US3045838A - Transition buffer - Google Patents

Description

July 24, 1962 G. w. COPE 3,045,838

TRANSITION BUFFER Filed July 28, 1960 4 Sheets-Sheet l Inventoir:

Geoffrey W. Cop e whm;

his Attorney July 24, 1962 G. w. COPE TRANSITION BUFFER 4 Sheets-Sheet '2 Filed July 28, 1960 FIG. 8

FIG. 6

Inve n to r: Geoffrey W. Cope his Attorney" July 24, 1962 G. w. COPE TRANSITION BUFFER 4 Sheets-Sheet 3 Filed July 28, 1960 FIG. 40

Inventor: Geoffrey W Cope his Attorney July 24, 1962 G. w. COPE TRANSITION BUFFER 4 Sheets-Sheet 4 Filed July 28, 1960 m w a. m H F W 4 QM A g k a a "Q mnn o y 4 .l|+.|| I w g a {:L J 5 n K. w y 2 9 I 4 w ll A 7//////// 9 8 9 8 3 4 J 4 FIG. 11

Inventor: Geoffrey W Cope W WZ his Attorney United States Patent 3,045,838 TRANSITION BUFFER Geoffrey W. Cope, Williamsville, N.Y., assignor to Symington Wayne Corporation, Salisbury, Md., a corporation of Maryland Filed July 28, 1960, Ser. No. 45,905 13 Claims. (Cl. 213-112) This invention relates to transition coupler assemblies for railway cars and more particularly to the bufiers of such assemblies.

In gradually converting the coupling devices on freight cars from hook and link couplings to automatic knuckle couplers, a foreign railroad is confronted with the problem during the transition period of adapting cars fitted with knuckle couplers for coupling both to other cars so equipped and to cars still fitted with draw hooks. One facet of the problem is the adaptation of the knuckle coupler itself for coupling with a draw hook as well as another knuckle coupler and this is solvable by use of a transition coupling such as shown in my copending application, Serial No. 720,579, filed March 11, 1958. How ever, another facet of the problem, comparable in importance with the first, i to adapt the buffers of the assembly for effective service under the same two conditions. When the connected cars are equipped with knuckle couplers, the buffers of the two cars need only yield on contact as necessary to enable the cars to negotiate curves and in the usual arrangement to permit bufiing forces to be cushioned entirely or partly by draft gears or other cushioning devices installed in the underframes of the cars to cushion or assist in cushioning the buffing forces transmitted therebetween. By contrast, if only one of the cars is equipped with automatic couplers, the associated buffers cushion bufiing forces and must also limit the relative travel of the two cars under such forces so as to prevent direct contact between the coupler and the draw hook and consequent transmission of bufiing forces directly to the draw hook and, therethrough, to the body or underframe of the car on which it is mounted. It is this second facet of the problem for which no solution has previously been available to which the present invention is directed.

The primary object of the present invention is to provide in a transition coupler assembly including an automatic coupler, buffing means capable with those of a second car of cushioning buffing forces and limiting the relative travel of the connected cars under such forces, when the second car is equipped with a draw hook.

An additional object of the invention is to provide in a transition coupler assembly, buffing means which are compressible against yieldable resistance for cushioning buifing forces between cars equipped with automatic couplers and are extendable for both cushioning butting forces and preventing contact between a draw hook and a coupler of connected cars so equipped.

A further object is to provide in a transition coupler assembly, buffers which for cars in service may be adaptations of the buffers conventionally provided on cars equipped with draw hooks and for new cars may be of dilferent construction, the adaptation in the one case and the new construction in the other being relatively simple and inexpensive to manufacture and rugged and effective in service.

Other objects and advantages of the invention will appear hereinafter in the detailed description, be particu larly pointed out in the appended claims and be illustrated in the accompanying drawings, in which:

FIGURE 1 is a fragmentary plan view of an embodiment of this invention in which an otherwise conventional buffer has been modified for use when the associated coupler is attached to a draw hook;

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FIGURE 2 is a view similar to FIGURE 1 showing ing the manner in which the modified buffer is used when both of the connected cars are equipped with modified buffers and knuckle couplers;

FIGURE 3 is a fragmentary side elevational view on an enlarged scale of the modified buffer with its adapter in place to meet the conditions of FIGURE 1;

FIGURE 4 is a side elevational view of the buffer of FIGURE 3 but with the adapter swung to inoperative condition to meet the conditions of FIGURE 2;

FIGURE 5 is an end elevational view taken along lines 5-5 of FIGURE 3;

FIGURE 6 is a vertical sectional view taken along lines 66 of FIGURE 3;

FIGURE 7 is a vertical sectional View taken along lines 77 of FIGURE 3;

FIGURE 8 is a vertical sectional view taken along lines 8-8 of FIGURE 5;

FIGURE 9 is a view similar to FIGURE 1 showing, as the buffer of a car equipped with a knuckle coupler, a second embodiment of the buffer of this invention.

FIGURE 10 is a view similar to FIGURE 2 but using as a buffer for the assembly that of FIGURE 9;

FIGURE 11 is a vertical sectional view on an enlarged scale of the buffer of the second embodiment taken along lines ill-11 of FIGURE 12;

FIGURE 12 is a vertical sectional view taken along lines l212 of FIGURE 11; and

FIGURE 13 is a horizontal sectional view taken along lines 13-13 of FIGURE 11.

Referring now in detail to the drawings in which like reference characters designate like parts, the improved transition buffer of the present invention is adapted for use generally on railway cars of railroads undergoing a gradual transition from hook and link couplings to auto matic knuckle couplers. Of the embodiments illustrated as exemplary of the invention, one is particularly suited for application to railway cars already in service, while the other is more suitable for new cars. Markedly different in construction, the operation of the illustrated embodiments is the same, each, when the coupler of the transition coupler assembly of which it is a part is connected to a draw hook, cooperating with the opposing buffer of the connected car for cushioning buffing forces between and limiting the relative travel of the cars under such forces, so as to prevent contact between the draw hook and the coupler. Alternately, when its coupler is connected to another knuckle coupler, the buffer of each embodiment is capable, without interference with coupling, of yielding as necessary in the cushioning of buifing forces between the connected cars or in enabling the latter to negotiate curves.

In the usual installation, the transition coupler assembly on each end of a car (not shown) will include an automatic knuckle coupler 1 centered, along with it draft gear or other cushioning mechanism (not shown), laterally on the car and a pair of end buffers or bufiing members mounted on and projecting from the adjoining end of the car at opposite sides of and spaced laterally or transversely from the coupler. Since, in accordance with this invention, the pair of buifers of each assembly will be duplicates, only the buffer at one side of the coupler has been shown in each of FIGURES l, 2, 9 and 10, as illustrative of the assembly. As these figures indicate, when its car is connected to another car by the knuckle coupler forming part of its assembly, each of the buffers will confront or oppose and initially or at some stage during buffing contact or engage one of the pair of buffers on the connected car.

Automatically coupleable with another automatic knuckle coupler, the coupler 1 of each assembly is made connectable or coupleable, as Well, to a draw hook 2 of a "car so equipped by a suitable transition coupling or connection 3. A transition coupling particularly suited for the purpose is that of my copending application, Serial No. 720,579, now Patent No. 2,973,872, issued on March 7, 1961. As illustrated in the present application, the transition coupling has pivotally mounted on the guard arm 4 of the coupler 1 a dog or cross member 5 having on its free end shoulders or abutments 6 adapted, when the dog is swung into the throat of the coupler, to engage and to bear against the inner side of the nose 7 of the couplers knuckle 8. The linkage 9 forming the balance of the transition coupling 3 has one link 10 swivelly connected to and encircling the dog 5 intermediate the latters ends and a second link 11 swivelly connected to the first and adapted to drop over and so be connected to the draw hook 2. Vertically foldable under buffing forces causing the connected cars to travel or move toward each other, the linkage 9, depending on the installation, may be an adjustable linkage such as shown in FIGURES l and 2, with the dog-connected link 10 an eye-bolt, the hook-connectable link I I, a clevis and the links connected for vertical folding by a collar 12 threadedly receiving the stem 13 of the eye-bolt and having trunnions 14 connecting it to the clevis. However, in certain installations, such as that shown in FIGURES 9 and 10, the links 10 and 11 may be directly connected and the linkage 9 simply formed of a pair of interconnected or interlinked links.

Considering first the embodiment of FIGURES 1-8, the buffer or bufi'lng member 15 of those figures is essentially a buffer of a type conventionally used in combination with draw hooks, with certain modifications which adapt it to function as intended, whether the associated knucle coupler 1 is coupled to another such coupler or to a draw hook 2. Of the double-stroke type, the buffer 15 is comprised of an open-ended housing 16 projecting forwardly from the end, indicated at 17, of the car (not shown) and having a base flange 18 through which it is bolted or otherwise fixed to that end. Slidably received in and projecting through the housing is a stem 19 of a main plunger or piston designated generally as 20, the enlarged head 21 at the outer end of which is adapted, in a hook and link installation, to engage the head of the confronting buffer on the connected car. Suitably limited in outward movement relative to the housing 16, the main plunger is resisted in inward movement by spring or other resilient means (not shown). The resistance so imposed to inward movement of the main plunger is augmented in the illustrated double-strofle buffer by the resistance of a second spring or resilient means (not shown) usually contained in a spring pocket 22 in the inner end portion of the housing 16 and acting against an intermediate plunger 23 slidable or reciprocable in the housing and encircling or slidably receiving the stem 19 of the main plunger.

The difliculty with the use of a conventional buffer, such as above described, in a transition coupler assembly is that, when the car on which the assembly is mounted is connected to a car fitted or equipped with a draw hook, the longitudinal spacing between the ends 17 of the con nected cars must be several inches greater than that needed for a hook and link coupling to accommodate the coupler 1 and the transition coupling 3, even though few, are sufficient to enable the draw hook 2 and the knuckle '8 of the coupler to contact on folding of the linkage 9 under bufiing forces, with consequent potential damage to the draw hook and the car on which it is mounted. To avoid this possibility, each of the buffers of this embodiment is provided with an extension, projection or adapter 24 fittable on, over or against the front or outer face 25 of the head 21 forming the outer end of the plunger 20. Preferably bearing rearwardly against the outer face 25 of the head 21 and acting therethrough in buff on the plunger 20, the extension 24 in operative position extends or projects the buffer 15 forwardly and presents for contact or engagement with a confronting or cooperating buffer 15a of a connected car, an outer face 26 conforming in contour or configuration to that of the head 21.

An integral casting, such as that illustrated, a metal shell enclosing a hardwood or other non-compressible filler or of other form suitable to give it rigidity under bufling forces, the extension 24 is of a depth or longitudinal dimension to extend or project the buffer forfardly a sufficient distance to compensate for the increased spacing required to accommodate the knuckle coupler 1 and its transition coupling 3 and so enable the buffer 15 to which it is applied to coact or cooperate with the butter of a connected car in the same manner as would the buffer without the extension, were the cars connected by a hook and link connection. Consequently, if, as in the illustrated embodiment, the extent of the projection of the buffer 15 by the extension 24 is made such that the extension will contact the opposing or confronting buffer 15a when its coupler 1 is connected by its transition coupling 3 to a draw hook and the cornbined travel of the buffers is less than the normal distance between the draw hook 2 and the knuckle 8 of the coupler, the extension not only will enable the buffer to which it is applied to aid in cushioning bufiing forces between the connected cars but will ensure against contact between the coupler and the draw hook, regardless of the extent of those forces. Alternately, when the car on which it is mounted is to be coupled to another car equipped with knuckle couplers, the extension 24 will be removed or moved out of the way and the normal limit on the extent of the projection of the plunger 20 will provide sufficient spacing between the confronting faces of the buffers in the coupled condition of the associated couplers to ensure that the latter will couple automatically without interference by the buffers.

Compensating in operative position for the extra gap or spacing between connected cars equipped, respectively, with an automatic coupler =1 and a draw hook 2, and by its removability enabling its car to couple without interference with another car equipped with automatic couplers, the extension 24, in accordance with this invention, preferably is made available for use whenever needed during the transition period. To this end, the extension is hingedly, swingably or pivotally mounted at one side on the head 21 of the plunger 20 of the buffer 15 with the hinge 27 positioned at a side and to the rear of the head of the plunger so that the extension will be completely out of the way or inoperative when it is not needed. This conveniently is accomplished by providing the extension 24' wit-h a base flange or skirt 28 bounding a rea-rwardly opening socket 29 in its rear end in which the head 21 is received and fixing to that skirt and to the rear of the head hinge lugs or loops 30 alignable for the reception of a hinge pin 31 to make the hinged connection 27. A second set of hinge lugs or loops 32, fixed diametrically opposite the first and alignable to receive a retaining or locking pin 33, enables the extension, when swung to operative position over the face 25 of the head 21, to be locked in operative position.

The lug or lugs of the locking lugs 32 which are fixed to or carried by the extension 24, together with the locking pin 33, which, to prevent its loss, may be chained or similarly connected to the extension, also serve to enable the extension in inoperative position to be pivotally or hingedly connected to an aper-tured outer end of a link or strap 34, the apertured inner end of which may be correspondingly connected to the housing 16 of the buffer, as by providing the housing with a pair of apertured cars 35 fixed to and projecting radially from the housing adjacent its base flange 18. With the extension 24 and link 34 hinged to each other and the linkage so formed hinged at opposite ends to the housing and to the head of the plung er and the link upwardly bowed in substantially L-shape to accommodate the extension over the range of axial movement of the plunger 29, the extension, when connected to the link, will both be held in inoperative or outof-the-way position and, by folding and unfolding of the linkages of which it is a part, follow without interference the movement of the plunger in an arrangement such as that shown in FIGURE 2. While in the illustrated embodiment the extension 24 in inoperative position is swung to the lower side of the buffer 15, whether it is swung to that or another side is a matter of choice so long as in that position it is out of the way of the associated coupler 1 and does not interfere with required track or side clearances.

In the second embodiment shown in FIGURES 9-l3 and particularly suited for new car construction, the buffer 36 is a replacement for rather than a modification or adaptation of a buffer conventional for a hook and link connection. Although differing markedly in structural details from the modified buffer 15 of the first embodiment, the buffer 36 of this embodiment is designed to perform the same functions, cooperating with the confronting buffer to cushion bufiing forces and limit travel of the connected cars when the associated coupler 1 is connected to a draw hook 2, while yielding as necessary on contact with the confronting buffer when both cars are equipped with knuckle couplers. -In its preferred form, the replacement buffer 36 of this embodiment includes an open-ended housing 37 having a flanged base 38 for connection to the adjacent or contiguous end 17 of the car to which it is applied and a headed plunger or piston 39 having a hollow stem 40 slidable or reciprocal, normal to the car end, in an axial or longitudinal bore 41 of corresponding and preferably cylindrical configuration in the housing. For yieldably resisting inward movement or telescoping of the plunger 39 relative to the housing 37, there is housed or contained in the bore 41 of the housing within the transverse confines of the hollow stem 40 of the plunger, a coil or like spring or resilient means 42 hearing or reacting against the car end 17 and projecting into the stem and at its outer end bearing against a cross or transverse septum, web or abutment 43 instanding into the hollow interior 44 of the stem intermediate its longitudinal extremities.

For limiting the extent of the axial or longitudinal movement of the plunger 39 relative to the housing 37, particularly in an outward direction, there is provided on the housing a stop 45, conveniently in the form of a pin fixed as by welding to the outside and projecting radially through the side wall 46 of the housing 37 and, therewithin, riding in a longitudinaly or axially elongated slot 47 in the stem of the plunger. The limitation so imposed on outward movement of the plunger 39 of the buffer 36 will space the outer face 48 of the plunger sufficiently from that of a confronting buffer 15a on a car equipped with a draw hook 2 to enable the cars to be coupled together by a simple two-link linkage 9 such as shown in FIGURE 9, instead of the adjustable linkage used in the connection of the first embodiment. However, if, after the connection was made, the plunger were permitted its full travel relative to the housing 37, there would occur the same contact between the knuckle 8 of the coupler and the draw hook as was guarded against by the extension 24 of the first embodiment. To guard against this contingency in this embodiment, as well, the buffer 36, when the car on which it is mounted is to be connected to a car equipped with draw hooks, has its plunger 39 locked in its outer position against movement relative to the housing 37, so that the movement of which the plunger of the confronting buffer is capable, when added to the longitudinal spacing between the buffers, is less than the spacing between the draw hook 2 on one car and the knuckle 8 of the coupler on the other.

For locking the plunger 39 in its outer position against movement relative to the housing 37, there is employed a key 49 slidable or seatable in a transversely or radially extending keyway or slot 50 in the plungers stem 40 and in seated position projecting at opposite ends therefrom to bear against or engage the outer or front end 51 of the housing. Preferably backed by a boss 52 bounding or demarking the front end of its keyway 50 and guided by the septum 4-3 which its keyway interrupts, the key 49 may be normal or angularly related to the stop pin and desirably is made seatable or receivable in its keyway when the stop pin is at the rear end of the longitudinally extending slot 47 in the stem 40. Thus, when the key 49 is seated in its keyway 50, it and the stop pin 45 cooperate or coact to lock the plunger 39 against movement longitudinally or axially of the housing 37, the key then preventing relative rearward and the stop pin relative forward movement of these members.

To enable the key 49 to function as intended, its keyway necessarily is disposed forwardly of both the rear extremity of the pin-receiving slot 47 and the seat on the septum 43 for the spring 42 so as not to interfere with the latter. Also, while the key 49 might be held in place by a key retainer, it is preferred that its keyway 50 be vertically disposed and that the key have a head 53 coplanar rerawardly with its shank 54 but larger or greater in cross-section than the keyway so that the key may be inserted fromabove into the keyway and thereafter will be held in position by gravity. As in the first embodiment, the means by which the buffer 36 is adapted for use when the associated coupler 1 is connected to a draw hook 2, the key 49, is made available for use whenever needed during the transition period, conveniently by chaining or similarly connecting the key to the car end 17 mounting the buffer and fixing to that end a hook or like bracket 55 adapted to receive a loop 56 fixed to and upstanding from the head 53 of the key and so support or suspend the key in inoperative position.

When, instead of being coupled or connected to a car fitted with draw hooks, a car equipped with one or the other of the illustrated transition coupler, assemblies of this invention is to be connected to a car similarly equipped, the buffer adapters, whether the extensions 24 of the buffers 15 of the first embodiment or the keys 49 of the buffers 36 of the second will first be moved to inoperative position in the manner previously described. Concurrently, the dog 5 of the transition coupling 3 of the associated coupler 1 will be swung out of the latters throat and held in out-of-the-way position, conveniently by hanging or suspending the linkage 9 of the coupling on a support bracket 57 provided for that purpose on the car end 17. The coupler 1 then can be coupled automatically with another knuckle coupler with the only difference in action between the illustrated assemblies at that juncture, coincident contact rather than spacing of the buffers, if those of both cars are made in accordance with the second embodiment. This difference, however, is of no consequence, the springs 42 of the buffers 36 of the second embodiment, since not required to assist the associated draft gears or like cushioning mechanism (not shown), being designed only to exert sufficient pressure normally to hold the plungers 39 in their outer positions. This light pressure of their springs 42 enables the buffers 36, when unlocked, to yield readily on contact and so prevents their interference wtih coupling of the associated automatic couplers. Once the transition period is over and all of the cars are equipped wtih automatic knuckle couplers and connected cushioning mechanisms for cushioning bufiing and draft forces transmitted through the couplers, the buffers of both embodiments can either be dispensed with entirely or left in place.

From the above detailed description, it will be apparent that there have been provided improved transition buffers which are readily adaptable to conditions met during the transition period, in one of which its car is connected to a car fitted with draw hooks and in the other of which both of the connected cars have automatic knuckle couplers. It should be understood that the described and disclosed embodiments are merely exemplary of the invention and that all modifications are intended to be included that do not depart from the spirit of the invention or the scope of the appended claims.

Having described my invention, I claim:

1. In a transition coupler assembly for a railway car, including a knuckle coupler and means for enabling said coupler to be selectively coupled to a draw hook or a second knuckle coupler, the combination of bufling means spaced transversely from said coupler and engageable under butfing forces with confronting buffing means on a second car equipped with any of said draw hooks and knuckles to one of which the first-named coupler is selectively coupled, and means connected to said firstnamed buffing means and acting through both of said bufling means on coupling of said coupler to a draw hook for limiting relative travel of said cars and preventing contact between said knuckle and draw hook under bufling forces.

2. In a transition coupler assembly for a railway car, including a knuckle coupler and a transition coupling for enabling said coupler to be selectively coupled to a draw hook or a second knuckle coupler, the combination of bufling means spaced transversely from said coupler and engageable under bufiing forces with confronting buding means on a second car equipped with any of said draw hooks and knuckles to one of which the first-named coupler is selectively coupler, and means connected to and movable into and out of operative position relative to said first-named buffing means, said movable means in operative position and on coupling of said coupler to a draw hook cooperating under buffing forces with both of said buifing means for limiting relative travel of said cars and preventing contact between said knuckle and hook.

3. In a transition coupler assembly for a railway car, including a knuckle coupler and a transition coupling for enabling said coupler to be selectively coupled to a draw hook or a second knuckle coupler, the combination of bufiing means spaced transversely from said coupler and engageable under buffing forces with confronting huffing means on a second car equipped with any of said draw hooks and knuckles to one of which the first-named coupler is selectively coupled, and means connected to and movable into and out of operative position relative to said first-named bufling means, said movable means in operative position and on coupling of said coupler to a draw hook cooperating under butfing forces with both of said buffing means for limiting relative travel of said cars and preventing contact between said knuckle and hook, said movable means on being moved to inoperative position enabling said first-named and confronting buding means to yield on contact under bufling forces on coupling of said coupler to a second knuckle coupler.

4. In a transition coupler assembly for a railway car including a knuckle coupler and means for enabling said coupler to be selectively coupled to a draw hook or a second knuckle coupler, the combination of a buffer spaced transversely from said coupler and having a headed plunger engageable under buffing forces with a confronting buffer on a second car equipped with any of said draw hooks and knuckles to one of which the first-named coupler is selectively coupled, and an extension hinged to and swingable on said plunger for forwardly extending said plunger on connection of said coupler to a draw hook and for movement to out-of-the-way position on coupling of said coupler to a second knuckle coupler.

5. In a transition coupler assembly for a railway car including a knuckle coupler and means for enabling said coupler to be selectively coupled to a draw hook or a second knuckle coupler, the combination of a buffer spaced transversely from said coupler and having a headed plunger engageable under buffing forces with a confronting buffer on a second car equipped with any of said draw hooks and knuckles to one of which the first-named coupler is selectively coupled, and an extension hinged at a side to said plunger, said extension for coupling of said coupler to a draw hook being swingable against an outer end of said plunger and contactable under buffing forces with said confronting buffer and for connection of said coupler to another knuckle coupler, being swingable out of the way to permit direct contact under bufiing forces between said plunger and confronting buffer.

6. In a transition coupler assembly for a railway car including a knuckle coupler and means for enabling said coupler to be selectively coupled to a draw hook or a second knuckle coupler, the combination of a buffer spaced transversely from said coupler and having a headed plunger engageable under bufling forces with a confronting buffer on a second car equipped with any of said draw hooks and knuckles to one of which the first-named coupler is selectively coupled, an extension hinged at a side to said plunger, said extension for coupling of said coupler to a draw hook being swingable against an outer end of said plunger and contactable under bufing forces with said confronting buifer and, for connection of said coupler to another knuckle coupler, being swingable out of the way to permit direct contact under bufiing forces between said plunger and confronting buffer, and means for locking said extension in operative and out-of-the-way positions.

7. In a transition coupler assembly for a railway car including a knuckle coupler and means for enabling said coupler to be selectively coupled to a draw hook or a second knuckle coupler, the combination of a buffer spaced transversely from said coupler and having a headed plunger engageable under buffing forces with a confronting buffer on a second car equipped with any of said draw hooks and knuckles to one of which the first-named coupler is selectively coupled, an extension hinged at a side to said plunger, said extension for coupling of said coupler to a draw hook being swingable against an outer end of said plunger and contactable under bufiing forces with said confronting buffer and, for connection of said coupler to another knuckle coupler, being swingable out of the way to permit direct contact under bufiing forces between said plunger and confronting buffer, means carried by said extension and cooperating with means on said plunger for locking said extension in operative position, and means connected to a side of a housing of said first-named buffer and connectable to said extension-carried means for locking said extension in out-of-the-way position.

8. In a transition coupler assembly for a railway car including a knuckle coupler and means for enabling said coupler to be selectively coupled to a draw hook or a second knuckle coupler, the combination of a buffer spaced transversely from said coupler and having a headed plunger engageable under buffing forces with a confronting buffer on a second car equipped with any of said draw hooks and knuckles to one of which the firstnamed coupler is selectively coupled, an extension hinged at a side to said plunger, said extension for coupling of said coupler to a draw hook being swingable against an outer end of said plunger and contactable under buffing forces with said confronting buffer and, for connection of said coupler to another knuckle coupler, being swingable out of the way to permit direct contact under buffing forces between said plunger and confronting buffer, means carried by said extension and cooperating with means on said plunger for locking said extension in operative position, and link means hinged to a side of a housing of said first-named buffer and hingedly connectable to said extension through said extension-carried means for holding said extension in out-of-the-way position while accommodating longitudinal movement of said plunger relative to said housing.

9. In a transition coupler assembly for a railway car sun including a knuckle coupler and means for enabling said coupler to be selectively coupled to a draw hook or a second knuckle coupler, the improvement comprising a transition buffer engageable in buff with a confronting buffer on a second car equipped with any of said draw hooks and knuckle couplers to one of which the firstnamed coupler is selectively coupled, said buffer having a housing fixed to an end of said car, a spring-urged plunger slidable in and projecting forwardly of said housing, a rigid extension hinged at a side to a head of said plunger and selectively swingable to operative and inoperative positions, respectively, against and away from an outer face of said head, and means carried by said extension and cooperating with means on said head for locking said extension in operative position.

10. In a transition coupler assembly for a railway car including a knuckle coupler and means for enabling said coupler to be selectively coupled to a draw hook or a second knuckle coupler, the improvement comprising a transition buffer engageable in buff with a confronting buffer on a second car equipped with any of said draw hooks and knuckle couplers to one of which the firstnamed coupler is selectively coupled, said bufier having a housing fixed to an end of said car, a spring-urged plunger slidable in and projecting forwardly of said housing, a rigid extension hinged at a side to a head of said plunger and selectively swingable to operative and inoperative positions, respectively, against and away from an outer face of said head, means for locking said extension in operative position, and means connected to said car end and connectable to said extension on swinging thereof to inoperative position for holding said extension in said position.

11. In a transition coupler assembly for a railway car including a knuckle coupler and means for enabling said coupler to be selectively coupled to a draw hook or a second knuckle coupler, the improvement comprising a transition buffer engageable in buff with a confronting buffer on a second car equipped with any of said draw hooks and knuckle couplers to one of which the first-named coupler is selectively coupled, said buffer having a housing fixed to an end of said car, a spring-urged plunger slidable in and projecting forwardly of said housing, a rigid extension hinged at a side to a head of said plunger and selectively swingable to operative and inoperative positions, respectively, against and away from an outer face of said head, said extension having an outer face corresponding in configuration to said outer face of said plunger and having a socket in an inner end thereof for receiving said plunger head in the operative position of iii said extension, means carried by said extension at a side thereof opposite its hinged connection to said head and cooperating with means on said head for locking said extension in operative position, and an upwardly bent link hinged at one end to said housing and hingedly connectable at the other end to said extension through said extension-carried means for holding said extension in inoperative position while accommodating through the hinged connection therebetween longitudinal movement of said plunger relative to said housing.

12. In a transition coupler assembly for a railway car, a transition buffer having a housing fixed to an end of said car, a headed plunger having a hollow stem slidable in a longitudinal bore in said housing, spring means in said housing and acting against said plunger for urging said plunger outwardly of said housing, pin and slot means on said housing and plunger for limiting relative longitudinal movement therebetween, and a key removably seated in said extension and bearing against an outer end of said housing, said key cooperating with said pin and slot means for locking said plunger in its outer position against longitudinal movement relative to said housing.

13. In a transition coupler assembly, a transition buffer having an open-ended housing fixed to an end of said car, a headed plunger having a hollow stem slidably received in an axial bore in said housing, a spring in said bore and projecting into and acting against an abutment in said stem for urging said plunger outwardly of said housing, a pin fixed to and projecting through a side wall of said housing and riding in a longitudinally elongated slot in said stem for limiting relative longitudinal movement of said plunger and housing, a keyway extending vertically through said stem outwardly of said spring, and a key slidable from above into and having a head of greater cross-section than said keyway, said key in seated position projecting from opposite ends of said keyway and engaging an outer end of said housing, said key and pin cooperating to lock said plunger and housing against relative longitudinal movement, means connecting said key against loss to said car end, and means on a head of said key and engageable with support means fixed to said car end for hanging said key on said support means on removal thereof from said keyway.

References Cited in the file of this patent UNITED STATES PATENTS 1,183,896 Lashar May 23, 1916 1,325,962 Templeton Dec. 23, 1919 1,356,210 Kinne Oct. 19, 1920 2,094,569 Dwyer Sept. 28, 1937

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