a key means, said radial slot being rotatable with sa-id locking pin into alignment with said key means to permit axial movement of said locking pin.

5. In a railway car of the type particularly adapted for use in piggyback hauling operations, said car Abeing of the at deck and low side variety, the provision of bridge plates at diagonally opposite ends of said car, hinge means mounting said bridge plates on said car so as to be movable between an operable horizontal position and an inoperative upright position, cushion looking,

means for maintaining said bridge plate in the inoperative position during periods of non-use, said cushion locking means including a tie bar having a rst end portion pivotally attached to said car, said tie bar having a second end portion transversely offset from the rst end portion, ,a locking plate connected for limited rocking movement in a vertical plane to said bridge plate along the outer marginal edge thereof by means of elastomeric mounting means, and means releasably connecting said second end portion of said tie -bar to said locking plate at a location eccentric with respect to said elastomeric mounting means and thereby to hold said bridge plate in the upright position while permitting limited cushioned movement about said hinge means.

6. The railway car of claim 5 wherein said means releasably joining said second end portion of said tie bar to said locking plate includes a pin support joined to said tie bar adjacent said second end and extending parallel thereto, a locking pin slidable in aligned apertures in said tie bar, a stitener plate extending between said tie bar and said pin support and having an edge adjacent the circumferential portion on said locking pin and a slotted locking washer mounted on said locking pin, said slotted portion on said washer being ,adapted to be aligned with said edge to permit axial withdrawal of said locking pin.

7. The railway car of claim 5 wherein said first end portion on said tie bar is attached to said car through a pivotal attachment to an anchor plate, said anchor plate being joined to said'car by elastomeric mounting i means to permitv said anchor plate to move a limited amount in a vertical plane relative to said car in response to movement of said bridge plate.

8. The railway car of claim 5 wherein said iirst end portion of said tie bar is attached to said car through bracket means mounted along the side marginal edge of said car inboard the end thereof.

9. In a railway car of the type particularly adapted for use in piggyback hauling operations, said car having a at deck and low side portion, a bridge plate hingedly mounted at opposite ends of said car, said bridge plate being movable between an operative horizontal position and an inoperative upright position, the provision of cushion looking means for maintaining said bridge plate in the inoperative position during periods of non-use, said cushion locking means including a tie bar having a irst end portion pivotally attached to an anchor plate, elastomeric mounting means joining said anchor plate to said car along the marginal edge thereof inboard of the end of said car, said tie bar being pivotally joined to said anchor plate eccentric with respect to said elastomeric mounting means whereby loads longitudinally of the axis of said tie .bar Wi-ll place said elastomeric mounting means in shear to permit limited rocking movement of said anchor plate in a vertical plane, and a second end portion on said tie bar releasably attached to a locking plate, and elastomeric mounting means joining said locking plate to said bridge plate.

References Cited by the Examiner UNITED STATES PATENTS 479,533 7/1892 Schultz 14-71 2,159,479 5/ 1939 Goodwin et al 105-368 2,826,156 3/1958 Hall 10S-369 3,195,478 7/1965 Thompson 10S-458 -3,203,364 8/1965 Gutridge 105-36'8 ARTHUR L. LA POINT, Prmm'y Examiner.

DRAYTON E. HOFFMAN, Examiner.

Claims (1)

1. IN A RAILWAY CAR OF THE FLAT DECK AND LOW SIDE TYPE HAVING BRIDGE PLATES HINGEDLY MOUNTED AT DIAGONALLY OPPOSITE ENDS OF SAID CAR, THE PROVISION OF A BRIDGE PLATE LOCKING MEANS FOR RESILIENTLY MAINTAINING SAID BRIDGE PLATE IN THE UPRIGHT POSITION DURING PERIODS OF NON-USE, SAID LOCKING MEANS INCLUDING A FIRST ELASTOMERIC MOUNTING MEANS JOINED TO SAID CAR ALONG ONE MARGINAL EDGE, AN ANCHOR PLATE JOINED TO SAID ELASTOMERIC MOUNTING MEANS FOR LIMITING MOVEMENT RELATIVE TO SAID CAR, A TIE BAR HAVING ONE END PIVOTALLY JOINED TO SAID ANCHOR PLATE AND EXTENDING ANGULARLY UPWARD TOWARDS THE CENTRAL PORTION OF SAID BRIDGE PLATE, A SECOND ELASTOMERIC MOUNTING MEANS JOINED TO SAID BRIDGE PLATE, A LOCKING PLATE JOINED TO THE SAID ELASTOMERIC MOUNTING MEANS TO RESILIENTLY MOUNT SAID LOCKING PLATE ON SAID BRIDGE PLATE TO MOVEMENT RELATIVE THERETO, AND A LOCKING PIN RELEASABLY JOINING THE OTHER END OF SAID TIE BAR TO SAID LOCKING PLATE WHEREBY SAID BRIDGE PLATE WILL BE RESILIENTLY HELD IN AN UPRIGHT POSITION.

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