US3163299A

US3163299A - Impact energy absorbing mechanism for railway vehicles

Info

Publication number: US3163299A
Application number: US710967A
Authority: US
Inventors: James C Settles
Original assignee: Buckeye Steel Castings Co
Current assignee: Buckeye Steel Castings Co
Priority date: 1958-01-24
Filing date: 1958-01-24
Publication date: 1964-12-29
Anticipated expiration: 1981-12-29

Description

Dec. 29, 1964 J. C. SETTLES IMPACT ENERGY ABSORBING MECHANISM FOR RAILWAY VEHICLES Filed Jan. 24., 1958 6 Sheets-Sheet l (IIII/IIIIIIIIIIIIIIf, m i w AWL.

ATTORNEY Dec. 29, 1964 c. SETTLES 3,163,299

IMPACT ENERGY ABSORBING MECHANISM FOR RAILWAY VEHICLES Filed Jan. 24, 1958 6 Sheets-Sheet 2 INVENTOR J/VMES a; 55 7255,

ATTORNEY 6 Sheets-Sheet 3 J. C. SETTLES IMPACT ENERGY ABSORBING MECHANISM FOR RAILWAY VEHICLES Dec. 29, 1964 Filed Jan. 24, 1958 J. C. SETTLES Dec. 29, 1964 IMPACT ENERGY ABSORBING MECHANISM FOR RAILWAY VEHICLES Filed Jan. 24, 1958 6 Sheets-Sheet 4 INVENTOR .JFMEQS c.

ATTORNEY IMPACT ENERGY ABSORBING MECHANISM FOR RAILWAY VEHICLES Filed Jan. 24, 1958 J. C- SETTLES Dec. 29, 1964 6 Sheets-Sheet 5 4 EWE W MG g MNWA WNM INVENTOR ATTORNEY 6 Sheets-Sheet 6 J. C. SETTLES INVENTOR JIMES cat-77255,

ATTORNEY FWD/Wt IMPACT ENERGY ABSORBING MECHANISM FOR RAILWAY VEHICLES Filed Jan- 24, 1958 Dec. 29, 1964 ANNA United States Patent 3,163,299 EMPACZ' AESQREEFQG ,hill filANESM F312 RAILWAY VEflliZLh-S Eames t3. Settles, Columbus, Ghio, assignor to The Bucheye Steel Qastings Company, Qohirnhus, Ghio 7 Filed .lan. 24, 19 58, Ser. No. 719,957 18 Claims. (Cl. 2l3- 8) The present invention relates to a hydraulic mechanism in association with railway vehicle bodies and more specifically pertains to liquid cushioning means in association with the couplers and draft riggings of railway freight cars to provide means for absorbing and dissipating the kinetic energy inherent in collisions which occur during coupling operations between cars, in train operation, and in switching and humping operations, or in any type of collisions.

The railroads of this country have in years past been paying out large sums to shippers for merchandise darnagcd in transit. majority of this damage is a result of end impact forces developed between cars in transit and in switching and shunting operations wherein cars are often reassembled in coupled relationship in humping operations. The speed of freight trains and the rate at which switching and humping operations are carried out have increased in recent years which results in increased damage to fragile merchandise. e

in any collision between two bodies such as railway freight cars there is a definite quantity of kineticenergy which must be absorbed during the collision. This quantity of kinetic energy depends only on the weights of the moving bodies and the square of their initial speed of approach. Some of the draft gears in use in freight service are of the spring type provided with a mechanism for developing friction to increase both the energy absorption and dissipation capacities of the device. Such draft gears do not have adequate capacity to absorb the energy of collisions at initial speeds of approach greater than four to five miles per hour. Another conventional type of draft gear is provided with rubber to impart resilient character thereto and has somewhat increased the capacity for absorbing impact energy. The spring and friction type of device and the draft gear having rubber therein both close to a solid condition when the speed of collision is high and the energy to be absorbed is greater than the capacity of the draft gears. When the draft gear attains a solid condition any excess unabsorbed energy may cause forces to be developed between the cars which are large enough to produce damage to the load carried by either car, md also to the cars themselves.

An object of the present invention is to provide an energy absorbing mechanism in association with a conventional draft rigging and with the conventional center sill structure of a railway freight car wherein liquid forms a part of the mechanism and its flow through an orifice during collision is metered to cushion movement of the coupler and elements making up the invention relative to the center sill structure whereby substantially all of the kinetic energy of the collision is absorbed by the motion of the liquid and thereafter dissipated as heat from the liquid.

Another object of the invention is to provide a mechanism for absorbing impact energy of colliding railway vehicles with the mechanism so designed as to avoid recoil action of the absorbed energy and to provide an energy absorbing mechanism which will avoid damage to lading when loaded cars move in to engagement with each other at speeds of approach several times greater than four to five miles per hour.

A more specific object of the invention is to provide an auxiliary center sill structure which may be mounted within the conventional double 2 center sill of existing or new There is evidence to indicate that the 3,163,299 Patented Dec. 29, 195 s ice cars with the auxiliary sill structure adapted to move longitudinally of the standard sill structure with the hydraulic means accommodated within the sill assembly and actuated upon movement of the auxiliary sill structure relative to the fixed sill structure to cushion impacts in either direction and to substantially reduce the magnitude of the forces transmitted to the vehicle body compared to those transmitted by present types of draft gears.

Other and further objects and features of the invention will be appreciated and become apparent to those skilled in the railway draft appliance art as the present disclosure proceeds and upon consideration of the accompanying drawings and the following detafled description wherein an exemplary embodiment of the invention is disclosed.

In the drawings: FIG. 1 is a side elevational view of the lower portion of a railway freight car provided with a hydraulic impact energy absorbing mechanism exhibiting the invention for both couplers thereof.

PEG. 2 is a vertical section on a larger scale talcen along 'mechanism indicated at 3 in FIG. 1.

PEG. 4 is a transverse sectional view taken'on the line 44 of FIG. 2.

FIG. 5 is a transverse sectional view taken on the line 55 of FIG. 2 with an illustration of the yoke removed;

FIG. 6 is a transverse sectional view taken on the line 66 of FIG. 3.

FIG. 7 is a sectional plan view of the sill assembly and that portion of the mechanism shown in FIG. 2.

FIG. 8 is a sectional plan of the portionof the ener y absorbing mechanism shown in FIG. 3.

PEG. 9 is a transverse sectional view taken on the line 9-9 of FIG. 3.

FIG. 10 is a transverse sectional view taken on'the line 19-10 of FIG. 3. I

FlG. 11 is an enlarged longitudinal sectional View of one of the pistons.

FIG. 12 is a transverse view of the piston taken on the line 12-l.2 of FIG. 11 with a section of the metering rod illustrated in the orifice of the piston.

FIG. 13 is a sectional plan view similar to FIG. 7 showing displacement of the coupler and parts associated therewith to the full closure position and to the right with respect to the sill structure fixed to the car body.

FIG. 14 is a sectional plan view similar to FIG. 8 showing the movable sill structure displaced to the full closure position to the right relative to the fixed sill structure.

516.15 is an enlarged fragmentary transverse sectional view taken on the line l5'l5 of FIG. 3.

FIG. 16 is a sectional plan view of the portion of the energy absorbing mechanism indicated at 16 in FIG. 1 and showing the position of the parts in the full closure position.

The invention pertains to hydraulicmeans in associ ation with a railway car. which acts to cushion impacts in either direction. The arrangement of the hydraulic means is such that the absorbing mechanism operates during the application of buffing or pulling irnpact forces applied to either of the couplers. The embodiment of the invention herein disclosed includes two hydraulic devices one associated with each end of a railway car and which act simultaneously to cushion impacts in either direction and the entire mechanism is so designed that it may be applied within a standard double 2 type center sill structure fixed to existing or new car bodies.

Referring to the drawings there is represented in FIG.

1 a railway car body 21 which is equipped with a conventional double Z type center sill structure 22 and which forms a part of the underframe of the railway car body 21. The center sill structure 22 is attached to the car body and may be regarded as the fixed sill structure. In carrying out the invention an auxiliary center sill structure 23 is arranged within the fixed sill structure 22 so that the auxiliary sill assembly may move longitudinally of the car body within and relative to, the fixed sill structure 22. The slidable sill structure 23 consists of a pair of spaced channel members 20 with top and bottom plates joining the channel members at spaced intervals along the length of the movable sill structure 23. The channel members 20 of the auxiliary sill structure 23 extend continuously throughout the length of the railway vehicle and project beyond each end of the fixed sill structure as shown in FIG. 1. The auxiliary sill structure 23 extends beyond the ends of the fixed sill structure a predetermined distance in order to accommodate relative sliding movements of the sill structures during a collision with other vehicles. The normal or neutral position of the auxiliary sill structure 23 as it projects beyond the ends of the railway car body 21 is shown in FIG. 1.

.A striker casting 24 is provided at each end of the auxiliary sill structure 23 having a coupler carrier 26 thereon for supporting thestcm 27 of a railway coupler 23 of the knuckle type. The auxiliary sill structure carries front draft lugs 29 and rear draft lugs 31. coupler 28 is provided with a conventional type of draft rigging which includes a yoke 32 and a resilient draft gear as represented by phantom lines 33 and the usual front and

rear followers

34 and 36. The coupler and the yoke and the draft gears are assembled and arranged in each end of the auxiliary sill structure 23 and cooperate in the usual manner with the coupler-carrier 26 and the front draft lugs 29 and the rear draft lugs 31. The inner ends of each pair of rear draft lugs 31 are joined by a trans versely disposed element 37 which serves to limit the total relative movement of the auxiliary sill structure 23 relative to the fixed sill structure 22 .as will be appreciated as the present disclosure proceeds. v

Thewheels of the trucks for the vehicle body are diagrammatically represented inFIG. 1. A body center plate 38 is provided at the truck center which is secured to the fixed sill structure 22 as best illustrated in FIGS. 2 and 7;. The center plate 38 includes lateral portions 35 which extend under the sill structure 22 and under the body bolster bottom cover plate 39 which extends under the fixed sills at this location and is secured to the horizontal flanges of the double 2 center sill structure 22. The body center plate 38 and its lateral portions 35 are reinforced by a pair of transversely extending beams 41 and 42 which extend under the outturned flanges of the sill structure 22 and are secured thereto. The center post is formed of two parts 43 and 44 for convenience in application to the sill structure. The lower part 44 of the center post may be formed integral with the center plate 38 while the upper part 43 may be attached by any suitable means such as welding to the top plate of the fixed center sill structure 22. The forward vertical face 46 as provided by the upper and lower parts of the center post structure forms a stop which cooperates with the element 37 forming a part of the rear draft lugs31 to limit the relative movement of the fixed and sliding sill structures. Therear vertical face 47 as provided on the upper and lower parts 43 and 44 of the center post structure in the normal position cooperates with a follower 43 for operation of the hydraulic mechanism. At each side of.

the center post the auxiliary sill structure 23 is provided with a lug 49 (FIG. 7 having aligned vertical faces which cooperate with the verticalfaceof the follower 48 when the sills are in the normal position.

One hydraulic mechanism is positioned inwardly of the follower 43. Another hydraulic mechanism of similar construction is associated with the auxiliary sill structure 23 for the coupler and draft rigging at the other end of the railway vehicle. Each hydraulic mechanism is of Each identical construction and the structural characteristics of one is shown in FIGS. 3 and 8. Each hydraulic mechanism includes a cylinder 51 and a piston 52 mounted for reciprocating movements in the bore of the cylinder 51. The cylinder 51 is of rugged construction and still fits within the area between the channel members 20 of the sliding sill structure 23. A piston rod 53 extends from the piston 52 and is desirably formed integral therewith. A disc-shaped member 54 (FIG. 3) closes the open end of the cylinder 51 and the piston rod 53 extends therethrough. The disc 54 is secured to the cylinder in liquid tight relationship. Suitable means is provided for sealing the piston rod 53 relative to the disc shaped member 54 so as to prevent leakage of liquid from the cylinder under the pressures required for absorbing the impact energy. A cap member 56 (FIG. 2) is secured to the outer end of the piston rod 53 by means of a bolt or the like 57. A recoil spring 58 of a helical type surrounds the piston rod 53 and in the normal condition or neutral position of the parts is compressed a predetermined extent between the disc-shaped member 54 and the cap member 56.

A metering rod 59 is carried by the closed inner end of the cylinder 51 and extends along the axis of the cylinder. A cavity 61 is provided in the piston 52 which extends into a portion of the piston rod 53 as best shown in FIG. 11 for receiving the metering rod 59 during closure of the hydraulic device or during endwise movement of the'auxiliary sill structure 23 relative to the fixed sill structure 22. The bore 60 of the cylinder 51 is completely filled with a suitable liquid. In the normal, or neutral position of the impact absorbing mechanism a portion of the metering rod 59 extends into the orifice 62. The orifice 62 in the piston controls the flow of liquid. The actual orifice disregarding the metering rod is the gross area of the circular opening 62 in the piston at the zone of the section line 1212 in FIG. 11. The net efi'ective orifice for the flow of liquid is'the area shown in the annular opening '63 (FIG. 12)

between the circumference of the orifice 62 and the periphery of the metering rod 59. As the device closes the tapered metering rod 59 reduces the 'net area of the orifice in a manner calculated to produce the desired closure force of the mechanism.

The piston 52 is provided 'with a plurality of ports 64 and in the embodiment illustrated four such ports or passages are provided. These ports or elongated passages are in communication with the cavity 61 adjacent and immediately outward of the orifice 62. The total area of the four ports or passages 64 is considerably greater than the area of the orifice 62 so that the liquid which flows through the orifice 62 with a certain velocity will also flow through the ports 64 without an increase in velocity. Accordingly the ports 64. do not act as orifices but merely as ducts to conduct the liquid from the vicinity of the orifice 62 through the piston to the other end of the cylinder 51. Additional ports or passages 66 are provided in the piston rod 53 in communication with the cavity 61 which act to relieve liquid from the cavity 61 for movement into bore portion 60 of the cylinder without serving as restrictive orifices.

In the normal or neutral position of the auxiliary sill structure 23 relative to the fixed sill 22 and consequently the neutral position of the hydraulic mechanism there is a portion of the cylinder 51 outwardly of the piston 52. This is for the purpose of providing for liquid displacement and a reservoir 67 (FIGS. 3 and 15) is arranged above the level 'of the bore of the cylinder 51 and above the normal level of the liquid therein. .This

"reservoir is provided to accommodate the liquid displaced by the piston rod 53 as it enters the cylinder 51 during closure of the hydraulic mechanism and to provide for thermal expansion of the liquid. All energy absorbed by the mechanism is dissipated as heat thereby producing a rise in the temperature of the liquid with resulting thermal expansion and the reservoir 67 accommodates such an increase in the volume of the liquid. A filling opening 63 for the cylinder is provided which is in communication with the reser'oir d7 (FIGS. 3 and at the level of the top of the bore of the cylinder 51 so that the cylinder cannot be overfilled to reduce the volume of the liquid displacement reservoir below that necessary for accommodating expansion resulting from temperature increases and for accommodating the liquid displaced by the piston rod 53 enter ng the cylinder 51. Openings 69 (FIG. 15) are provided in the fixed sill structure 22 and in the channel 26 of the auxiliary sill structure 23 which are aligned with the opening 68 when the sills are in a normal position. A threaded plug 71 is provided for closing the opening 68 in the cylinder 51.

The closed inner end of the cylinder 51 engages a follower 72 as shown in FIGS. 3 and 8. The follower 72 in a normal or neutral position of the parts bears against stop members 73 which are secured to the fixed sill structure 22. The follower 72in the normal or neutral position also bears against draft lugs '74 (FIG. 8) which are respectively secured to the channel members of the auxiliary sill structure 23. It is the stop members 73 which apply any end thrust of the cylinder 51 to the fixed structure of the vehicle body. A similar hydraulic mechanism and associated parts are provided within the sill assembly to the right of the center of the car body 21 shown in FIG; 1 and in association with the coupler 28 and its draft rigging at this end of the vehicle. a

The forward outer end portions of the channel memhers 20 are joined by a top plate 76. This plate 76 terminates at 75 (FIG. 2) and the channel members 29 in the vicinity of the center post structure are devoid of a top plate to permit sliding movement of the auxiliary sill structure relative to the center post. Another top plate 77 (FIGS. 3 and 6) joins the inwardly directed fianges of the channel members 2ll and this plate serves to reinforce the upper portion of the auxiliary sill structure. The top plate 77 terminates at 80 and forwardly of the stop members 73 one of which is attached to the top web of the fixed double 2 center sill structure 22. The outer end of the top plate 77 is indicated at 81 and it terminates at this point to avoid engagement with the rear vertical face 47 of the upper part 43 of the center post during actuation of absorbing mechanism. Another top plate '78 (FIG. 10) joins the channel members 20 over an area of the center of the car with the outer end spaced from the upper stop member 73 so as to reinforce the center portion of the auxiliary sill structure and permit the upper stop member 73 to be attached to the fixed sill structure 22.

A bottom plate 79 connects the outer ends of the lower flanges of the channel member ll) of the auxiliary sill for strength purposes. The plate 79 also serves to support the yoke 32 and the draft gear 33. The inturned flanges at the top of the auxiliary sill structure are shaped as indicated at 82 (FIG. 7) to permit the yoke 32 to swivel during horizontal angling of the coupler. The bottom flanges of the channel members 20 are removed entirely in the regions 83 and. 85 to permit application and removal of the yoke 32 and the draft gear from the bottom side of the sill assembly.

The top web of the fixed double Z center sill structure 22 is continuous throughout the length of the railway car body. A bottom plate 84 is provided connecting the lower portion of the fixed sill structure near the outer end of the railway car body. The plate 84 supports the overhanging end of the auxiliary sill structure 23 and also supports the draft rigging and assembled equipment thereof. Another plate 86 joins the lower portions of the fixed double 2 sill structure 22 and provides partial support for the cylinder 51. Another plate 87 provides and 8) is secured thereto by welding. The plate 87 acts to assist in carrying the forces applied to the cylinder onto thefixed sill structure 22. A plate 89 (FIGS. 1

and 10) joins the flanges of the fixed sill structure over a the cent al portion of the car.

As hereinabove indicated the auxiliary sill structure and the couplers and their draft riggings are identical at both ends of the car body. The hydraulic mechanism described in association with the left hand end portion of the railway car body is also provided within that portion of the sill structure to the right of the center of the car body shown in PEG. 1. Such an assembly prevents any end force "being exerted on the body of the car except as metered through the hydraulic mechanism. The arrangement operates to control the magnitude of the butting forces and pulling forces and the conventional draft equipment at each end ofthe auxiliary sill structure functions to protect the aux'liary sill assembly from high impact forces. While the. conventional draft gears as employed in connection with the present assembly assist the hydraulic mechanisms in absorbin the energy of collisions such draft gears are not significantly helpful in connection with high velocity collisions because of the low capacity of the conventional type resilient draft gears.

In operation and upon the application of force in the direction of the arrow 91 (FIG. 13) the auxiliary sill structure 23 is displaced to the right relative to the fixed sill structure 22. Such a condition may develop as a result of a collision at the left hand coupler 28 in FIG. 1 in a coupling operation or upon application of a sudden pull app.ied to the coupler 28 at the right end of the car body in PEG. 1.

with the auxiliary sill displaced the full amount to the right relative to the fixed sill structure or the car body. The draft gear 33 compresses an amount consistent with the force developed and follower 34 moves this distance to the right of its normal position. The transversely disposed element 37 then moves into contact with the vertical face 4-5 of the center. post thereby preventing further relative motion of the auxiliary sill structure 23 relative to the fixed sill structure 22. The lugs 49 carried by the auxiliary sill structure 23 and the follower 48 have then forced the piston 52 into the cylinder 51. The force developed by the hydraulic mechanism is delivered through the closed inner end of the cylinder 51 onto the follower 72 and the stop members 73 and transferred to the fixed sill structure .22 and onto the car body. At the right end of the car lugs 74R (FIG. 16) carried by the auxiliary sill structure 23 act against the follower 72R and close the cylinder 51R over the piston 52R. The piston rod 53R, cap member. 56R and follower 43R transmit the force developed by this hydraulic mechanism to the vertical face 47R of the center post at the right end of the car body thereby delivering the cylinder force at this end of the car onto the body at this point. Both springs 58 and 58R are compressed at this stage and will recoil the auxiliary sill structure 23 to its initial or neutral position after the collision.

' The mechanism operates the same for relative moveruent between the auxiliary sill structure 23 and the fixed sill structure 22 in either direction. The two cylir1- ders acting simultaneously make it possible to design each cylinder smallenough to permit their application within the space available in a standard Association of American Railroads double 2 center sill structurewhich is in use on existing freight'cars and applied to new cars FiG. 13 shows the mechanism sorp tion with minimum force and minimum closure.

The structure disclosed in the present application provides the advantage that it can be metered to absorb the energy of collisions between cars of weights varying from an empty car up to a fully loaded one hundred ton capacity car without developing forces which are destructive to either the lading or the car structure. The force which the hydraulic mechanism must be metered to develop in order to absorb the energy of a given collision is inversely proportional to the maximum relative longitudinal movement which it is practical to provide between the auxiliary sill structure and the fixed sill or body. As an example it has been found practical to meter the mechanism disclosed in the present application to absorb the energy of a collision between two fully loaded fifty ton cars at an initial speed of approach of about twelve miles per hour with the resulting maximum acceleration of about three times the acceleration of gravity whereas existing resilient draft gears will close to a solid condition in collisions resulting from speeds of approach of four to five miles per hour and tests have shown that at speeds of twelve miles per hour accelerations as high as thirty times the acceleration of gravity have been produced in the car bodies equipped with the usual type of resilient draft gears.

While the invention has been described with reference to a particular type of railway vehicle provided with a conventional type of center sill structure it will be appreciated that the invention is adaptable to other types of railway vehicles and in connection with other types of draft riggings and sill structures. Such modifications and others may be made without departing from the spirit and scope of the invention as set forth in the appended claims.

What I claim and desire to secure by Letters Patent is:

1. A mechanism for absorbingthe energy of an impact applied to the coupler of a railway vehicle having a body 'end of the auxiliary sill structure, a second coupler and a stem extending into the second-end of the auxiliary sill structure, a first center post structure secured to the center sill structure and positioned between saidmembers, a cylinder arranged with its axis longitudinally of said vehicle lugs carried by the auxiliary sill structure for moving the second cylinder. relative to the second piston upon relative movement of the auxiliary sill structure relative to the center sill structure, lugs carried by said auxiliary sill structure in abutting relationship with the first cylinder, means including lugs carried by the auxiliary sill structure for moving the second piston relative to the second cylinder during opposite relative movement of the auxiliary sill structure and center sill structure, and means metering movement of the liquid within each cylinder during relative movement of the respective piston and cylinder.

2. A mechanism for absorbing the energy of an impact applied to the coupler of a railway vehicle having a body comprising, a center sill structure extending longitudinally of said body and secured thereto, an auxiliary sill structure including transversely spaced members extending lengthwise within said center sill structure and throughbody and positioned between said members, liquid within said cylinder, a piston mounted for movements within said cylinder, stop means secured to the center sill structure extending between said members and positioned to engage said cylinder, a piston rod carried by said piston extending from the cylinder with its free end in abutting relationship with said center post structure, a second center post structure secured to the center sill structure and positioned between said members, a second cylinder arranged with its axis longitudinally of said vehicle body and positioned between said members, liquid within the second cylinder, a second piston mounted for movements within the second cylinder, stop means secured to said center sill structure extending between said members and positioned to engage the second cylinder, means coupling the respective stems to the auxiliary sill structure to move the auxiliary sill structure longitudinally relative to the center sill structure upon application of an impact to either or both couplers, a piston rod carried by the second piston extending from the second cylinder with its free 'end in abutting relationship with the second center post structure, means including lugs carried by the auxiliary sill structure for moving the first piston relative to the first cylinder during relative movement of the auxiliary sill structure and the center sill structure, means including out the length of the vehicle body and projecting beyond the ends thereof in the neutral position of the auxiliary sill structure, a coupler and a stem extending into a first end or the auxiliary sill structure, a second coupler and a stem extending into the second end of the auxiliary sill structure, a cylinder arranged with its axis longitudinally of said vehicle body and positioned between said members, liquid within said cylinder, 'a piston mounted for movements within said cylinder, stop means secured to the center sill structure extending between said members and positioned to engage said cylinder, at center post structure secured to the center sill'structure and positioned between said members, a second cylinder arranged with its axis longitudinally of said vehicle body and positioned between said members, liquid within the second cylinder, a second piston mounted for movements within the second cylinder, means coupling the respective stems to the auxiliary sill structure to move the auxiliary sill structure longitudinally relative to the center sill structure upon application of an impact to either or both couplers,

the'se'condcylinder, "means including lugs carried by the auxiliary sill structure for moving the first piston relative ltto the first cylinder during relative movement of the auxrhary sill structure and the center sill structure, means including lugs carried by the auxiliary sill structure for moving the second cylinder relative to the second piston upon relative movement of tthe auxiliary sill structure relative to the center sill structure, means secured to the center sill structure in abutting relationship with said piston rod, and means metering movement of the liquid within each cylinder during relative movement of the respective piston and cylinder.

3. A mechanism for absorbing the energy of an impact applied to thecoupler of a railway vehicle having a body comprising; a center sill structure extending longitudinally of said body and secured thereto, an auxiliary sill structure including transversely spaced members extending lengthwise within said center sill structure and throughout the length of the vehicle body and projecting beyond the ends thereof in the neutral position of the auxiliary sill structure, a coupler and a stem extending into one end of the auxiliary sill structure, a first center post structure secured to the center sill structure and positioned between said members, a first cylinder arranged with its axis longitudinally of said vehicle body and positioned 7 between said members, liquid within said cylinder, a piston mounted for movements within said cylinder, stop means 7 secured to the center sill structure and positioned between said members, a second cylinder arranged with its axis longitudinally of said vehicle body and positioned between said members, liquid within the second cylinder, a second piston mounted for movements within the second cylinder,

auxiliary sill structure to move the auxiliary sill structure longitudinally relative to the center sill structure upon application of an impact to said coupler, a piston rod carried by the second piston extending from the second cylinder with its free end in abutting relationship with the second center post structure, means including lugs carried by the auxiliary sill structure for moving the first piston relative to the first cylinder during relative movement of the auxiliary sill structure and the center sill structure, means including lugs carried by the auxiliary sill structure for engaging the inner end of and moving the second cylinder relative to the second piston upon relative movement of the auxiliary sill structure relative to the center sill structure, means metering movement of the liquid within each cylinder as the associatedpiston moves relative to its cylinder, and a transversely disposed element carried by the auxiliary sill structure for en aging the first center post structure and limiting relative movements of sill structures.

4. A mechanism for absorbing the energy of an impact applied to the coupler of a railway vehicle having a body comprising, a center sill structure extending longitudinally of said body and secured thereto, an auxiliary sill structure extending lengthwise within said center sill structure, a coupler and a stem extending into one end of the auxiliary .sill structure, a cylinder arranged with its axis longitudinally of said vehicle body and within said auxiliary sill structure, liquid within said cylinder, a piston mounted for movements Within said cylinder, means coupling said stem to said auxiliary sill structure whereby it is moved longitudinally relative to the center sill structure upon application of an impact to said coupler, stop means carried by the center sill structure positioned to engage an end of said cylinder, at second cylinder arranged with its axis longitudinally of said vehicle body within said a xiliary sill structure, liquid within the second cylinder, a second piston mounted for movements within the second cylinder, means metering movement of the liquid within each cylinder during relative movements of the respective piston and cylinder, means including lugs carried by the auxiliary sill structure for moving the first piston relative to the first cylinder during relative movement of the auxiliary sill structure and the center sill structure, means including a center post structure secured to the center sill structure serving as abutment for the second piston, and means including lugs carried by the auxiliary sill structure for moving the second cylinder relative to the second piston upon ,movement of the auxiliary sill structure relative to the center sill structure.

5. A mechanism for absorbing the energy of an impact applied to the coupler of a railway vehicle having a body comprising, a center sill structure extending longitudinally of said body and secured thereto, an auxiliary sill structure extending lengthwise within said center sill structure, a coupler and a stem extending into one end of the auxiliary sill structure, a cylinder arranged with its axis longitudinally of said vehicle body and within said auxiliary sill structure, liquid within said cylinder, a piston mounted for movements within said cylinder, means coupling said stem to said auxiliary sill structure whereby it is moved longitudinally relative to tle center sill structure upon application of an impact to said coupler, stop means carried by the center sill structure positioned to engage an end of said cylinder, a piston rod carried by said piston extending from said cylinder, meansiucluding lugs carried by the auxiliary sill structurefor moving said piston rod and the piston relative to saidcylinder upon movement of the auxiliary sill structure relative to the center sill structure, means metering movement of the liquid within said cylinder during relative movement of the cylinder and the piston, means including lugs carried by the auxiliary sill structure for moving said cylinder during id opposite relative movements of the sillstructures, and means including a center post structure secured to the center sill structure in abutting relationship with the piston rod.

6. A mechanism for absorbing the energy of an impact applied to, the coupler of a railway vehicle having a body comprising, a center sill structure extending longitudinally of said vehicle body throughout the length thereof and secured to said body, transversely spaced vertical webs forming portions of said center sill structure, an auxiliary sill structure extending lengthwise within the center sill structure and having an endprojecting beyond an end of the vehicle body and the corresponding 'end of the center sill structure in the neutral position of the auxiliary sill structure, said auxiliary sill structure ineluding a pair of transversely spaced members each having an outer face arranged along an inner face of one of said webs which guide the auxiliary sill structure for lengthwise movements relative to the center sill structure, a coupler and a stem therefor extending into said end of said auxiliary sill structure, a cylinder arranged with its axis longitudinally of said vehicle body and between said members, liquid within said cylinder, a piston mounted for axial movements withinthe cylinder, means coupling said stem tosaid auxiliary sill structure whereby the auxiliary sill structure moves longitudinally relative to the center sill structure upon application of an impact to said coupler, stop means carried by the center sill structure positioned to engage the cylinder, means including a member carried by the auxiliary sill structure moving the piston relative to the cylinder during relative movement of the auxiliary sill structure and the cylinder, means metering movement of said liquid during relative movement of the piston and the cylinder, said cylinder having a chamber therein above the periphery of said piston into which liquid may expand after metering, and one or" said webs and one of said members and said cylinder each having an access opening to said chamber.

7. A mechanism for absorbing the energy of an impact applied to the coupler of a railway vehicle having a body comprising, a center sill structure extending longi tudinally of said vehicle body and secured thereto, transversely spaced vertical webs on said center sill structure, an auxiliary sill structure extending lengthwise within the center sill structure pro ecting beyond an end of the vehicle body, said auxiliary sill structure consisting of a pair of transversely spaced channel members with flanges thereof confronting each other and top and bottom plates joining said flanges at spaced intervals along the length of the channel members, plates joining lower portions of said webs at spaced intervals along the length of said center sill structure, said center sill structure guiding the auxiliary sill structure for lengthwise movements relative to the center sill structure, a coupler and a stem therefor extending into said end of said auxiliary sill structure, a cylinder arranged with its axis longitudinally of said vehicle body and between said channel members and the flanges thereon, liquid within said cylinder, a piston mounted for axial movements Within the cylinder, means coupling said stem to said auxiliary sill structure whereby the auxiliary sill structure moves relative to the center sill structure upon application of an impact to said coupler, stop means carried by the center sill structure between said confronting flanges in position to engage said cylinder, means moving the piston relative to the cylinder upon relative movement of the auxiliary sill structure and the cylinder, and means metering movement of said liquid upon relative movement of the piston and the cylinder.

3. A mechanism for absorbing the energy of an impact applied to the coupler of a railway vehicle having a body comprising, a center sill structure extending longitudinally of said vehicle body and secured thereto, transversely spaced vertical webs forming a part of said center sill structure, an auxiliary sill structure extending lengthwise within the center sill' structure having an end projectll r ing beyond an end of the vehicle body,'said auxiliary sill structure including a pair of transversely spaced mem bers each having an outer face arranged along an inner face of-one of said webs, plates joining lower portions of said webs at spaced intervals along the center sill structure with said plates and webs guiding the auxiliary sill structure for lengthwise movements relative to the cen ter sill structure, a center post structure secured to said center sill structure and positioned between said members, a coupler and a stem therefor extending into said end of said auxiliary sill structure, a cylinder arranged with its longitudinally of said vehicle body and between said members, liquid within said cylinder, 2. piston mounted for axial movements within the cylinder, means including an element carried by the auxiliary sill structure coupling said stem to said auxiliary sill structure whereby the auxiliary sill structure moves relative-to the center sill structure upon application of an impact to said coupler, stop means carried by the center sill structure positioned to engage the cylinder, means moving the piston relative to the cylinder upon relative movement of the auxiliary sill structure and the cylinder, means metering movement of said liquid upon relative movement of the piston and the cylinder, and said element and said center post structure being in abutting relationship to limit movement of the auxiliary sill structure with respect to the center sill structure.

9. A mechanism for absorbing the energy of an impact applied to the coupler of a railway vehicle having a body comprising, a center sill structure extending longitudinally of said vehicle body throughout the length thereof and secured thereto, said center sill structure being double Z-shape in section having transversely spaced vertical webs with a flange extending laterally outwardly from the lower edge of each web, an auxiliary sill structure extending lengthwise within the center sill structure and having an end projecting beyond an end of the vehicle body and the corresponding end of the center sill structure in the neutral position of the auxiliary sill structure,

'webs so that the auxiliary sill structure may move lengthwise relative to the center sill structure, plates joining said flanges at spaced intervals along the length of said center sill structure, a coupler and a stem therefor extending into said end of said auxiliary sill structure, a cylinder arranged with its axis longitudinallyof said vehicle body and between said members, liquid within said cylinder, a piston mounted for axial movements within said cylinder, means coupling said stem to said auxiliary sill structure whereby the auxiliary sill structure moves relative to the center sill structure upon application of an impact to said coupler, stop means carried by the center sill structure positioned to engage the cylinder, means moving the piston relative to the cylinder upon relative movement of the auxiliary sill structure and the cylinder, and means metering movement of said liquid upon relative movement of the piston and the cylinder.

10. A mechanism for absorbing the energy of an impact applied to the coupler of a railway vehicle having a body comprising, a center sill structure extending longitudinally of said vehicle body throughout the length there of and secured to said body, transversely spaced vertical webs on said center sill structure, an auxiliary sill structure extending lengthwise within the center sill structure and having an end projecting beyond an end of the vehicle body and the corresponding end of the center sill structure in the neutral position of the auxiliary sill structure, said auxiliary sill structure including a pair of transversely spaced members each having an outer face arranged along an inner face of one of said webs which guide the auxiliary sill structure for lengthwise movements relative to the center sill structure, a coupler and a stem therefor extending into said end of said auxiliary sill structure, a cylinder arranged with its axis longitudinally of said vehicle body and between said members,

liquid within said cylinder, a piston mounted for axial movements within the cylinder, means coupling said stem to said auxiliary sill structure whereby the auxiliary sill structure moves longitudinally relative to the center sill structure upon application of an impact to said coupler, stop means carried by the center sill structure in position to engage the cylinder, means moving the piston relative to the cylinder during relative movement of the auxiliary sill structure and the cylinder, and means metering movement of said liquid during relative movement of the piston and the cylinder.

11. A mechanism for absorbing the energy of an impact applied to the coupler of a railway vehicle having a body comprising, a center sill structure extending longitudinally of said vehicle body throughout the length thereof and secured to said body, an auxiliary sill structure extending lengthwise within the center sill structure and having an end projecting beyond an end of the vehicle body and the corresponding end of the center sill structure in the neutral position of the auxiliary sill structure, said auxiliary sill structure including transversely spaced members, a coupler and a stem therefor extending into said end of said auxiliary sill structure, a cylinder arranged with its axis longitudinally of said vehicle body and between said members, liquid within said cylinder, 9. piston mounted for axial movements within the cylinder, piston rod means projecting beyond an end of said cylinder, means coupling said stem to said auxiliary sill structure whereby the auxiliary sill structure moves longitudinally relative to the center sill structure upon applica-. tion of an impact to said coupler, means carried by the center sill structure and spaced longitudinally thereof to engage the cylinder and the piston rod means, means carried by the auxiliary sill structure and spaced longitudinally thereof to engage the cylinder and the piston rod means to produce relative movement between the piston and the cylinder during relative movement of the auxiliary sill structure and the center sill structure, and means metering movement of said liquid during relative movement of the piston and cylinder.

12. A mechanism for absorbing the energy of an impact applied to the coupler of a railway vehicle having a body comprising, a center sill structure extending 1ongi tudinally of said vehicle body throughout the length thereof and secured to saidbody, an auxiliary sill structure extending lengthwise within the center sill structure and having an end projecting beyond an end of the vehicle body and the corresponding end of the center sill structure in the neutral position of the auxiliary sill structure, said auxiliary sill structure including transversely spaced members, a coupler and a stem therefor'extending into said end of said auxiliary sill structure, a cylinder arranged with its axis longitudinally of said vehicle body and between said members, liquid within said cylinder, a

7 piston mounted for axial movements within the cylinder,

piston rod means projecting beyond one end of said cylinder, means coupling said stem to said auxiliary sill structure whereby the auxiliary 'sill structure moves longitudinally relative to the center sill structure upon application of an impact to said coupler, means carried by one of the sill structures to engage the cylinder, means carried by the other of the sill structures to engage said piston rod means to produce relative movement between the piston and the cylinder during relative movement of the auxiliary sill structure and the center sill structure, and means metering movement of said liquid .during relative movement of the piston and cylinder.

13. A mechanism for absorbing the energy of an impact applied to the coupler of a railway vehicle having a body comprising, a center sill structure extending longitudinally of said vehicle body throughout the length thereof and secured to said body, an auxiliary sill structure extending lengthwise within said center sill structure and having an end portion projecting beyond an end of the vehicle body and the corresponding end of the center sill structure in the neutral position of the auxiliary sill structure, said auxiliary sill structure having lateral portions arranged along inner portions of said center sill structure which guides the auxiliary sill structure for lengthwise movements relative to the center sill structure, a coupler and a draft rigging carried by said end portion of the auxiliary sill structure, means coupling said draft rigging to said auxiliary sill structure for moving, the auxiliary sill structure relative to said center sill structure upon application of an impact to said coupler, a cylinder arranged with its axis longitudinally of said vehicle body and within said auxiliary sill structure, liquid within said cylinder, a piston mounted for axial movements within said cylinder, a piston rod projecting beyond an end of said cylinder, means carried by one of said sill structures in abutting relationship With said cylinder, means carried by the other of said sill structures in abutting relationship with said piston rod to provide relative movement between the piston and the cylinder during relative movement of the auxiliary sill structure and the center sill structure, means metering movement of said liquid during relative movement of the piston and the cylinder, and means carried by the auxiliary sill structure and the center sill structure in inter-abutting relationship to limit movement of the auxiliary sill structure relative to the center sill structure.

14. A mechanism for absorbing the energy of an impact applied to the coupler of a railway vehicle having a.

body comprising, a center sill structure extending longitudinally of said vehicle body throughout the length thereof and secured to said body, an auxiliary sill structure extending lengthwise within the center sill structure and having each end projecting beyond an associated end of the vehicle body and the corresponding end of the center sill structure in the neutral position of the auxiliary sill structure, said auxiliary sill structure including transversely spaced members arranged for guided longitudinal movement by the center sill structure, a coupler and a stem therefor extending into each end of said auxiliary sill structure, a cylinder arranged with its axis longitudinally of said vehicle body and between said members, liquid within said cylinder, a piston mounted for axial movements within the cylinder, a piston rod projecting beyond an end of said cylinder, a cap member carried by the free end of said piston rod, means coupling said stems to said auxiliary sill structure whereby the auxiliary sill structure moves longitudinally relative to the center sill structure upon application of an impact to either coupler, means carried by the center sill structure and spaced longitudinally thereof in abutting relation with one area of one end of the cylinder and in abutting relation with one area of said cap member, means carried by the auxiliary sill structure and spaced longitudinally thereof in abutting relation with another area of said end of the cylinder and in abutting relation with another area of said cap member to produce relative movement between the piston and the cylinder during movement of the auxiliary sill structure in either direction relative to the center sill structure, means metering movement of said liquid during relative movement of the piston and cylinder, and a helical spring surrounding the piston rod with one end engaging said cap member and the other end engaging said cylinder.

15. A mechanism for absorbing the energy of'an im pact applied to the coupler of a railway vehicle having an underframe comprising, a center sill structure extending longitudinally of said underframe throughout the length thereof and secured thereto, an auxiliary sill structure extending lengthwise within the center sill structure and having an end projecting beyond an end of the center still structure in the neutral position of the auxiliary sill structure, a coupler and a stem therefor extending into said end of said auxiliary sill structure, means coupling i said cylinder, means carried by one of the sill structures in abutting relation with the hydraulic device, means carried by the other of the sill structures inabutting relation with said piston rod means to produce relative movement between the piston and the cylinder'during relative movement of the auxiliary sill structure and the center sill structure, and means metering movement of said liquid during relative movement of the piston and cylinder.

16. A mechanism for absorbing the energy of an impact applied to the coupler of a railway vehicle having an underframe comprising, a center sill structure extending longitudinally of said underframe throughout the length thereof and secured thereto, an auxiliary still structure extending lengthwise within the center sill structure and having an end. projecting beyond an end of the center sill structure in the neutral position of the auxiliary sill structure, a coupler and a stem therefor extending into said end of said auxiliary sill structure, means coupling said stem to said auxiliary sill structure whereby the auxiliary sill structure moves longitudinmly relative to the center sill structure upon application of an impact to said coupler, a hydraulic device including a cylinder arranged with its axis longitudinally of said underframe within the auxiliary sill structure, liquid within saidcylinder, a piston mounted for axial movements Within the cylinder, piston rod means projecting beyond one end of said cyl" inder, means carried by one of the sill structures in abutting relation with the hydraulic device, means carried by the other of the sill structures in abutting relation with said piston rod means to produce relative movement between the piston and the cylinder during relative movement of the auxiliary sill structure and the center sill structure, means metering movement of said liquid during relative movement of the piston and cylinder, resilient means within the auxiliary sill structure, means abutting one end of said resilient means reacting on one of said sill structures, and means in abutting relationship with the other end of said resilient means reacting on the other 7 of said sill structures.

17. A mechanism for absorbing the energy of an impact applied to the coupler of a railway vehicle having an underframe comprising, a center sill structure extending longitudinally of said uuderframe throughout the length thereof and secured thereto, an, auxiliary sill, structure extending lengthwise within the center sill structure and having an end projecting beyond an end of the center sill structure in the neutral position of the auxiliary sill structure, a coupler and a stem therefor extending into said end of said auxiliary sill structure, means coupling said stem to said auxiliary sill structure whereby the auxiliary sill structure moves longitudinally relative to the center sill structure upon application of an impact to said coupler, a hydraulic device including a cylinder arranged with its axis longitudinally of said underframe within the auxiliary sill structure, liquid within said cylinder, a piston mounted for axial movement Within the cylinder, piston rod means projecting beyond one end of said cylinder, means carried by one of the sill structures in abutting relation with the hydraulic device, means carried by the other of the sill structures in abutting relation with said piston rod means to produce relative movement between the piston and the cylinder during relative movement of the auxiliary sill structure and the center sill structure,"

pact applied to the coupler of a railway vehicle having an underfrarne structure with a guideway extending lengthwise therethroug'h, an auxiliary sill structure within the guideway slidably supportedfrom said underframe'structure for longitudinal .rnovements relative thereto, a hydraulic mechanism disposed within said guideway including a cylinder containing liquid arranged lengthwise within the auxiliary sill structure with a piston and piston rod assembly slidable in the cylinder to develop hydraulic fluid pressure therein, means within said hydraulic mechanism metering movement of the liquid between opposite sides of the piston for developing fluid frictional resistance to relative lengthwise movement between the cylinder and the piston rod assembly, means on one of said structures in abutting relationship with said cylinder at oneend thereof, means. on. the otherofsaid structures in abutting relationship with said piston rod assembly whereby the mechanism resists relative lengthwise movement between the structures by developing hydraulic fluid friction under hydraulic pressure, means on each of said structures in inter-abutting relationship limiting relative movements therebetween, and spring means associated with said structures reacting lengthwise of said guideway opposing relative movements of said structures.

References Cited by the Examiner UNITED STATES PATENTS 2,220,101 11/40 Hall 213-8 2,590,406 3/52 Haas 213-8 2,671,536 3/54 Jurasevich 213-8 X 2,726,773 12/55 Fitz John 213-43 X 2,737,301 3/56 Thornhill 213-43 2,752,048 6/56 Fillion 213-8 2,764,299 9/56 Meyer 213-8 2,818,982 1/58 McCalTerty et a1. 213-8 FOREIGN PATENTS 661,107 7 9/28 France.

20 LEO QUACKENBUSH, Primary Examiner.

JAMES S. SHANK, Examiner.

Claims

1. A MECHANISM FOR ABSORBING THE ENERGY OF AN IMPACT APPLIED TO THE COUPLER OF A RAILWAY VEHICLE HAVING A BODY COMPRISING, A CENTER SILL STRUCTURE EXTENDING LONGITUDINALLY OF SAID BODY AND SECURED THERETO, AN AUXILIARY SILL STRUCTURE INCLUDING TRANSVERSELY SPACED MEMBERS EXTENDING LENGTHWISE WITHIN SAID CENTER SILL STRUCTURE AND THROUGHOUT THE LENGTH OF THE VEHICLE BODY AND PROJECTING BEYOND THE ENDS THEREOF IN THE NEUTRAL POSITION OF THE AUXILIARY SILL STRUCTURE, A COUPLER AND A STEM EXTENDING INTO A FIRST END OF THE AUXILIARY SILL STRUCTURE, A SECOND COUPLER AND A STEM EXTENDING INTO THE SECOND END OF THE AUXILIARY SILL STRUCTURE, A FIRST CENTER POST STRUCTURE SECURED TO THE CENTER SILL STRUCTURE AND POSITIONED BETWEEN SAID MEMBERS, A CYLINDER ARRANGED WITH ITS AXIS LONGITUDINALLY OF SAID VEHICLE BODY AND POSITIONED BETWEEN SAID MEMBERS, LIQUID WITHIN SAID CYLINDER, A PISTON MOUNTED FOR MOVEMENTS WITHIN SAID CYLINDER, STOP MEANS SECURED TO THE CENTER SILL STRUCTURE EXTENDING BETWEEN SAID MEMBERS AND POSITIONED TO ENGAGE SAID CYLINDER, A PISTON ROD CARRIED BY SAID PISTON EXTENDING FROM THE CYLINDER WITH ITS FREE END IN ABUTTING RELATIONSHIP WITH SAID CENTER POST STRUCTURE, A SECOND CENTER POST STRUCTURE SECURED TO THE CENTER SILL STRUCTURE AND POSITIONED BETWEEN SAID MEMBERS, A SECOND CYLINDER ARRANGED WITH ITS AXIS LONGITUDINALLY OF SAID VEHICLE BODY AND POSITIONED BETWEEN SAID MEMBERS, LIQUID WITHIN THE SECOND CYLINDER, A SECOND PISTON MOUNTED FOR MOVEMENTS WITHIN THE SECOND CYLINDER, STOP MEANS SECURED TO SAID CENTER SILL STRUCTURE EXTENDING BETWEEN SAID MEMBERS AND POSITIONED TO ENGAGE THE SECOND CYLINDER, MEANS COUPLING THE RESPECTIVE STEMS TO THE AUXILIARY SILL STRUCTURE TO MOVE THE AUXILIARY SILL STRUCTURE LONGITUDINALLY RELATIVE TO THE CENTER SILL STRUCTURE UPON APPLICATION OF AN IMPACT TO EITHER OR BOTH COUPLERS, A PISTON ROD CARRIED BY THE SECOND PISTON EXTENDING FROM THE SECOND CYLINDER WITH ITS FREE END IN ABUTTING RELATIONSHIP WITH THE SECOND CENTER POST STRUCTURE, MEANS INCLUDING LUGS CARRIED BY THE AUXILIARY SILL STRUCTURE FOR MOVING THE FIRST PISTON RELATIVE TO THE FIRST CYLINDER DURING RELATIVE MOVEMENT OF THE AUXILIARY SILL STRUCTURE AND THE CENTER SILL STRUCTURE, MEANS INCLUDING LUGS CARRIED BY THE AUXILIARY SILL STRUCTURE FOR MOVING THE SECOND CYLINDER RELATIVE TO THE SECOND PISTON UPON RELATIVE MOVEMENT OF THE AUXILIARY SILL STRUCTURE RELATIVE TO THE CENTER SILL STRUCTURE, LUGS CARRIED BY SAID AUXILIARY SILL STRUCTURE IN ABUTTING RELATIONSHIP WITH THE FIRST CYLINDER, MEANS INCLUDING LUGS CARRIED BY THE AUXILIARY SILL STRUCTURE FOR MOVING THE SECOND PISTON RELATIVE TO THE SECOND CYLINDER DURING OPPOSITE RELATIVE MOVEMENT OF THE AUXILIARY SILL STRUCTURE AND CENTER SILL STRUCTURE, AND MEANS METERING MOVEMENT OF THE LIQUID WITHIN EACH CYLINDER DURING RELATIVE MOVEMENT OF THE RESPECTIVE PISTON AND CYLINDER.