US3006483A - Railway car underframe arrangement - Google Patents

Description

Oct 31, 1961 w. E. BAILLIE ET AL RAILWAY CAR UNDERFRAME RRANGEMENT 5 Sheets-Sheet 1 Filed July 6, 1959 Oct. 31, 1961 w. E. BAILLIE ETAL RAILWAY CAR UNDERF'RAME ARRANGEMENT 5 Sheets-Sheet 2 Filed July 6, 1959 Nx. @mwN Q\ N w EL R. [M mNU Non. Y EmA E VLQU N N n. e HWF. m E r mM A AL ma Nw 0 W E, .frm u Y Bl OCf- 31 1961 w. E. BAILLIE ET Al. 3,006,483

RAILWAY CAR UNDERFRAME ARRANGEMENT Filed July 6, 1959 5 Sheets-Sheet 5 A TToRA/E y Oct. 31, 1961 w. E. BAILLIE ET AL 3,006,483

RAILWAY CAR UNDERFRAME ARRANGEMENT Filed July 6, 1959 5 Sheets-Sheet 4 JNVENTOR. a/VALD WILL/sou BY WALLACE E 5ML/ ns A TToP/VE Y Oct. 31, 1961 w. E. BAILLIE ET-AL 3,006,483

RAILWAY CAR UNDERFRAME ARRANGEMENT Filed July e, 1959 5 Sheets-Sheet 5 TTORNE y United States Patent O 3,006,483 RAILWAY CAR UNDERFRAME ARRANGEMENT Wallace E. Baillie, Cleveland Heights, and Donald Willison, Lyndhurst, Ohio, assignors to National Castings Company, a corporation of Ohio Filed July 6, 1959, Ser. No. 825,043 11 Claims. (Cl. 213-8) This invention relates generally to railway car cushioned underframe construction, and particularly to that type of cushioned underframe in which a fixed center sill supports a draft and bufling column or sliding sill in longitudinally slidable relationship therewith.

Various arrangements of an underframe in cushioned relation with a butng column have been proposed for use by lthe industry. It is, of course, the purpose of all cushioned underframe constructions to protect the underframe of the railway car `and its lading against damage or distortion as a result of the occasionally great forces or shocks to which a car is usually subjected during normal service.

In some of the prior art arrangements employing a sliding sill, it is necessary that the xed center sill and the car underframe be especially constructed to accommodate the sliding draft and buing column (hereinafter called draft column). In another arrangement, existing fixed center sills may be adapted to receive a sliding draft column. Neither of these general arrangements, however, has been generally accepted by the industry. Special constructions, such as these, involve economic considerations which are adverse to possible wide use of the sl-iding draft column arrangement. In general, the modifications thus far proposed, adapting existing center sills for use with a sliding sill or column, have proven not only uneconomical but weakening to the car and frame structure as a whole.

It is a primary object of this invent-ion to provide improved railway car underframe structure utilizing a sliding draft column and conventional center sill construction to the fullest extent practicable.

Another object is to provide railway car underframe structure utilizing the sliding draft column principle but maintaining the structural strength afforded by, for example the conventional A.A.R. standard car construction in which train forces are transmitted directly into the car frame through the draft gear at either end thereof.

A further object is to provide a sliding draft column which is economically practicable for installation in existing fixed center sills through the use of standard structural components, including draft gear yokes and cushioning elements in commercial use, within the draftcolumn, and the utilization of the entire'length of such sills.

These and other objects are achieved by the present invention in railway car underframe structure comprising a hollow center sill running the full length of the underframe, and a draft (and bujiing) column of greater length than the center sill supported in the latter; the column being resiliently connected with the center sill centrally of the underframe and being suitably constructed to be housed within the center sill with end por-tions of the column protruding from either end of the center sill.

For maximum strength and rigidity in the underframe, and for maximum lateral reinforcement `and support of the draft column, the center sill extends from one end-sill of the frame to the other and is joined tixedly to the crossmembers such as body holsters, cross-bearers, and crossties. Each end portion of the column, `although telescopically related to the end portion of the center sill, includes spaced stops dening a pocket for receiving -a draft gear and a yoke resiliently connecting a coupler to the column at each of its ends. provides an end wallof which its outer surface is suitable 3,006,483 Patented Oct. 31, 1961 "ice periphery to the interior of the center sill in a manner allowing the column -to loosely slide within the center sill.

In the drawing with respect to which this invention is described:

FIG. 1 is a fragmentary shortened plan view with parts in section show-ing the fixed center sill, the sliding draft column, the center cushioning mechanism, and the end draft cushioning units in accordance with this invention.

FIG. 2 is a fragmentary elevation in section with vertical lateral walls of the center sill and the columnremoved to expose interior mechanisms.

FIG. 3 is an enlarged sectional view taken along line 3 3 of FIG. 2.

FIG. 4` is a plan view, with parts sectioned at an intermediate elevation, of the center-sill cushioning assembly which connects the fixed center sill with the draft column.

FIG. 5 is an elevation with parts in section of the assembly of FIG. 4. v

PIG. 6 is a sectional view taken along line 6-6 of FIGS. 2 and 5 with abutment portions shown in dotted lines.

. FIG. 7 is a fragmentary plan view with parts in section of an assembly including -a coupler, the end portion of the draft column, the fixed center sill, and draft gear for connecting the column and the coupler.

y FIG. 8 is an elevation with parts in section of the assembly shown in FIG. 7.

FIG. 9 is a fragmentary sectional view taken along line IX-IX of FIG. 7.

FIG. 10 is a fragmentary side view of 4the center sill and column structure, shown in FIG. 9.

FIG. 11 is a schematic elevation in section showing the center cushioning assembly with the draft column out of neutral posi-tion, and the cushioning mechanism in a compressed condition.

FIG. 12 is an exploded perspective view of the greater part of a car understructure incorporating the present invention but not including the cushioning mechanisms used therein.

. FIG. 13 is Ia shortened schematic view in plan of the draft column and couplers connected therewith of the embodiment shown by FIGS. 1 to 12.

FIG. 14 is a shortened schematic view in plan of a draft column and couplers connected therewith in accordance with another embodiment of the invention.

Y FIG. 15 is a perspective view of a runner shown removed -from its position in the draft column underneath the yoke and draft gear shown in FIG. 8.

FIG. 16 is an elevation in transverse section illustrating the draft column with a coupler shank and yoke connected by a vertical pin. l

As shown in FIGS. 1 and 2, a fixed center sill 12 of uniform internal U-shaped periphery supports a column 10 in longitudinal slidabfle relationship therewith. The fixed sill 12 herein shown is a conventional type formed to open downwardly, e.g., by the welding of two Z-beams together, and it is of inverted U-shape cross section with anges 14 extending from the side walls of the sill laterally toward the sides of the'railway car. For adapting it in a condition to receive the draf-t column 10, the sill 12 is clear of all interior structure and extends the full length Each end portion further of the railway carto terminate coincident with, or slightly beyond, the end sills of the underframe (see sill 13 in the foreground of FIG. 12). As shown in FIG. 12, the center sill 12 is `joined, as by welding, to the various underframe' structural members, such Vas cross bearers 3 121, body bolsters 122 and cross-ties 123 of the underframe 124.

The present invention is intended to make full use of the strength 'and rigidity inherent in conventional railway car underframes having a -full length sill, and to maintain all rigid connections of a center sill with all lateral frame members which are deemed to add materially to the over-` all strength of the underframe. The structure, in accordance with this invention, is duplicated in opposite ends of the underframe with none of the figures in the drawing embracing more than about sixty percent of the car length except FIG. 13 which is a longitudinally shortened view including both ends of the sliding draft column and associated couplers 15.

The draft column 10 is of one piece or unitary construction which may be either cast or fabricated, and comprises a draft gear pod 18 disposed at each end of an H-beam 22. The beam 22 extends continuously between the pods 18 secured thereto as by welding. The H-beam 22 Yis oriented within the sill 12 with the yWidths of its anges 24 aligned vertically and the width of its web 2-8 aligned horizontally.

FIG. l shows the web 28 having a notch 29 at its Aleft end in the portion of the H-beam or member 22 which extends into the rear end of the pod 18. The notch 29 accommodates the rear end of the yoke 9,5. The web 28 extends longitudinally inwardly toward the center of the column to the outward extremities of two laterally opposed slots 30 in the dianges 24 vertically centered with respect to the horizontal pllane of the web. The slots 30 displace portions of the web 28. #In a like manner, the web 28 extends from the pod at lthe opposite end of the column to the longitudinally other ends of a pair of laterally opposite slots 30a in the flanges 24. Slots 30a are similar in length and vertical disposition to slots 30. The spacing of slots 30 with respect to slots 30a is determined by the length of the cushioning unit 40 to be used in absorbing forces transmitted from the column 10 to the center sill 12. When the column is positioned within the center sill these slots receive horizontally transversely aligned keys `36, 36a, extending through laterally opposed openings in side walls of the center sill. lFor supporting the keys 36 and 36a, the side walls of the sill 12 have bearing portions 39 fixed thereto which tit neatly about the keys but permit the keys to -be slid easily in a lateral direction from the sill. The vbearing portions 39 terminate laterally in tabs 391* having apertures to which pins 39t extend. These pins retain the keys 38 and `38a within the center sill.

The longitudinally inward abutment surfaces 3 8 and 38a of the keys 36 and 36a define the longitudinal extremities of a pocket -20 in which the center shockabsorbing gear or cushioning unit 40 is supported at a neutral position of the column -10 relative to the sill '12 (see FIGS. l, 2, 4, v5). At this neutral position, the opposite ends of the central cushioning unit, li.e., the unit 40, engage end surfaces 34, 34a of spaced pairs of webs 32, 32a,'of which respective abutment surfaces 34, 34a have the same spacing as abutment surfaces 38 and 38a of the keys 36 and 36a. Hence, at the neutral position, surfaces 34 and 38 are in vertical alignment; and the surfaces 34a and 38a :are also dn vertical alignment. Also, at these positions the keys 36 and 36a are disposed approximately midway of the length of the slots 30 and 30a in which they are positioned.

The webs 32 and 32a are disposed in parallel pairs approximately parallel to the web 28. The Webs o f either pair (32 or 32a) are spaced so that one web extends between the opposite flanges of the beam at a level just above the adjacent pair of slots (30 or 30a) and the other web is disposed below the slots. Thus, .the webs of either pair are vertically spaced to receive a key 36 o r 36a therebetween. These webs are connected with the anges 2 4 as by welding. Through this arrangement, the cush- 4 a ioning unit 40 will be shortened and compressed (lcmking now 'at FIGS. 1 and 2) between the abutment webs 32 and the key 36a in movement of Ithe column 10 to the left relative to the fixed sill 12. In movement of the column 10 to the right, the -unit 40 will be compressed between the key 36 and the abutment webs 32a. 'Iihe abutment webs move out of vertical alignment with the respective adjacent keys in the manner shown in FIG. ll.

The cushioning unit 40 may ybe of any suitable type but in the embodiment shown, the unit is of the hydraulic spring-return type comprising a liquid reservoir 42, and a plunger or piston 44 encircled by a coil spring 46. As shown, the spring 46 is maintained in a condition of compression and reacts at one end with a shoulder of the reservoir 42 and, at the other end, with head 50 of Ithe plunger. The reservoir 42 has a at base portion 48 abutting against the surfaces 34 and 38 (at the neutral position of the column); the head 50 of the plunger abuts against the other nset of surfaces '34a and 38a at the neutral position.

The unit 40 is supported from underneath by a support plate 56 of substantially `inverted U-shape cross section to provide a platform 58 on which the unit 40 rests. The plate 56 is secured by its side webs 60 in rigid attachment by bolts 62 to a pair of plate extensions 64 welded to outside surfaces of the sliding sill `flanges 24. An upright channel bar 66 extends longitudinally under the channel 56 in reinforcement thereof. The bar 66 is oriented with its transverse cross section forming an upright-U, thereby disposing the flat surface 68 in downwardly facing attitude for slidingly engaging the surfaces 70 on upper at surfaces of longitudinally spaced retainer brackets 72. The brackets 72 extend transversely underneath the column 10 and are rigi-dfly connected as by rivets 74 to the lateral flanges ,14 of the sill 12.

The column 10 further comprises covering structure for the draft gear 40 in the position thereof between the webs 32 and 32a in the form, for example, of a channel 75 having its flanges 76 secured as by Welding to the outer surfaces of both anges 24 of the member 22. The channel 75 stilfens the column along its middle portion and, in addition, serves as a ceiling against which to secure the unit 40. Furthermore, as the channel 75 is secured to the beam 22 at close clearance with the top wall of the center sill 12, the channel 75 serves to eliminate any vertical movement such as vibration or upward buckling to which the column 10 might be otherwise subjected. If desired, a spacer or guide plate 78 may be welded to each lateral interior surface of the side walls o f the sill 12 to protect against undesirable rocking or twisting of the column 10 relative to the sill. To assure alignment of the unit 40 within the pocket 20 of the column, shims or plates 79 may be welded to the inner side surfaces of the side anges 24.

=In the embodiment shown, the pod 18 (see FIGS. 7 and 8) is a casting having a top wall 80 and side walls 81b, 81C. Interiorly, the pod 18 has vertically-extending, mutually-facing front stops 82 and rear stops 83 projecting laterally inwardly from the side walls 81h, 811.` to define a draft gear pocket 84 substantially shorter than the pocket 20 arranged centrally of the car frame for receiving the unit 40. The side walls 81b, 81e are extended longitudinally inward as portions 81a adapted to overlap the anges 24 of the member 22. Welds at 84 and 85 firmly attach the pod 18 to the member 22. The lengths of the member 22 and the pods 18 at each end of the member, and the relative lengths of the resulting column and the center sill, are such as to dispose the pods substantially but not completely interiorly of the sill, i.e., in telescopic relationship at neutral position.

Wall portions 81a have rearward-facing surfaces 81m and 81n spaced, e.g., in the present embodiment, about l2 inches from the frontward facing end surfaces of the cheek plates 112. End surfaces -81n and 81m of each pod and the adjacent set of cheek plates 112 in respecthe lading,

. tive ends of the sill 12 constitute stop means defining the range of travel of the column with respect to the sill 12.

The pod 18 has a forward end wall 85 of horizontally convex contour which merges curvately with the top wall 80 and side walls 81 of the pod. The front face of the wall 85 serves as a striker surface for receiving the horn 15a of the coupler 15 if the severity of the buing action so requires. The buing wall 85 provides an opening N through which the shank of the coupler 15 extends rearwardly into a yoke 95 with which it is connected by a key 98. The Wall 85 merges underneath the opening N in a box-section 87 which serves as a coupler carrier. The box section 87 may be covered as shown with a wear plate 88 on which the coupler rests. Similar to the center sill 12, the pod 18 is of inverted U-shape transverse cross section to provide an open bottom for the installation and removal of draft gears, such as the cushioning unit 89.

In eifecting an essential purpose of the present invention, i.e., the protection of car structure and lading from the impacts sustained, for example, in car classifying and train forming or handling operations, the central gear 40 is intended to function as a primary cushioning agent for reducing the forces developed between the cars and between the lading and end wall of each car. Hence, the draft gears 89 in each end of the column 10 may -be designed primarily for protecting the column and the associated couplers from excessive draft or buff forces developed when the cars are being moved in long trains. Such draft gears need not be designed for protection of Such protection is derived from the unusually large capacity of the center gear 40. Hence, the gears 89 herein disclosed are of smaller cushioning capacity than the center gear 40 and also smaller than the standard draft gears in use on cars having draft gear pockets having fixed positions Within the car frame.

Accordingly, the stops 82 and 83 of the draft gear pocket within the pods 18 may be spaced to dene a pocket of shorter length than that provided on'the standard cars of American railways. 'Ihe draft gear 89 and the yoke 95 which encircles it are of standard design except for shortening entailed by the shortened draft gear pocket. The draft gear 89 is illustrated as comprising pads 90 of well-known commercially-available rubber and steel construction positioned in a state of initial compression between a forward follower 91 and a rear follower 92. Bolts 94 maintain the gear in an assembled condition when outside the pocket.

To remove or replace either the coupler 15, the yoke 95, or a draft gear 89, it is necessary to remove the key 98. Because of the reciprocable telescoping relation of the draft column 10 with the fixed center sill 12, it is necessary that the key 98 be confined within the lateral limits of the side walls of the pod 18; protrusion of this key laterally from the pod would result in undesirable interference of a key portion with the walls of the pod 18 or with parts of the center sill, and possibly, loss of the key from its position for connecting the yoke and the coupler. As the key 98 undergoes movement relative to the walls of the pod during compressive cycles of the gear 89, the key must also be arranged within the interior of the pod 18 to have unimpeded movement therewithin.

To enable removal and installation of the key 98, the side Walls 81b and 81e of the pod 18 are provided with openings 104 and 107, respectively. Both openings occur at a level placing them horizontally opposite adjacent ends of the key 98, as shown in FIGS. 7 and 8. The opening 107 is smaller than the adjacent end surface of the key, so that the key will be prevented from passing out through the Wall 81e. As shown, the center sill 12 has slots 128 and 129 in laterally opposite relation with openings 107 and 104, respectively, when column 10 is in its neutral position (see FIGS. 7, 9,

'e 1 i and l0). A tool may be inserted through the slot 128 of the sill 10 and the opening 107 in the pod wall against the end surfaces of the key for pushing the key through the opening 104 at the other side of the pod and the adjacent slot 129 of the sill.

The key 98 is conined within the pod 18 by a lock plate 103 secured along the inner surface of the wall 81b of the pod 18 centrally over the opening 104 and centrally with respect to the normal ambit of the key 98. To facilitate the removal of the lock plate 103, the wall 81 b is extended as a lug 99. In its operative position, the plate 103 has its top end portion positioned in a pocket 102a formed by a lug 102 along the inner surface of the wall 81b. At this position, the plate and the lug 99 have holes in horizontal registry for receiving two bolts by which the plate 103 is secured to the pod wall. The plate 103 is of sucient width to remain in overlapping relation with the end surface of the key at all possible conditions of compression of the draft gear 89 resulting in rearward or forward displacement of the key and the associated yoke 95.

The coupler 15 is supported by the box frame portion 87 ofthe front end of the pod 18 and the key 98 in place within the slots therefor within the head of the yoke 95 and the coupler butt.

Each end portion of the column 10 is supported by a plate bridging the open underside of the center sill 12 and xedly secured thereto directly under each pod 18.

To avoid any undesirable wear condition in supporting the end portion of the column 10, it is desired to avoid frictional sliding contact of the lower edges of the walls 81b and 81C upon a supporting medium, such as the plate 130 bolted as shown, to llanges 14 of the fixed sill. Accordingly, each pod 18 of the column 10 is provided with a runner 131 comprising a plate 131a having lateral downturned edge portions 132 and 133 adapting the runner to be bolted to downwardly extending tablike extensions 135 and 136 of walls 81b and 81C, respectively. The runner 131 further comprisesa shoe 137 reinforced by a central web 138 which rides upon the plate 130 during movement of the column 10 relative to the sill 12. As drawn, the runner 131 is approximately 8 inches in length. As the travel of the draft column 10 wit-h respect to the sill 12 is in the order of 24 inches, the plate 130 has a minimum length of approximately 20 inches with its length centered with respect to the length of the shoe at the neutral position of t-he column in order that overlapping relation of the shoe with the plate will be assured at all positions of the column 10 within its ambit relative to the sill 10.

The yoke 95 rests upon and is supported by the plate portion 131a of the runner. The yoke is reciprocable in respect to the plate 131a to an extent approximately twice the compressibility range of the draft gear `89. As the shoe 137 extends downwardly from the plate 131a, the main plate support 130 is necessarily disposed at a level providing suitable support for the runner. For this purpose, the center sill 12 is extended downwardly by small channels 139 and 140 (see FIG. 12) welded to the undersides of the flanges 14. The plate 130 is bolted to the undersides of the channels 139 and 140.

Hence, by provision of the structure just described, the coupler 15 and the yoke 95 may be readily disconnected by unbolting and removing the lock plate 103 and thereupon remow'ng the key 98. After such disconnection, if removal of the yoke or draft gear is desired, the plate 130 is removed, providing access to the bolts which secure the runner 131 to the Wall extensions 135 and 136 of the pod 18. Removal of the runner then permits withdrawl of the yoke and draft gear assembly downwardly out of the pod 18.

In the load supporting area, the bolster filler construction of this invention comprises a center pivot casting 108 which may be attached by welds 109 to the flange 110 of the lbody bolster 122. The casting 108 tits between lower edges of cleats 112 fastened to the opposite inner surfaces of the center sill by bolts or rivets. AIn' accordance with an actual practice of the invention, the cleats '1112 may constitute remnants of the standard center filler casting conventionally used in this portion of the center sill. The cleats center the member 2,2 with respect to the sides o f the center sill. A filler plate 111 vertical-ly positions the pivot casting 108 so that it will support the rnember 2N2 at a height within the sill 10 providing standard coupler height above the rail.

To avoid excessive bearing pressures of the member in sliding contact with the casting 108, the member 22, as'to the portion thereof overlying the casting 108, is provided with plates or shoes 113, of which their undersurfaces are flush with the undersurfaces of the anges of the member 22 to provide more bearing area of the member in sliding contact with the casting 108. The shoes 113 are suitably reinforced by a plurality of ribs 114. A standard car body center plate 116 is positioned underneath the ller plate 111 and bolted or riveted to the body 'bolster 122 and the center sill in the usual manner; such bolts or rivets extend also through the ller plate 111. .y

By the construction just described, the center sill o f conventional design is opened up to receive the draft column and to permit reciprocal movement thereof within the center sill 12 without any interference with a standard bolster pin 117. The casting 108 comprises a sleeve 115 for receiving the pin 117 which replaces the sleeve of the standard center ller casting.

In the manufacturing of new cars, in accordance with this invention, the underframe of a railway car is preferably inverted so that the open underside of the fixed sill 12 faces upwardly. Assuming the guide plates 78 and the cleats r112 are installed within the center sill, the completed draft column may be lowered into the sill A12. The keys 36 and 36a are then inserted through the slots 30 and 30u and through the center sill bearing portions 39 and 39a. The draft column 10 is then shifted longitudinally of the center sill to align the web surfaces 34 and 34a with key surfaces 38 and 38a, respectively, to define the pocket 20 at the neutral position of the column 10. The draft unit 40 is appropriately shortened to enter the pocket `20 and inserted thereinto under some initial compression by a spring 40s of the unit 40. I'he circumiference of this spring is shown in dotted line in FIG. 6. The support plate `56, with the channel bar 66 welded thereto, is then bolted to the Hnge extensions 64. The brackets 72 are then bolted to the ilanges 14. Thus, the column 10 is secured within the center sill 12 as to the central portion of the A draft gear 89 for each end of the colurnn 10 is serted into its respective yoke 9.5 and each resulting assembly is lowered into its respective pod '18. The Shanks of respective couplers 15 are inserted Ainto the end portions of the yokes .to bring respective key-receiving .slots into transverse registry and the keys 98 inserted into the slots, Each key 98 is secured in its operative position by the Ylock plate 103 as .hereinbefore described. The runner 131 of each pod is bolted in its position as shown in FIGS. 8 and, 9. Subsequently, the plate 130 is bolted to the .Sill 1,2, The column 10 Complete with draft gears, yokes and couplers is now in completely assembled condition and ,secured at the ends and the middle in reciprocable relation with the fixed sill; all that remains is to apply structure associated with the body bolsters adapted to similar .to brackets 72 at spaced intervals along the center sill 12, for additional stiifening of the center sill and support of the column 10.

In operation, when the car is impacted from the left, as required for automatic coupling, a buing force will be first transferred through the shank of the coupler 15 to the draft unit 8,9. The gear `89 is of such limited capacity that movement of the coupler 15 relative to the column 10 will ceasebefore there is any contact between the coupler horn 15a and the front striker face v85 of the column 10. As the initial compression within the draft gear 89 becomes equal to the initial compression in the center gear 40, the center gear and the column 10 will move rearwardly relative to the fixed sill. The webs 32, through their bearing surfaces 34, engage and tend to compress the centerY gear 40 abutting the key 36a in tixed relation with the sill 12. The inertial forces devel.- oped by the car and lading Weight, and acting on the gear 40 through the key 36a, `are substantially minimized by cushioning action provided by the long travel hydraulic mechanism of the gear 40. In being compressed, the abutment surface 48 of the draft gear reservoir 42 moves away from the key 3 6. When the car is impacted from the right, the operation described above is similar but with the directions reversed.

When the cars are operated in trains, the buff and draft forces which are required to move the train are transmitted directly through the draft columns of the train without being transmitted through the car bodies as is the case with cars of standard construction. Because these forces by-pass the fixed sills of the cars and the associated car bodies and lading, the center gear is not ordinarily worked in normal train movements. However, when dynamic action among the cars of the train arising out of differences in relative speed between car bodies and respective draft columns, there may be low magnitude working of the center gear. This action is caused, e.g., by brake application or run-in and runout of slack within the train.

FIG. 14 diagrammatically illustrates a further embodiment of the invention different Afrom the heretofore described embodiment, prirnarily in the construction of the pod and the draft gear 146 housed therein, and the connection of the coupler 15 with the pod 145. The draft column 144 is constructed upon the principle that only one of the two end draft gears of the draft column` need be operable in both buif and draft. The other end draft gear, ie., the gear 14.6, need be operable only in buff loading. As herein intended, the gear 145 suiciently durable to cushion al1 but loading without the use of metal stops to travel for gear Protection. Such an arrangement is rendered practicable because car and lading protection is derived primarily through the operation of the center gear 40. The presence, at one end of the column only, of a draft gear capable of absorbing both bulf and draft loads provides adequate protection of the draft column 144 against excessive buff and draft loads. The presence of a draft gear 146 at the other end of the column, operable in buif only, permits the coupler to be angled relative to the car end while engaged with a resilient means. If the gear 146 was not provided, then free slack between the coupler butt and the adjacent abutment would have to be provided to allow horizontal coupler angling. The presence of slack is objectionable. n

Accordingly, this latter embodiment is characterized in part by provision in the side walls of pod 145 of keyreceiving slots 147, 148. These slots are of sufficient length in the longitudinal direction of the column to permit movement of a key 14611 in a direction toward the middle of the car relative to the column in accordance with the shortening of the gear 146 in absorbing buff loads applied through the shank of the coupler connected by the key 146a to the pod 145. The side walls of the pod 145 provide shoulders, i.e. forward and rear stops, for receiving the draft gear 146 in somewhat the same manner as found in the pods 18. The front shoulders of this pocket may be eliminated and the forward stops of the draft gear realized in the forward end of the slots 147 and 148, through the key 1 46a and the rear portion of the coupler shank. The pod 145 and draft gear 146 are of smaller, simpler and less expensive construction than their counterparts at the other end of the draft column 144 but are deemed to be entirely adequate and serviceable in combination with the longtravel center draft gear 40 and the draft gear 89.

FIG. 16 is a transverse section in elevation through the axis of a vertically aligned shank pivot pin 150, i1- lustrating that yokes and couplers, of the type connected by a pivot pin which is aligned during normal operation along a vertical axis, may be utilized in the present invention. The illustration by FIG. 16 is typical of the connection of an |A.A.R. standard type Y47 yoke .with a standard type F coupler. That is to say, the pin 150 is positioned within bores therefor in the upper and lower end portions 151 and 152 of the yoke 153 and the bore prow'ded in the shank 154 of the coupler. The yoke 153 and draft gear (not shown) encircled by the yoke are supported by the runner 131 in the same manner as the yoke 95 and draft gear 89 of FIG. `8. The shoe 137 of the runner slides over the upper surface of the plate 130 in the manner hereinbefore described with respect to the embodiment of FIGS. 1 to 13.

A useful structural feature of the pod 18 is that the tab-like lower projection 99 of wall 81b to which the lock plate 103 of the earlier embodiment is attached may be used in the embodiment of FIG. 16 as one support to which one down-turned side of a U-shaped plate 155 is attachable for retaining the pin 150 in its operative position connecting the coupler shank 154 and the yoke 153. The pod wall 81e is extended as a tab 99a, similar to tab 99, to which the other down-turned side of the plate S is attached. Connection of the retainer plate 155 to the wall extensions 99 and 99a is effected by bolts, such as the two bolts 100. The plate 155 is of sufficient width in the longitudinal direction of the column to remain under the pin in all conditions of compression of the draft gear enclosed by the yoke. In the standard coupler arrangements, the diameter of the pin is approximately 3'1/2 inches. Satisfactory support thereof is afforded by a retainer plate of 4 inches in width when centered under the pin at its neutral position.

The terms and expressions which have been employed are used as terms of description and not of limitation and there is no intention of excluding such equivalents of the invention described or of the portions thereof as fall within the purview of the claims.

What is claimed is:

1. A railway car underframe comprising: a pair of end sills; a plurality of cross members serially spaced between the end sills; a hollow center sill of uniform transverse cross section extending from one end sill to the other with said cross members and end sills extending laterally from both sides of the center sill in fixed attachment thereto; a draft and buff column of greater length than the center sill in longitudinally movable relation therewith; said column extending within the entire length of the center sill and comprising an intermediate elongate member and a pair of end pods, each pod attached to one of opposite ends of the member and defining a pocket for housing a cushioning gear and an associated coupler butt; each pod being generally complementary in external periphery to the internal periphery of the center sill and of larger transverse cross section than the member, and being attached to the member with opposite lateral surfaces of the pod in laterally outwardly offset relation with corresponding opposite lateral surfaces of the member to expose longitudinally inner end surfaces of the pod constituting stop shoulders at each side of the column facing toward the longitudinal center of the 10 Y underframe; said member being thereby disposed the center sill with a clearance between opposite lateral sides of the member and corresponding adjacent inner lateral surfaces of the center sill; a pair of stop cleats in longitudinally-facing opposing relation with the stop shoulders of each pod; each cleat being attached to one of said inner lateral surfaces of the sill within one of said clearances, and being positioned inwardly from an end of the sill in spaced relation with its corresponding opposed stop shoulder; said pairs of cleats being spaced to define a range of movement of the column relative to the sill; cushioning means housed centrally the member and disposed operatively between the center sill and the column for cushioning impact loads between the column and the sill; the cushioning means comprising resilient means for urging the column to a neutral intermediate position within said range from any position therein at either side of said position; each pod, at said neutra-l position, extending into said sill a distance greater than the distance between the stop shoulders of the other pod and its corresponding opposing cleats.

2. The railway car underframe of claim 1 wherein: said member comprises an H-beam having the web thereof removed along an intermediate section to receive said cushioning means yand the flanges thereof forming said opposite lateral surfaces.

3. The railway car underframe of claim 1 wherein: the center sill is of inverted U-shape cross section; the column has a downwardly-opening longitudinally central pocket in which said cushioning means is positioned; means supporting the cushioning means is secured between the lower extremities of the side walls of said central pocket and has an upwardly facing flat surface on which the cushioning means rests, a downwardlyfacing -flat surface spaced downwardly therefrom by reinforcing structure for centrally stilfening the column; said underframe includes means for supporting the column within the sill fixed to opposite sides of the sill and extends under said downwardly-facing surface in longitudinally slidable relation therewith; and said downwardly-facing surface longitudinally overlaps said means for supporting the column by approximately the length of said range.

4. The railway car underframe of claim l wherein: said beam comprises an H-beam having its flanges aligned vertically and its web horizontally within the center sill; said cross members include body holsters transversely centrally aligned with portions of said H-beam which are open underneath the web, said H-beam portions being at least as long as said range of movement; and said underframe comprises a center plate mounted centrally under the intersection of each body bolster and the center sill for receiving a bolster pin with its axis in vertical alignment; and means superjacent the center plate for supporting the column within the center sill at a height maintaining the web out of engagement with the upper end of a bolster pin operatively positioned in the center plate.

5. The railway car underframe of claim 1 wherein: the center sill is of open-bottom construction for freight cars characterized by an internal width of 12% inches and an internal height of 1215/32 inches.

6. The railway car underframe of claim 5 wherein: a pair of cleats is supported by the center sill 38% inches from each end of the sill, said dimension being measured from the end of the sill to the vertical faces of said pair of cleats facing toward the sill end.

7. The railway car underframe of claim 1 wherein: the center sill is of inverted U-shape cross section; said underframe includes means for supporting the column -within the sili lixed to opposite sides thereof and extending underneath the sill from one side thereof to the other at longitudinally spaced points along the sill; said supporting means comprises a horizontal plate centered generally under the draft gear pocket of each of said pods at said neutral position of the column, each plate having a length substantially that of said range o f movement; a -flat-bottomed runner rounded at each' end and ,Secured to the underside of `each pod longitudinally centrally of said pocket .thereof in sliding engagement with the upper surface of said plate, t l l .8. The railway car underfrarne ,of .claim 7 wherein: the beam has a downward-opening longitudinallycentral pocket in which said cushioning means is'positioned; means supporting the cushioning means is secured between the lower extremities of the side walls of said centrail pocket and has an upwardly-facing at surface on which the cushioning means rests,V and a downward# facing fiat surface spaced downwardly therefrom by reinforcing structure for centrally stiifening the column; said underframe includes means for supporting the column Within the sill xed to opposite sides of the sill and extends under said downwardly-facing surface in longitudinally slidable relation therewith; `and said downwardlyfacing surface llongitudinally overlaps said means for supporting the column by approximately the length of said range. t

9. A railway ,car draft column of which all vlongitudinal portions are receivable into a railway freight car center sill, lthe column comprising: end pods fory housing coupler-shank and cushioning-unit assemblies,l at least one o f the pods having front and rear stops and being arranged to accommodate anassembly comprising a coupler shank, yoke and a draft gear disposed within the yoke between said front and rear stops with a key connecting and extending transversely through the shank and the front head portion of the yoke; said pod being open along its underside from side wall to side wall, except for detachable means for supporting one of said assemblies, one o f said side walls having a downward extension adapted to extend below said sill when the column is positioned therein; a lock plate for retaining said key in operative position detachably secured to said extension and extending into ovenlapping relation with a region occupied by one end surface of said key; said pod having an inner wall surface in enclosing adjacent relation to the region occupied by the other end surface of the key in its operative position.

10. The draft column of claim 9 wherein: a region within said one pod occupied by the key at its neutral position occurs y along an axis that is horizontal at the normal position o f the column; said one wall has an opening in horizontal alignment with said axis; said wall opening is large enough for longitudinal passage of the key therethrough; said wall has a downwardly facing pocket disposed along its inner surface above said opening; said lock plate being secured'within the pocket by extending upwardly from attachment with said extension crosswise of the wall opening and into said pocket whereby said key is confined within the pod.

11. The draft column of claim l0 wherein: a region within said one pod occupied by the key at its neutral position occurs along an axis that is vertical at the nor- Y mal position of the column; said lock plate having a vertical portion in attachment with said extension and another portion extending horizontally transversely therefrom into subjacent relation with the bottom end of said region for confining said key within the pod.

No references cited.

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