US3216590A

US3216590A - Sill lockout device

Info

Publication number: US3216590A
Application number: US387408A
Authority: US
Inventors: Norman E Bateson
Original assignee: Pullman Inc
Current assignee: Pullman Standard Inc; Pullman Inc
Priority date: 1964-08-04
Filing date: 1964-08-04
Publication date: 1965-11-09
Anticipated expiration: 1982-11-09

Description

Nov. 9, 1965 N. E. BATESON SILL LOCKOUT DEVICE 5 Sheets-Sheet 1 Filed Aug. 4, 1964 l/VVE/VTOR NORMAN E. BATESON Hi-F Nov. 9, 1965 N. E. BATESON SILL LOCKOUT DEVICE 5 Sheets-Sheet 2 Filed Aug. 4, 1964 INVENTOR NORMAN E. BA TESON 1965 N. E. BATESON 3,

SILL LOCKOUT DEVICE Filed Aug. 4, 1964 5 SheetsSheet 3 92 INVENTOR NORMAN E. BATESON Nov. 9, 1965 Filed Aug. 4, 1964 5 Sheets-Sheet 4 Q! N i 1 I I Q j 1 iii L E Li DJ wyg INVENTOR l NORMAN E. BATESON fi-PE Nov. 9, 1965 N. E. BATESON 3,216,590

S ILL LOCKOUT DEVI GE Filed Aug. 4, 1964 5 Sheets-Sheet 5 INVENTOR NORM/1N E. BATE SON BY R m,

f w liq United States Patent 3,216,590 SILL LOCKOUT DEVICE Norman E. Bateson, Munster, Ind., assignor to Pullman Incorporated, Chicago, 11]., a corporation of Delaware Filed Aug. 4, 1964, Ser. No. 387,408 8 Claims. (Cl. 213-8) This invention relates to cushion railway cars in general and more specifically is directed towards improvements in cushion railway cars of the type having dual sill sections. In the copending application in the name of W. H. Peterson, Serial No. 196,320, filed May 21, 1962, there is disclosed a railway car having a pair of indeendently operable sill sections each movable relative to the car body as well as being movable relative to each other. Suitable means interconnects the sill sections in draft with the connecting means permitting slight cushioned movement of one sill section relative to the other. Buff forces also move one sill section relative to the other and ultimately act through a hydraulic cushion thereby protecting the lading from shocks and impacts which are normally applied when it is in the classification yard and the like.

As pointed out above, each of the sill sections is movable relative to the other while being interconnected to limit the total separation of the inner ends of the sill sections when the car is in draft to a value about equal to permissible run-in and run-out values. This limitation is required since in over-the-road service as for example, when the train is on downgrades, there is a tendency for the forces at the coupler acting in buif to load the cushion through the sill sections and if of sufiicient magnitude may cause gradual collapse of the cushion as the ends of the sill sections move together. Should the sill sections suddenly change from being loaded by buff forces tending to collapse the cushion to forces acting in draft as for example, when the train starts on the upgrade, the draft forces along with the force generated by the spring on the cushion will accelerate the spreading of the sill sections as they move to a normal separation in draft, and could possibly cause damage to the draft components on the car. Accordingly, total spacing of one sill section relative to the other is limited for protection of components and also since limitations are set on the run-in and run-out values permissible, these being established under A.A.R. standards, which for ease of description will be referred to as being of the order of about six inches.

The present invention is directed to a lockout means to join or interconnect one sill section to the other to thereby form a substantially straight through columnar sliding sill section which retains cushioned movement between the sill sections within prescribed standards, or a total of about six inches for over-the-road operation. Notwithstanding the interconnection of the sill sections, full cushion travel of the sill sections and draft components relative to the lading supporting structure is retained to protect the lading from shocks arising during over-theroad operation of the car. The use of the lock-out device permits the total separation of the sill sections to be increased to any desired dimension, for example, to the length of total travel of the cushion to permit one sill section to have full cushion travel without affecting the other sill section which could be backed up against another car, an abutment or the like. Suitable means is provided to actuate the lockout means in order to prepare the car for train service or over-the-road operation.

The advantages and benefits of the present invention will be more readily comprehended upon a consideration of the objects to be achieved and a detailed description of the more salient features of the invention to follow.

It is therefore an object of this invention to provide a new and improved lockout arrangement for cushioned railway cars of the type having independently movable sill ice sections which permit the sill sections to be separated any desired distance since they may be locked together to form a substantially unitary sliding sill, movable relative to the remainder of the car when the car is in over-theroad operation.

It is a further object of this invention to provide a new and improved locking device to interconnect two sill sections together to form a columnar-like center sill to resist buff and draft forces while retaining cushion movement relative to the remainder of the car.

It is a still further object of this invention to provide novel cushioning arrangement whereby the sill sections may be interconnected for over-the-road operation while maintaining free cushion movement between the sills as a unit and the car body to protect the lading against overthe-road shocks, said means interconnecting the sill sections being adapted to be automatically released when the car is undergoing classification, humping and the like.

Further and fuller objects will become readily apparent when reference is made to the accompanying drawings wherein:

FIG. 1 is an exploded fragmentary perspective view of a stationary center sill and the inner ends of sliding sill sections adapted to be positioned within the sliding sill and the accessory devices including the long travel cushion;

FIG. 2 is a perspective view of the sill sections and sill joining member including the locking device of the present invention;

FIG. 3 is a top plan view of the inner ends of the sill sections in their operative relationship in the car;

FIG. 4 is an enlarged cross sectional view taken generally along the lines 44 of FIG. 3 to illustrate the locking components;

FIG. 5 is an enlarged cross sectional view taken generally along the lines 5--5 of FIG. 3;

FIG. 6 is a cross sectional view taken generally along the lines 6-6 of FIG. 3;

FIG. 7 is an enlarged axial cross sectional view taken generally along the lines 77 of FIG. 3;

FIG. 8 is a top plan view similar to FIG. 3 illustrating the inner ends of the sill sections and cushioning arrangement when the sill sections are locked together and moved as a unit relative to the stationary center sill;

FIG. 9 is a view similar to FIG. 8 with the sill sections unlocked and one sill section moved relative to the other;

FIG. 10 is a view similar to FIG. 9 with the sill sections unlocked and one sill section moved relative to the other;

FIGS. 11, 12 and 13 are a fragmentary cross sectional view in elevation taken generally through the longitudinal center line of FIGS. 8, 9 and 10 respectively.

Referring now to FIG. 1, the sliding sill and cushioning arrangement incorporating the unique locking mechanism of the present invention is generally indicated by reference numeral 10. The railway car incorporating the mechanism may be of standard construction including a stationary center sill member 11., generally channel-shaped in cross section having flanged

leg portions

12 and 13 thereon defining a longitudinally extending sliding sill receiving pocket 14.

Disposed within the sliding sill pocket 14 is a sliding sill and cushioning arrangement indicated generally at 15 including a pair of

sill sections

16 and 17, which when in operative relationship within the stationary center sill 11, are in end-to-end relation. The inner end portions of each of the

sill sections

16 and 17 are spaced to allow movement independently of each other, with the total spacing being any desired distance which, for example, may be equal to the length of total cushioned travel.

A sill joining member 18 is carried by the section 17 and is formed of vertically spaced apart

yoke members

19 and 20 which overlie opposite sides of the web portion of the generally H-shaped sill section 16. A key member 21 is joined to the web of the sill section 16, and operates against the end of the cushion member 22 in the manner more completely described in the above identified application.

A cushion pad is received in an aperture 26 formed in the web of the sill section 16 after insertion of the web of the sill section 16 into the sill joining member 18. In this manner, the sill members are interconnected in draft by the

cross plates

23 and 24 on the sill joining member 18 acting against the cushion pad 25. Total compression (travel) of the cushion pad 25 is of the order of about 6 or 6 /2 inches, and in operation acts as -a stress relieving device in buff and draft. The hydraulic cushion 22 is held within the sliding sill 17 by means of a bottom cover plate 27 which is bolted thereto in the usual manner.

The sliding sill and cushioning arrangement 15 is held in the stationary center sill 11 by means of

plates

28 and 29 having stationary

key members

30 and 31 thereon. The

key members

30 and 31 abut the opposite end of the cushion 22 to prevent movement of the end of the cushion with the sliding sill and thereby causing it to compress to absorb shock loading forces. Additional keys are provided within the stationary sill in the manner shown in detail in the above mentioned co-pending application and therefore in the interest of brevity will not be redescribed.

Formed along the inside of the sill joining member 18 are a pair of locking pockets indicated generally at 32 and 33 which co-operate with a fluid operated sill locking assembly shown in perspective generally at 34. The relationship of these elements each to the other may be better understood by referring to the enlarged perspective view of FIG. 2. The silllock assembly 34 includes a generally T-shapcd mounting block 35 adapted to abut the rubber cushion 25 inside the pocket 26. A pair of

locking flipper members

36 and 37 are hingedly connected to the T-shaped block 35 and are adapted to be spread to be received in the locking pockets generally indicated at 32 and 33 in the yoke member 19. A similar pair of locking flipper members 38 and 39 (only 39 shown in FIG. 2) are disposed below the

locking flippers

36 and 37 and co-operate with locking pockets formed in the yoke member 20.

The vertical spacing between the

flipper members

37 and 39 and 36 and 38 respectively is suflicient to allow free movement with respect to the transverse web in the H-shaped sill section 16. A pair of

cam operator members

40 and 41 are positioned between the pairs of looking flippers and are joined to a generally U-shaped frame 42 which is connected to a fluid motor 43. A pocket 44 is formed in the web of the sill section 16 to accommodate and provide a mounting for the fluid motor 43. Actuation of the cylinder brings the

cam operators

40 and 41 between the locking flipper members causing the same to expand into the

locking pockets

32 and 33 to lock the sections together.

As seen in the plan view of FIG. 3, the sill locking assembly 34 is received in the pockets 26 and 44 in the web of the generally H-shaped sill section 16. The

locking flippers

36 and 37 are disposed above the web with the

counterparts

38 and 39 disposed below and cooperating with

locking pockets

32 and 33 formed in the yoke members 19 and 20' respectively.

The T-shaped mounting block 35 hingedly mounts the locking flippers 36-39 and abuts the resilient cushion 25 so that the sill sections are resiliently connected in buff and draft when the locking flippers are expanded into the associated locking pockets. In order to distribute the forces to the web 16' of the sill section 16,

elongated T-shaped backup blocks 60 and 61 are pro- 4 vided to prevent the web from cutting through the resilient cushion 25. v

The locking pockets in each of the yoke members :19 and 20 are identical in construction and therefore in the interest of brevity, only'one pair of pockets will be described in detail. The pair of locking pockets 32 in= clude a pair of longitudinally spaced angular side walls 45 and 46 terminating in straight bottom wall sections 47 and 48, which in turn merge with transverse walls giving the appearance of saw teeth when viewed in plan. The straight sections of the locking pockets at 46 and 47 allow slight relative movement between the sill sections even though the sill sections are locked together. Ob viously, any number of teeth may be provided depending upon the particular application and anticipated forces.

Similar

straight sections

49 and 50 are formed on each of the flippers for co-operation with the sections 46 and 47 in order to protect the draft components from impacts of abnormal magnitude and allow maximum ease in locking. Suit-

able springs

51 and 52 tend to urge the locking flipper members inwardly to the unlocked position when the

cam operator members

40 and 41 are moved axially to the position shown.

As best seen in the cross sectional view of FIG. 7, the fluid motor or cylinder 43 includes divided housings 53 and 54 with an impervious diaphragm 55 therebetween. A suitable band 56 joins the housings 53 and 54 to clamp the impervious diaphragm therebetween and from two chambers in the cylinder. A piston plate 57 is disposed in one chamber and has a piston rod 58 integral therewith which projects through the casing half 53. The piston rod 58 is threaded at its outer end and joined as at 59 to the U-shaped operating frame 42.

The other chamber is provided with a fluid inlet 60 through which fluid from a suitable source may be supplied to move the impervious diaphgram 55 towards the casing half 53. A spring 61' serves to return the diaphragm to the position shown in the absence of pressure in the closed chamber. Referring once again to FIGS. 3 and 6, mounting

lugs

62, 63', 64 and 65' are joined to the web of the sill section 16 and serve to co-operate with the bosses formed on the housing 53 to mount the cylinder n'gidly on the sill section 16.

Pressure applied to the working chamber of the cylinder causes the piston rod 58 to extend from the cylinder moving the operating frame 42. As the piston rod 58 extends, the operating frame 42 moves longitudinally within the elongated slot 66 formed in the web of the sill section 16 drawing with it the

cam operators

40 and 41. The

cam operators

40 and 41 cause the locking

flippers

36 and 37, and 38 and 39 respectively, to move into the co-operating locking pockets formed in the

yokes

19 and 20 in the sill joining member 18. Accordingly, forces applied to one sill section are transferred through the sill joining member 18, resilient cushion 25 and locking assembly 34 to the counterpart sill section and the sills move in unison as if they were a single column, subject to the slight relative movement previously noted. This will become more apparent on description of FIGS. 8-10.

Referring now to FIG. 8, the

sill sections

16 and 17 are illustrated in their operative relation within a stationary center sill 10 which has the top 11 cut away to illustrate'the detailed features of the sliding sill section arrangement. The inner end of the sill section 16 is shown at 62 while the inner end of the sill section 17 is denoted by reference character 63. As illustrated, the total spacing between the :sill sections may be any desired distance which for example, in illustrating the present invention has been chosen to be slightly greater than the length of travel ofthe cushion 22. In FIG. 8, the lockout device 34 has been actuated or locked, to expand the locking

flippers

36 and 37 into the associated locking pockets 32 and 33 to join the

sill sections

16 and 17 together through the resilient cushion 25.

As illustrated in the plan view of FIG. 8, and the corresponding elevational view of FIG. 11, the

sill sections

16 and 17 have moved relative to the stationary sill in the direction of the arrows a distance equal to the full travel of the cushion 22, with the tongue 21 engaging the end 64 of the cushion while the stationary keys 31 and 31' have held the opposite end 65 from movement. Accordingly, during movement of the

sill sections

16 and 17, the cushion is compressed together with the return spring 66' to absorb and dissipate the energy of impact. As shown in FIG. 8, the

sill sections

16 and 17 have moved as a columnar unit in the direction of the arrows, because the sill sections are substantially rigidly joined when the locking device is actuated as shown. By substantially rigidly it is meant that the only relative movement permitted between the

sections

16 and 17 is that available through the resilient connection formed by the resilient cushion and slight movement between the locking flippers 36-39 and corresponding locking pockets described above. This, however, is well within limitations on run-in and run-out imposed by A.A.R. standards, and serves to relieve stresses which are insufiicient to cause movement of the sill sections relative to the lading.

Referring now to the plan view of FIG. 9, and the corresponding sectional view in elevation of FIG. 12, the dual sill arrangement of FIG. 8 is shown with the locking flippers 36-39 in the unlocked condition and the

sill sections

16 and 17 in the respective positions occupied after an impact has been applied to the sill section 16, but before the sill section 16 has been returned or extended. Assume for example, that under the above impact conditions the sill section 17 is held from movement by being against a car having the brakes set or the like when the impact is applied to the sill section 16. During movement of the sill section 16, the tongue 21 engages the end 64 of the cushion 22 While the

keys

31 and 31 and abutment blocks 67 and 68 carried by the sill section 17 hold the end 65 of the cushion 22 against movement. The inner end 62 of the sill section 16 is spaced a slight amount from the innerend 63 of the sill section 17 after complete collapse of the cushion, so as to permit complete independence in the operability of one sill section relative to the other. By permitting the separation of the ends of the sill to equal the total travel of the cushion, the

sill sections

16 and 17 may be made of lighter construction since the required resistance to flexure under compressive loads is reduced. A marked reduction in the total compressive load transferred from one sill section to the other is obtained by permitting the major portion of the dynamic load to be dissipated in the cushion.

FIGS. 10 and 13 illustrate the relative position assumed by the

sill sections

16 and 17 on a bull impact applied to the sill section 17 in the direction of the arrows. Under this arrangement the stops 67 and 68 engage the end 65 of the cushion 22 and urge it in the direction of the arrows. The opposite end 64 of the cushion 22 is engaged by the non-movable or stationary key 38 attached to the

flanges

12 and 13 of the stationary sill section and a corresponding key in the stationary sill (FIG. 3). As the sill section 17 moves in the direction of the arrows, the cushion 22 is fully compressed to protect the lading and the structural components of the car.

The dimensional relationship of the inner ends 62 and 63 of the

sill sections

16 and 17 in the embodiment shown is such that full collapse of the cushion is permitted without engagement of the

ends

62 and 63 of the sill section for the reasons previously noted. As explained above, it is obvious that the initial spacing of the sill sections at rest or after impact may be increased or decreased any desired amount depending upon the requirements of the design and associated considerations.

As is evidenced by an inspection of FIGS. 9, 10, 12 and 13, the novel locking arrangement of the present invention permits operation of the

sill sections

16 and 17 independently of each other. As shown in FIGS. 8 and 11, when the

sill sections

16 and 17 are resiliently joined together through the actuation of the locking assembly 34, they move as a columnar unit relative to the stationary center sill 11, assuming the forces are sufiicient to overcome the resisting force of the hydraulic cushion 22. Consider, for example, the car as being in over-the-road operation and forces are applied which tend to accelerate the

sill sections

16 and 17 in one direction or the other. Assume further, that the rate of acceleration of the

sections

16 and 17 as a columnar unit is faster or slower than the acceleration of the stationary center sill 11 supporting the lading. Under these circumstances, the

sill sections

16 and 17 will move relative to the center sill 11 activating the cushion 22 in the manner shown in FIGS. 8 and 11 to protect the lading. Obviously, if the accelerating forces are in the opposite direction from that shown in the figures, the cushion will be held against the fixed keys 30 and 31' and the end 65 of the cushion 22 then moves with the stops 67 and 68 to close the cushion.

The foregoing discussion presupposes that the applied forces are suflicient to overcome the resisting forces of the cushion 22. Prior to actuation of the hydraulic cushion 22, the rubber cushion 25 is compressed absorbing the initial shock or impact of the accelerating force, and also those impacts arising in train operation which are insuflicient to actuate the hydraulic cushion 22. Throughout this movement, the couplers (not shown) which are mounted on the ends of the

sill sections

16 and 17 remain spaced apart a substantially constant distance as long as the

sill sections

16 and 17 are locked together. By substantially constant distance it is meant that the normal limitations on run-in and run-out permitted during operation under prevailing standards remain available to protect the sill sections, couplers, and associated components. However, it is contemplated that total movement of one section relative to the other will not exceed established standards. In the present design, the rubber cushion 25 which resiliently joins the sill sections in both draft and buff when they are in the locked condition permits one sill section to shift slightly relative to the other. In addition, high impact or shock forces occurring when one sill sect-ion is fixed and a longitudinal impact is applied to the opposite sill, the locking members are free to move 5 slight amount for example, approximately one inch, due to the unique construction of the locking assembly 34. Obviously, forces of this magnitude are not anticipated in normal train operation and such movement is only provided primarily to protect the sill section from forces which conceivably could occur and possibly cause damage.

It is contemplated that the fluid motor 43 will be connected to a suitable source of fluid supply which, for example, may comprise the trainline on the railway car. Other forms of fluid supply are equally suitable, and it is further contemplated that control of such supply will be in the engine of the train. When the car having the sill arrangement above described is made up Within the train for over-the-road service, the energizing or filling of the brake cylinders with air preparatory to leaving the yards causes the cylinder or fluid motor 43 to come under pressure, actuating the U-shaped frame 42 to move the

cams

40 and 41 axially, locking the sill sections together for over-the-road service.

When the car is disconnected from the train, the air supply is lost, de-energizing the cylinder or fluid motor 43 and permitting the spring 61 to return the frame 42 to the position shown in FIG. 7. The locking flippers 3639 are drawn toward each other by means of the

springs

50 and 51, and the

sill sections

16 and 17 now function independently of each other as described above.

Although the present invention has been described in connection with a single embodiment, it is not intended that this embodiment nor the language employed in dell scribing the same be li miting inasmuch as such was done in the interest of clearly describing the invention. Therefore, any limitations imposed are intended to be within the spirit and scope of the appended claims.

I claim:

1. A railway car having a pair of sill sections, each of said sill sections being mounted in said car in substantial longitudinal alignment and being longitudinally movable relative to said car and each other, cushion means interposed between the inner ends of said sill sections and operable to absorb forces in buff and draft applied to said sill sections thereby to protect the lading carried by said car, means interconnecting said sill sections in draft to limit the total separation of said sill sections when in draft, lockout means to selectively fix said sill sections against movement relative to each other in buff and draft to form a substantially rigid column-like sliding sill, said lockout means being operable to join said sill sections with out impairing the free cushion movement of said sill sections as a unit relative to said car whereby over-the-road shocks in buff and draft will be absorbed and dissipated.

2. In a cushion underframe railway car having a lading protection energy absorbing cushioning means acting between the car body and a sliding sill including a plurality of endwise positioned sill sections for absorbing a portion of the energy of the impact at the couplers carried at the remote end of said sill sections and thereby protectingthe lading carried by the car from damage, each of said sliding sill sections being movable relative each to the other upon buff impact from a neutral position and restored to said neutral position by said cushioning means wherein the length of said sliding sill between the remote ends thereof is of a selected length, the improvement comprising locking means joining said sill sections each to the other for movement relative to said car as a column-like member of fixed length, said locking means being mounted on said one sill section and engageable with the other sill sections to permit free travel of said sill sections relative to said car whereby cushioned movement of said sill sections relative to said car is retained while said sill sections retain a fixed length in buff and draft after said locking means is engaged.

3. In a railway car having a stationary center sill extending lengthwise thereof, a sliding sill unit and cushioning arrangement including a plurality of endwise positioned sill sections slidably received within said stationary center sill, means interconnecting said sill sections for movement of said sections relative to each other within said stationary sill an amount in excess of normal run-in and run-out limitations, and lading protection cushioning means operative in conjunction with each of said sliding sill units, the improvement comprising the provision of lockout means to selectively fix said sill sections against movement relative to each other thereby to form when locked out a substantially rigid straight through sliding sill movable relative to said stationary sill and operative to compress said cushion means when said sill sections move as a unit relative to said stationary center sill, while maintaining movement of said sill sections relative to each other within prescribed operational limitations.

4. In a railway car having a stationary center sill, a pair of sill sections slidably received in said stationary sill, each of said sills having the inner end thereof longitudinally spaced from the other, means interconnecting said sill section in draft to limit the total separation between the inner ends thereof without impairing the free movement of each of said sections relative to said car and each toward the other, and cushion means interposed between said sill sections, the improvement comprising providing lockout means to selectively fix one of said sill sections relative to the other with the inner end thereof being spaced the total length of said cushion in the neutral position, said lockout means being disposed internally of said stationary center sill on said sill sections thereby permitting cushioned movement of said interconnected sill sections relative to said car to protect said lading during over-t-he-road operation while maintaining the length between couplers carried by each of said sill sections substantially constant.

5. A railway car having a stationary center sill slidably receiving a pair of sill sections in substantial longitudinal alignment, said sill sections having the inner end thereof spaced apart and being movable relative each to the other and relative to said stationary center sill, cushion means between the inner ends of said sill sections, abutment means carried by said center sill acting to hold one end of said cushion means from movement relative to said stationary center sill when an axial force is applied at the opposite end of one of said sill sections towards said abutment means, means interconnecting said sill sections in draft to limit the total separation between the inner ends thereof, and lockout means to join one of said sill sections to the other for over-the-road operation of said car, said lockout means precluding substantial relative movement between said sill sections while permitting longitudinal movement of said sill sections as an integral columnar unit relative to said car, such movement compressing said cushion means against said abutment and thereby protecting the lading carried by said car.

6. The railway car of claim 5 wherein said lockout means is moved to the locked position by a fluid motor mounted internally of said stationary center sill.

7. A railway car having a pair of sill sections, each of said sill sections being mounted in said car for movement relative to said car and movement relative to each other, cushion means operatively associated with said sill sections and being active to absorb and dissipate forces applied in buff and draft to each of said sill sections substantially independently of each of said sill sections thereby to protect the lading carried by said car, means interconnecting said sill sections in draft which limits the total separation of one sill section relative to the other, the total separation being in excess of acceptable limitations on run-in and run-out, and Lockout means to fix one sill section relative to the other to maintain run-in and run-out values within acceptable limitations while permitting cushioned movement of said sill sections as a columnar unit relative to the remainder of said car.

8. In a railway car of the type having a stationary center sill forming a part of the underframe and being adapted to support lading, first and second sill sections slidably mounted in substantial longitudinal alignment in said center sill, said sill sections being connected in draft and movable relative to each other and said stationary center sill, the improvement comprising the provision of lockout means operatively interconnecting one sill section to the other for over-the-road service of said car, said lockout means joining said sill sections together so as to form a column of relatively fixed length and permitting said sill sections to be spaced any desired distance and movable independently of each other when said lockout means is deactivated.

References Cited by the Examiner UNITED STATES PATENTS 2,305,518 12/42 Dean 2l3'8 ARTHUR L. LA POINT, Primary Examiner.

EUGENE G. BOTZ, Examiner.

Claims

5. A RAILWAY CAR HAVING A STATIONARY CENTER SILL SLIDABLY RECEIVING A PAIR OF SILL SECTIONS IN SUBSTANTIAL LONGITUDINAL ALIGNMENT, SAID SILL SECTIONS HAVING THE INNER END THEREOF SPACED APART AND BEING MOVABLE RELATIVE EACH TO THE OTHER AND RELATIVE TO SAID STATIONRY CENTER SILL, CUSHION MEANS BETWEEN THE INNER ENDS OF SAID SILL SECTIONS, ABUTMENT MEANS CARRIED BY SAID CENTER SILL ACTING TO HOLD ONE END OF SAID CUSHION MEANS FROM MOVEMENT RELATIVE TO SAID STATIONARY CENTER SILL WHEN AN AXIAL FORCE IS APPLIED AT THE OPPOSITE END OF ONE OF SAID SILL SECTIONS TOWARDS SAID ABUTMENT MEANS, MEANS INTERCONNECTING SAID SILL SECTIONS IN DRAFT TO LIMIT THE TOTAL SEPARATION BETWEEN THE INNER ENDS THEREOF, AND LOCKOUT MEANS TO JOIN ONE OF SAID SILL SECTIONS TO THE OTHER FOR OVER-THE-ROAD OPERATION OF SAID CAR, SAID LOCKOUT MEANS PRECLUDING SUBSTANTIAL RELATIVE MOVEMENT BETWEEN SAID SILL SECTIONS WHICH PERMITTING LONGITUDINAL MOVEMENT OF SAID SILL SECTIONS AS AN INTEGRAL COLUMNAR UNIT RELATIVE TO SAID CAR, SUCH MOVEMENT COMPRESSING SAID CUSHION MEANS AGAINST SAID ABUTMENT AND THEREBY PROTECTING THE LADING CARRIED BY SAID CAR.