US3446364A

US3446364A - Trainline arrangement for long length railway cars

Info

Publication number: US3446364A
Application number: US636880A
Authority: US
Inventors: Boris S Terlecky
Original assignee: ACF Industries Inc
Current assignee: ACF Industries Inc
Priority date: 1967-05-08
Filing date: 1967-05-08
Publication date: 1969-05-27
Anticipated expiration: 1986-05-27

Description

May 27, 1969 B. s. TERLECKY TRAINLINE ARRANGEMENT FOR LONG LENGTH RAILWAY CARS Sheet of 3 Filed May 8. 1967 mvENToR. BORIS S. TERLECKY ATTORNEY May 27, 1969 B. s. TERLEcKY 3,446,364

TRAINLINE ARRANGEMENT FOR LONG LENGTH RAILWAY CARS Sheet Filed May 8, 1967 May 27, 1969 B. s. TERLECKY TRAINLINE ARRANGEMENT FOR LONG LENGTH RAILWAY CARS sheet cfs Filed May 8, 1967 3,446 364 TRAENLINE ARRANGEMENT rok LONG LENGTH RAtLwAY CARS ABSTRACT F THE DISCLOSURE A trainline arrangement having an end portion extending from an angle cock mounted on the end of the car to a position beneath the center sill and thence outwardly beneath the coupler carrier and coupler shank to the coupler. Cushion means having a relatively long travel of around at least ten (l0) inches are operatively connected to the coupler shank for cushioning buff forces, and means connect the cushion means to the trainline end portion for longitudinal movement of the end portion with the cushion means and the coupler. The trainline end portion is supported beneath the center sill for movement with the coupler relative to the underframe upon impact forces being exerted against the coupler and a cushioned travel of the cushion means. The angle cock is mounted beneath the adjacent end sill along one side thereof in order to oe easily accessible for operation.

Background and description of the invention With long length flat cars, the coupling of adjacent cars on curves sometimes results in the adjacent couplers being offset laterally and bypassing each other. It `has been common theretofore to mount the trainline adjacent a side of the coupler and upon a bypassing of adjacent couplers the trainline or trainline connections, including the angle cock, have sometimes been damaged or rendered inoperative.

The present invention is directed to a trainline arrangement in which the angle cock is positioned beneath an end sill and the adjacent end portion of the trainline is mounted beneath the coupler carrier and coupler shank. With the trainline mounted in such a manner, the lateral bypassing of couplers will not usually damage the trainline. This arrangement is particularly adaptable for use with cushioned railway cars in which the couplers move longitudinally relative to the car body or underframe a distance of around twelve inches or more upon impact forces being exerted against the coupler. The supporting means for the end portion of the trainline permits the end portion to move with the yoke and coupler upon such relative lon gitudinal travel.

Briefly described, this invention comprises a trainline arrangement including an intermediate trainline portion extending between the ends of the car and terminating in an angle cock xed beneath an end sill along a side of the railway car, and a trainline end portion at each end of the car which extends from the angle cock to a position beneath a coupler carrier and thence outwardly beneath the coupler shank. The trainline end portion is mounted for sliding longitudinal movement with the coupler relative to the car body upon impact forces being exerted against the coupler, and means beneath the coupler carrier and center sill structure support the end portion for such relative movement.

The invention accordingly comprises the constructions hereinafter described, the scope of the invention being indicated in the following claims.

In the accompanying drawings in which one of various possible embodiments of the invention is illustrated;

FICC

FIGURE 1 is a partial top plan of a railway flat car, partly schematic, and illustrating the trainline arrangement adjacent the end ofthe car;

FIGURE 2 is a side elevation, partly schematic, of the trainline arrangement illustrated in FIGURE 1;

FIGURE 3 is a partial front elevation of the at car shown in FIGURES 1 and 2, the coupler shank being illustrated in section;

FIGURE 4 is a section taken generally along line 1*4 of FIGURE 1 and showing the coupler and cushioning structure in neutral position; and

FIGURE 5 is a section similar to FIGURE 4 but illustrating the coupler and cushioning structure in a substantially full butt position.

Corresponding reference characters indicate corresponding parts throughout the several views of the drawings.

Referring now to the drawings for a better understanding of this invention, a relatively long length flat car is illustrated and has an underframe or car body formed of stringers 12, a center sill structure 14, a pair of side sills 16, and an end sill 18 adjacent each end extending between side sills 16. Center sill structure 14 is generally hat-shaped having an upper web 20, lower flanges 21, and an open outer formed by flared sides 22. A lower cover plate 24 is secured between lower flanges 21 and has a longitudinal slot 26 thereon as will be explained. A box-shaped frame generally designated 28 extends about the open outer end of center sill structure 14 and includes a lower Z-shaped member 30. A coupler carrier 32 is mounted at 34 for pivotal movement about a horizontal axis. Lugs 36 on the underside of carrier 32 receive the ends of rods 38 which extend through aligned openings in Z-shaped member 30. Springs 40 are biased between Z-member 30 and collars 42 tixed to rods 38 to urge carrier 32 upwardly.

Mounted within frame 28 and the open outer end of center sill structure 14 is a coupler 44 having a coupler shank 46 supported on coupler carrier 32. A yoke 4S is pivotally connected at 50 to the coupler shank 46. A rubber draft gear structure generally indicated S2 is housed within yoke 48. A hydraulic cushioning unit generally indicated 54 is positioned adjacent the rear end of yoke 48. Cushioning unit S4 is of the oleopneumatic type and includes an outer cylinder 55 and an inner cylinder 56. A metering pin 57 is mounted within outer cylinder 55 and a lloating piston 58 is mounted within inner cylinder 56. The front end cap 60l on inner cylinder 56 forms the rear follower block of draft gear 52 with inner cylinder 56 extending through a suitable opening in yoke 48. Thus, a combination `rubber draft gear S2 and hydraulic cushioning unit 54 are employed for cushioning buff and draft forces. For further details of hydraulic cushioning unit 54, reference is made to U.S. Patent No. 2,994,442, issued Aug. l, 1961, the entire disclosure of which is incorporated by this reference.

In accordance with this invention, the underframe has a trainline arrangement generally designated 62. Trainline 62 includes an intermediate portion 64 which comprises a metallic pipe fixed to the underframe by suitable connections and extending the length of the car. Connected adjacent each end of intermediate portion 64 is an angle cock 66 which may be actuated by a suitable handle. As shown in FIGURE' 3, a clamp `68 is secured to the adjacent end sill 18 for mounting angle cock 66 and the adjacent end of intermediate portion 64 beneath end sill 18 adjacent a side of the railway car. Extending from angle cock 66 is a trainline end portion generally designated 70 comprising a flexible hose 72 immediately adjacent angle cock 66, a bent metal end pipe portion 74, a tlexible end air hose 76, and a releasable connection 77 adapted to be connected to a similar releasable connection on an adjacent car. A chain '78 supports air hose 72 from a Stringer 12. A chain 80 between hose 76 and coupler 44 supports hose 76 and connection 77 when the air hose 76 is disconnected from a mating air hose on an adjacent car.

Suspending trainline end portion 70 for sliding movement with coupler 44 upon impact forces being exerted against the coupler is a guide rod 82. Guide rod 82 is secured between bracket 84 on the underside of coupler carrier 32 and a clip 86 on sill cover plate 24. A support clamp 88 secured to end pipe portion 74 is mounted on guide rod 82 for sliding movement therealong upon the exertion of impact forces against coupler 44. To hold the forward section of bent pipe portion 74 in longitudinal alignment with the railway car upon sliding movement thereof, an additional guide 90 is secured to end portion 74 adjacent clamp S8 and extends longitudinally of the car. The rear end of guide 90 is secured to a bracket 92 which extends upwardly within slot 26 o'f lower cover plate 24 and is secured to yoke 4-8. Thus, movement of yoke 48 effects movement of bracket 92, guide 90 and trainline end portion 70 as illustrated in FIGURE 5 with clamp y38 riding along guide rod 82. Flexible hose 76 of the trainline end portion permits a lateral swinging of coupler 44 relative to rigid pipe portion 74 and could permit a limited longitudinal movement of coupler 44.

As end portion 70 extends outwardly of car 10 only beneath the coupler 44, the bypassing of adjacent couplers upon an attempted coupling will not damage the trainline arrangement. Angle cock 66 is positioned beneath or closely adjacent end sill 18 where it is easily accessible and not subject to damage upon such bypassing. The present trainline arrangement is particularly adapted for a cushioned railway car `having a cushioned travel relative to the underframe of around twelve inches or more and is easily mounted beneath a pivoted coupler carrier.

In view of the above, it will be seen that the several objects of the invention are achieved and other advantageous results attained.

As various changes could be made in the above constructions without departing from the scope o'f the invention, it is intended that all matter contained in the above description or shown in the accompanying drawings shall be interpreted as illustrative and not in a limiting sense.

What is claimed is:

1. In a railway car having an underframe including a center sill structure with an open outer end, a coupler mounted within the open outer end and movable a substantial distance relative to the underframe upon impact loads being exerted against the coupler, cushion means connected to the coupler for cushioning impact loads, and a coupler carrier supporting the coupler shank; a trainline extending from one end of the car to the other, said trainline including an intermediate portion extending between the ends of the car and an end portion extending from the intermediate portion to the coupler, an angle cock rigidly mounted on the underframe adjacent the end of the car and positioned adjacent an end of said intermediate portion, said end portion including a -tlexible section adjacent the angle cock and a rigid section extending from the liexible section, said rigid section extending to a position generally centrally of the width o'f the car beneath the center sill structure and thence outwardly beneath the shank of the coupler, and means beneath the center sill structure extending between the cushioning means and rigid section to connect the rigid section to the cushioning means for movement therewith upon impact forces being exerted against the coupler.

2. In a railway car as set forth in claim I, means beneath the coupler carrier supporting the rigid section for sliding movement and guiding the rigid section in a longitudinal direction relative to the underframe upon longitudinal movement of the coupler.

3. A railway flat car comprising a center sill structure with open outer ends, a coupler mounted within each outer end and movable in a longitudinal direction relative to the car body upon impact loads being exerted against the couplers, cushion means connected to each coupler for cushioning impact loads, a coupler carrier supporting each coupler, means -mounting each coupler carrier for pivotal movement about a generally horizontal axis, means biasing the coupler carriers upwardly, an end sill adjacent each end of the car, a trainline extending between the couplers, said trainline including an intermediate portion mounted between the end sills and end portions extending from the end sills to the couplers, each end portion including a flexible section and extending from its associated end sill to a position generally centrally of the width of the car beneath the center sill structure and thence outwardly beneath the coupler carrier and the shank o'f the coupler, means beneath the center sill structure operatively connecting each cushion means and associated end portion for movement of the end portion with the associated coupler upon impact forces being exerted against the couplers, and means beneath each coupler carrier supporting the associated end portion for relative sliding movement and guiding the end portion in a longitudinal direction.

4. A railway flat car as set forth in claim 3 wherein said means beneath each coupler carrier comprises, a support rod extending longitudinally of the car and supported from the associated coupler carrier and center sill structure, and a bracket secured to said end portion and suspended from said rod for sliding movement therealong.

5. In a railway car rhaving an underframe including a center sill structure with an open outer end, a coupler having a shank mounted within said open outer end and movable in a longitudinal direction relative to the underframe upon impact loads being exerted against the coupler, and cushion means operatively connected to the coupler shank for cushioning impact loads; a trainline including a l relatively xed intermediate portion carried by the underframe between the ends of the car and an end portion extending between the intermediate portion and the coupler, means permitting the end portion to move in a generally longitudinally direction relative to the intermediate portion, said end portion extending from the intermediate portion to a position generally centrally of the width of the car beneath the center sill structure, and means operatively connecting the cushion means and the trainline end portion for movement of the end portion with the cushion means and coupler in a direction longitudinally of the car relative to the underframe upon impact forces being exerted against the coupler and travel of the cushion means.

6. In a railway car having an underframe including a fixed center sill structure with an open outer end, a coupler having a shank extending within the open outer end, and a cushion unit operatively connected adjacent the rear end of said coupler shank and having a butt travel of at least ten inches for cushioning impact forces exerted against the coupler; a trainline including an intermediate portion extending between the ends of the car and an end portion extending between the intermediate portion and the coupler, said end portion including a flexible section adjacent the associated end of the car to permit the end portion to move in a direction generally longitudinally of the car relative to the intermediate portion, said end portion extending from the intermediate portion to a position generally centrally of the width of the car beneath the center sill structure and thence outwardly beneath the shank of the coupler, and means operatively connecting the end portion to the adjacent cushion unit for movement therewith upon impact forces being exerted against the coupler whereby the end portion lmoves with the coupler and the cushion unit relative to the underfram e.

7. In a railway car having an underframe including a iixed center sill structure with an open outer end, a coupled having a shank mounted within the open outer end, a relatively long travel end-of-car cushion unit operatively connected adjacent the rear end of said coupler shank for cushioning impact loads, and a coupler carrier supporting the coupler shank; a trainline including an intermediate portion extending between the ends of the car and an end portion extending from the intermediate portion to the coupler, said nd portion including a ilexible section adjacent the associated end of the car and a rigid section extending from the exible section, said exible section permitting the end portion to move in a direction generally longitudinally of the car relative to the intermediate portion, said rigid section extending longitudinally of the car at a position generally centrally of the width of the car beneath the center sill structure and outwardly beneath the shank of the coupler, means beneath the center sill structure extending between the cushion unit and associated rigid section to connect the rigid section to the cushion unit for movement therewith upon impact forces being exerted against the coupler, and means beneath the underframe supporting the rigid section for slidingY movement and guiding the rigid section in a longitudinal direction relative to the underframe upon longitudinal movement of the coupler and travel of the cushion unit.

8. In a railway car having an underframe including a fixed center sill structure with an open outer end, acoupler having a shank mounted within the open outer end, a relatively long travel end-of-car cushion unit operatively connected adjacent the rear end of said coupler shank for cushioning impact loads, and means supporting the coupler shank; a trainline including an intermediate portion extending between the ends of the car and an end portion extending from the intermediate portion ot the coucoupler, means operatively connecting said end portionr to the coupler for generally longitudinal movement therewith, and means beneath the underframe positioned generally centrally of the width of the car supporting and guiding the end, portion for movement in a direction longi tudnally of the car relative to the superjacent fixed cen-` ter sill structure upon impact forces being exerted against the coupler and cushioned longitudinal movement thereof.

References Cited UNITED STATES PATENTS 959,152 5/1910 McElroy 285-63 X 1,263,574 4/1918 Leftwich 285-63 X 1,832,898 11%1931 Farmer 213-76 X 2,996,315 8/1961 Roth et al. 285-63 X 3,344,935 10/ 1967 Stewart et al. 213-1 DRAYTON E. HOFFMAN, Primary Examiner.

U.S. C1. X.R. 213-8