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Патент USA US3030899

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April 24, 1962
|_. D. BARRY
Filed May 12, 1954
5 Sheets-Sheet 1
April 24, 1962
Filed May 12, 1954
5 Sheets-Sheet 2
April 24, 1962
Filed May 12. 1954
5 Sheets-Sheet 3
April 24, 1962
Filed May 12, 1954
5 Sheets-Sheet 5
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Patented Apr. 24, 1962
Leonard D. Barry, 19300 Pennington Drive, Detoit, Mich.
Filed May 12, I954, Ser. No. 429,300
7 Claims. (Cl. 105-8)
This invention relates to the ends of railway passenger
or express type cars ‘and in particular to an improved en
position. FIGURE 8 shows the extension about to en
gage in a conoid recess on an approaching car.
FIGURE 9 is a perspective view of a telescoping shield
FIGURE 10 is a perspective view of the car end mem
ber detached from the car. The view is taken looking
from the rear to the front of the car and shows the posi
tioning and stabilizing controls.
closure for passage between cars. According to this in
FIGURE 11 is a sectional view of the rain gutter pro
vention the passageways are pivoted to the ends of the 10 vided on the adjacent faces of both the car body and car
cars and arranged to turn with the car’s trucks and cou
end unit.
FIGURE 12 is a perspective view of the framing of the
Present enclosed passages between functionally in
end of the car body and includes a removable portion of
dependent cars are provided by passage frames and dia
the ceiling and shows the swivel arms from the car end
phragms, which are bulky and prevent the cars from 15 unit in position.
rounding sharp curves.
FIGURE 13 is :a perspective view of the passageway
The primary object of this invention is to provide a
taken from the interior side.
wide enclosed passageway between coupled cars which
FIGURE 14 is a side elevation of a pivot joint.
will permit the cars to travel around sharp curves such
FIGURE 15 is a plan view of a variation of the car
as encountered on street railways.
20 end, the end passage and doors- being closed.
A further object is to eliminate the movements and ac
FIGURE 16 is an end View of the car type shown in
companying noises of diaphragm face plates scraping on
each other by tightly locking them together and providing
FIGURE 17 is a plan view of a portion of two coupled
means, which can be kept greased, within each passage en
cars of type shown in FIGURE 15 rounding a curve with
closure to take care of movements between the coupled 25 end passage open.
FIGURE 18 is a perspective view of the front end of
Another object is to reduce the width of the upright
the car type shown in FIGURE 15.
portions of the passage vframe over that required for exist
FIGURE 19 is a perspective view of the passage frames
ing closed passage arrangements. It is desired to so
in closed relation as provided on the car of FIGURE 15.
reduce the width of these plates that when used at the 30 FIGURE 20 is a perspective view of the truck frame
head end of a multiple-unit car the operator can have
with attached swivel passageway and draft gear for the
a view of the track ‘and roadway ample for operation of
car of FIGURE 15.
the car in traffic on city streets.
FIGURE 21 is a perspective view of a modi?ed portion
It is a further object to enable automatic coupling of
of FIGURE 20 in which the passageway is supported on a
the cars, train lines, and passageways. *It is an object to 35 swinging bolster at the ?ront end of the truck.
provide ‘alignment between parts about to be coupled even
FIGURE 22 is a broken perspective showing the swivel
when the cars are on a sharp curve.
ing passage end doors and car body of the car type shown
It is a further object to provide a car end and passage
of this invention which can be coupled to standard exist
ing equipment.
It is an object to provide a swiveling car end combining
the following features, minimum loss of car floor space,
in FIGURE 15.
FIGURES 23 and 24 are sections respectively taken on
40 lines 23-23 and 24~24 of FIGURE 22.
FIGURES 25, 28, and 29 are plan views of still other
variations of the car end.
rugged construction, enclosure against outside noises and
FIGURE 26 is an expanded View illustrating the assem
weather, quiet in operation, all metal enclosure eliminat
bly of the car end and truck to the car body of type
ing the diaphragm or other exposed fabric required, en 4.5 shown in FIGURE 25.
ables the operator to have a full view of the track and
right-of-way, and enables ground-level-loading side doors
FIGURE 27 is a perspective view illustrating a varia
tion of the type illustrated in FIGURE 25 .
to be located ‘at the end of the car. All of these objects
are obtained in the preferred embodiment.
FIGURE 30 is a perspective view of the car end swivel
of type illustrated in FIGURE 29 and is taken
looking from the rear toward the front of the car.
Other and further objects and advantages may become
FIGURE 31 is a perspective view of the car end of the
apparent in study of this disclosure.
type shown in FIGURE 29.
This invention is a continuation in part of my copend
FIGURE 32 is a side elevation of the coupler and car
ing patent application Ser. No. 146,767 of ?ling date
February 28, 1950, now abandonded, which discloses one 55 end turning linkage and associated parts.
FIGURE 33 is a perspective view of the preferred
form of this novel car end with swiveling passageway as
end passage arrangement for curved end passenger
applied to a multiple-unit car featuring automatic coupling
or goods express cars in which end windows are not
and uncoupling at speed and enclosed passages between
Referring to the drawings and in particular to FIG
Accompanying ‘drawings illustrate a few of the many 60 URES l and 2, coupled cars 40 and 42 each have a similar
possible variations of this invention in which:
car body 44, and the ends of the cars shown can ‘be con
FIGURE 1 is a plan view of portions of two coupled
sidered as opposite ends of the same car. Each car has
cars of the preferred type for street railway service as they
a front car-end swivel unit 46 and a rear swivel unit 48.
round a curve.
Each car body 44 is supported on car ends 46 and 48
The car ends
46 and 48 each turn on the same axis as their supporting
FIGURE 2 is a perspective view of the front end of the 65 and each end supported on a truck 54}.
car type shown in FIGURE 1.
FIGURES 3, 4, 5, and 6 are respectively sections taken
on lines’ 3—3, 4‘—-4, 5-5, and 6~6 of FIGURE 2.
Each car end, FIGURE 10, is pivotally secured to the
FIGURES 7 and 8 illustrate in section the preferred
car body 44, FIGURE 12,‘ at an upper pivot 52 and a
means to key the passage frame of coupled cars together. 70 lower pivot 53 on respectively upper arm 54 and lower
FIGURE 7 shows a conoid extension interlock in recessed
arm 55 secured to the car end unit. Arm 55 is supported
pin 96 passes. Pin 96 is secured to the legs of channel
on the pivot of truck 50; car body 44 sets on arms 54
and 5S; and pivots 52 and 53 secure the car body to the
end units for safety, so that in case the car is derailed
80 and can be removed to disassemble the passage frame
from channel frame 80. The link 94 is held from turn
ing on pin 96 by vertically aligned rods or shafts 98 and
99 respectively secured to the top and bottom sides of
link 94. Rods 98and 99 respectively extend through holes
100 and 101 in angle clips 102 and 103. Clips 102 and
the end units will not drop off. FIGURE 14 shows the
typical pivot 53 with retainer ring 56 and thrust bearings
57 pivotally fastening arm 55 to car body 44 below the
floor 58.
Referring again to FIGURES 10 and 12 the typical car
end 46 has a rigid frame that ?ts against the car .body' 44
around an are 59 having a radius to the axis of the sup
103 are secured to the inner passage frame 86. Spring
92 is held in place around rod 98 between angle clip 102
10 and link 94.
porting truck’s swivel whereby the car end is enabled
to turn on pivots 52 and 53 and enclose the end of the
car. The arc’s radius is preferably larger than half the
width of the car, providing an are less than a semicircle,
Thus the frame 76 is free to have vertical
movement on shafts 98 and 99. Spring 104 beneath link
94 on shaft 99 and above clip 103 limits the bouncing
of frame 76 on spring 92.
Referring to FIGURES 2, 7, and 8 the outer passage
so that the car end unit can swing around a considerable 15 frames 84 and 84' of coupled cars are keyed together both
vertically and transversely by the engagement of locating
amount without bumping the car body or Without itself
or keying means comprising conical extensions 108 spaced
being rounded at the ends of the arc. In this the pre
‘about the passage frame 84 so as to engage in conical
ferred type it should be noted that the arc of turning is
recesses 110 on the meeting passage frame 84' to prevent
concave on the car end unit. That the radius be swung
from the center line of the car body is preferred but not 20 the face plates between coupled cars from sliding on each
other while coupled. The cones 108 are stampings and
an absolute requirement.
have a ?ange 112 which is ‘forced against the frame 84
The end units 46 and 48 are shown by FIGURE 1 not
to require any movement therebetween on a ?at curve Le.
a curve in one plane. All turning movement is taken as
shown between car bodies 44 and their swivel end units
and substantially none between coupled end units. The
coupled end units are as a car in themself to which the
car bodies are articulately supported.
The car body plan provides a conveyor aisle 60 to en
able quick and clear passage to the rear of the train and
a standing aisle 62 to enable forward passenger movement,
passage to and from seats, and added standing capacity
on the cars.
by spring 1114 engaged between the inner face of cone
108 and pocket 116 secured by U-shaped bracket 118 to
frame 84. By this arrangement the conical projections
are caused to recess within the U-shaped bracket when
ever an abnormal force represented by arrow FIGURE 7
is acting. The cones are thereby arranged to recess ?ush
whenever the car is coupled to one not provided with
projecting and reverse cones.
The twisting of one car with respect to another as when
the cars enter a banked curve cause the outer passage
frames which are tightly locked together on coupled cars
to move on their respective inner passage frames. The
The car end unit 46 is arranged and designed to provide
maximum utility of the space, to be rugged and yet have 35 total movement between cars thus provided for is the
sum of the movements provided between the inner and
a high degree of convenience and visibility for the oper
outer frames on both cars. Additional twist would be
ator. The loading doors 64 are located directly opposite
the operator’s seat 66 so that he can function most efficient
taken by the usual spring suspension provided by the
trucks and distributed to other cars in the train. Exces
ly to control the doors 64 and collect fares in box 68,
which is pivoted to controller 70 to swing out ofthe way 40 sive twist could recess the cones A108 to the position shown
when not in use. Steps 72 enable the patrons to board and
leave at street level, made possible since the truck 50 is
in FIGURE 7.
their car end units. Movements are provided to compen
mounted flush in openings in frame 84, and auxiliary
safety coupler 128 and engagement opening 130 replacing
Between the car end framing 80 and the inner passage
frame 86 are pocketed compression springs 120 shown
rearward from the front end unit which includes the steps
in FIGURES 5, 6, and 13 and distributed aboutthe pas
72 and door 64. End passage door 74 is hinged to open
against the operator’s control station 70, or can be hinged 45 sage to hold the inner passage frame extended from the
car end framing 80. The outward movement islimited
to close off the steps 72 and doors 64.
by pin 96 engaging the end of .link 94 on the vertical
An interlocking passage frame 76 is provided on each
positioning arrangement.
car end 46 and 48 and has narrow vertical side members
Tight-lock coupler 122 is provided and arranged to
78, which increase the visibility for the operator over
50 retract in opening 124 in passage frame 84. Flush mount
present diaphragm types.
ing electrical and air or hydraulic couplers 126 are
Passage frames 76 are allowed certain movements on
sate for vertical movement between car ends; twisting of
the safety chains between cars are arranged for auto
the cars enter a banked curve; and for in andout coupling 55 matic coupling and release and are disclosed in my patent
application herein referred to. The swiveling of the pas
movement to maintain a tight closure between passage
sage frame provides for convenient application of these
frames. FIGURES 3 through 6 and 13 illustrate the pas
control and safety couplers.
sage frame details which enable these movements.
The cars, in addition to the coupling shown, can have
An end passage frame 80, in section channel shaped,
one car end on the coupled car end, which occurs when
is secured to tubular post members 82 with legs extend 60 additional air and electrical connections which together
with the recessing feature of cones 108 would enable the
ing endward, one post being on each side of the opening
cars to be coupled to present standard equipment.
for the car end door 74.
The end of the car body 44, FIGURE 12, is preferably
The moveable passage frame 76 is composed of an outer
a rolled plate closure member 132, and the car end'unit
frame 84, which is arranged to provide clearance 85
around the ?xed frame 80, and an inner frame 86, which 05 46 has closure plates 134 as part of the structure thereof.
The end plates are cut to provide a wide passage open
fronts against the-back of outer frame 84 torforrn a ?exible
ing 135 between the end unit and car body. A small
web channel section, see FIGURE 13. The inner frame
clearance normally exists between plates 132 and 134 and
is held against the outer frame by ?at bar pieces 88
any other plates therebetween to enable easy turning of
welded to the outer frame. Springs 90 are secured under
a coiling force one leg to the inner frame 86 and the other 70 the end unit, provide for weather stripping or insulating
material 136 which seals this clearance, and to eliminate
leg to the outer frame _84 and arranged so as to center
the need for a lubricant between the plates. [Rain gutters
the outer frame on the inner frame, see FIGURES 4
137 recessed in the faces of plates 132 and 134 over
and 6.
opening 135 are shown in section FIGURE 11.
The passage frame 76 is held in place vertically on
frame 80‘by spring 92 hearing on link 94 through which 5
Where sharp curves are encountered the car end unit
is turned a considerable amount and telescoping shield
members 138, FIGURE 9, are provided between the car
body and car end unit. Shield 138 is curved to slide
around in groove 1140 on the end unit 46. Vertically
straight with straight track, will not needlessly rock or
oscillate relative to the car body and that the car end
unit will be less subject to quick sideWise movements
than without. The solenoid valve can be omitted and
pressure left on the cylinders if desired. If solenoid
wise slots 143 and 144 are secured to the end unit side
valve 188 is omitted vacuum relief valve 192 may be
of the shields 138 along the inner edge thereof. Levers
omitted and its line closed off.
145 and 146 are each pivotally secured loosely at one end
When the car 40 turns right the piston of the right
to closure plates 134 on the swivel end units and are
cylinder 1176 is compressed according to the amount of
secured by headed pivot pins 148 one vfastened on the 10 turning and the piston on the left extended. When the
opposite end of each lever 145 and 146 and engaged
car turns left the piston on the right remains at the rod
loosely in slots 143 and ‘144 respectively. Levers 145
end of cylinder L176 and the piston on the left moves to
and 146 are parallelly linked together by rod 150 and
the head end of cylinder 174. When the car returns from
forced toward a horizontal position by tension spring 152.
a left hand turn vacuum relief valve ‘192 opens if sole
This lever linkage arrangement forces the shields 138 15 noid valve 188 is closed to restore air exhausted through
around groove 141} inward to the end of travel as arms
pressure relief valve 191}.
145 and 146 are brought toward horizontal position by
If the end units were reduced to only include the pas
spring 152. The outer edge 154 of each shield 138‘ is
sageway as the swiveling portion a resulting unit could
turned toward the car body to engage outward turned
be represented by the variation shown in FIGURES
edge 156 on the car body end, FIGURE 12. The engage
ment of edges 154- and 156 with further turning of the
The front of rapid transit car 2110 is provided with
car end unit out of alignment with the car causes shield
windows 2111, 262, 203, and 264 to enable the operator
138 to move outward and maintain an enclosed surface
to have a good view of the right-of-way. Windows 202
when the car is on a sharp curve as in FIGURE 1. Shields
and 203 are respectively in doors 2196 and 207, which upon
138 are returned as the car end is aligned with the car 25 being opened or closed move in top guide track 210 and
body by action of springs 152 on levers 145 and 146.
bottom guide 211. Along the meeting edges of and en
A ‘removable ceiling panel .164 is put in place after the
closed within a pocket 214 in each door frame 206 and
car body is set on and secured to the end units, see FIG
207 is an enclosure roll 216 and 217 respectively. These
positioned U-shaped channel members 142 having length
URE 12.
As an alternative construction arm 54 could
rolls are held in wound up position by springs arranged
be inserted.
30 in the same manner as on window shade rolls. The outer
The end unit 46 is guided to turn with truck 50 by
ends of enclosing rolls 216 and 217 are connected to
means such as springs 166 pocketed ‘between the lower
passage frames 220 and 221 respectively. The upper por
arm 55 and the truck frame 170. The truck frame has
tion of the enclosure rolls is preferably a transparent mate~
stops 172 to hold springs 166. Springs 166 allow truck
rial for added visibility on curves. The upright portion
56 to have considerable play relative to the end unit where 35 of each passage frame has projections 1118 and correspond
end units are coupled together, but direct the free end
ing depressions 110 which interlock with those of join
unit (uncoupled) to turn wth the truck on curves where
ing cars so that when the operator opens doors 206 and
by couplers and passages are aligned wherever cars ap
207 and passage frames 226 and 221 the passage frames
proach for coupling. The spring~guided end units 46
of the adjoining car are thereby opened to prevent an
and 48 can be tightly locked together while the trucks 40 opening to the outside. Doors 2% and 207 are held
follow the track entering curves and making turns moving
steady by means such as pinch clamps 224 in principle
relative to the car end units.
To insure that the car end units will be aligned straight
on straight track, will not needlessly rock or oscillate
similar to those used on car window curtains. When
doors 206 and 207 are opened, windows 2111 and 204
are respectively overlapped with windows 202 and 203.
relative to the car body and to stabilize their movements 45
Truck frame .230, FIGURE 20, includes an extension
the movement of the car end is preferably limited by an
231 which guides draft-gear-housing arm 232 to turn with
air control arrangement, FIGURE 10.
A stabilizing cylinder 174 and an alignment cylinder
the truck frame and have relative movement with respect
thereto. Springs 1646 are again arranged to provide this
movement similarly as in FIGURE 10. The stabilizing
176 are secured to the underframe of car body 44. The
piston of cylinder 174 is pivotally linked to an arm 178 50 and alignment control of FIGURE 10 is omitted, since
extending from the left side of arm 55 whereby the turn
the pendulum effect of the end is reduced and the oper
ing of the car end 46 relative to body 44 moves the
piston of cylinder 174. The piston of cylinder 176 to
ator and passangers are not turned with the truck. Pas
sage platform 234 is mounted on draft-gear arm 232 and
gether with its rod 180 which supports roller 182 at its
is supported from truck frame 230 by springs 236; or
end is located with respect to an arm i184 extending from 55 when swinging bolsters are provided to support the car
a swinging bolster arrangement 237 providing a similar
the right side of arm 55 that at the outer limit of travel
of rod 180 arm 184 when engaged with roller 182 in
movement for the car end platform 234 as is provided
dicates alignment of the car end unit with the car body.
for the car is added to the truck extension 231 as shown
The bore of cylinder .176 is slightly larger than that of
in FIGURE 2.1. Bolster 237 is connected to and supports
cylinder 174.
60 platform 234 on each side of the truck.
Air pump 186 supplies pressure through solenoid valve
188 to the heads of cylinders 174 and 176. Pressure
'In truck frame 235 an opening 238 is provided for
cylinders 174 and 176 are provided with limiting breather
242 and engages a truck coupled thereto in hole 244.
tight-lock coupler 122. Other openings 242 and 244 in
frame 230 are provided through which auxiliary safety
relief valve 190 set to releive excessive pressure and vac
uum relief valve 192 are provided in the lines between
couplers 128, FIGURE 20, operate and hold. One aux
solenoid valve 188‘ and the cylinders. The rod ends of 65 iliary coupler 128 is attached to each truck through hole
The tight-lock coupler 122 with draft-gear arm 232, end
Solenoid valve 188 is preferably controlled by the
platform 234, passage frames 221i and 221, and cover
operator to admit pressure to head ends of the cylinders
or roof 248 pivot with truck 250 on the axis of the truck’s
forcing their pistons outward. The pressure in the cylin 70 swivel.
Platform 234 and cover 248 are curved to slide against
lders and arrangement being such that the car end will
‘curve 252 on the end of car 2611. Curve 252 has a radius
tend to be aligned with the car body but will be free
to the pivot axis of truck 25%. Platform 234 and cover
to turn with the truck or coupling.
, 7
248 each have grooves 254 and 255, FIGURE 22, in which
When the car end is operating uncoupled the pressure
on the cylinders will assure that the car will be aligned 75 respectively passage frames 22th and 221 operate. Pas
ori?ces 194.
322 tend to turn ?rst in the reverse direction of the turn
sage door frames 220 and 221 open from the middle out
ward to form a wide passageway. Cover member 248 is
pivotally secured at 258 to the roof framing 260 of car
200 on a centrally located arm 262 on cover 248 and
as shown FIGURE 29, but with the use‘ of swinging bol
sters, as usually provided, the car body ends have the
opportunity to align themselves more perfectly and so
supported to the roof of the car along curve 252 by wheel
264 engaging in channel 266 which is curved around the
front of the car body. Cover 248 is turned with the
only tends to occur ‘between coupled cars with the swivel
axis of the car end unit endward of the truck’s swivel axis.
shifting of the truck through platform 234 and rigid pas
‘Car ‘body 323, comprising sides 324 and 32S, ?oor 326,
roof 327, sill 328, and end shields 329 secured together
sage frames 220 and 221.
diminish or prevent this occurrence.
Additional bracing between
This reverse swing
the cover 248 and platform 234 or between the arms 262 10 as one piece, has end units 322 pivotally mounted to the
car body on pivots 332 and 333. Pivots 332 and 333 are
and 232 can be added if needed to prevent twisting and
Nertically in line and form a pivot axis located near the
bending of the passage frames 220 and 221.
ends of the car. Each end unit 322 has a passage frame
The truck with attached passageway and couplers pre
76, ?oor 336,'roof or ceiling 337, front 338, and side
sents a front which is always practically at right angles
to the track tangent thereby permitting approaching car 15 shields 339. Shields 329 cooperate with shields 339 to
maintain a complete enclosure when the car ends pivot.
couplers and passageways to line up practically parallel
on curves whereby the couplers are aligned to engage
Shields 329 and 339 are curved to radii centered on the
wherever they meet. The shifting passage permits tight
pivot axis 332-333.
Windows 342 are provided in front 338, side shields
locking between all joining faces stabilizing the move
20 329 and 339 and car body 323 so that the operator can
ment of the car ends.
view the track and street through a wide angle with only
As truck 250 shifts passage frames 220 and 221 the
small areas of obstruction offered by the structure be
tween windows and passage frame 76.
As seen from FlGURE 30‘ the swivel end unit 322 is a
270 reinforce enclosure members 216 and 217. Side 25 unit of construction and is slipped into the end of the car
body 323 ‘before the pivots 332 and 333 are inserted and
guards or chains 272 might also be used. Rollers 273
secured. Coupler arm 346 resiliently supports coupler
help the enclosures 216 and 217 to roll in and out.
122 and is linked to arm 342 which is turned on pivot
Typical sections through the passage frames are shown
347 by truck 50 through springs 166 so as to impart the
in FIGURES 22, 23, and 24. The facing of the passage,
doors 206 and 207 remain steady while the enclosure
members 216 and 217 extend or retract to enclose the
gaps between the passage frames and the car doors. Rods
i.e., the outer portion arranged to engage the coupled 30 desired movement to coupler 122 and to end unit 322
through pivot 333 secured to arm 346. Springs 166 allow
considerable truck movement before causing the coupler
car, is backed by a resilient material such as soft rubber
274. Shoulder rivets 276 secure the rubber to facing
277, and shoulder rivets 278 secure the rubber 274 to
and car end unit to turn.
Other mechanical linkage or hydraulic or air cylinders
backing 279. This provides for slight movements between
coupled cars. Cones 138 and depressions 110, FIGURE 35 and piping therebetween could be used to turn the end
unit with the turning of the truck.
2.0, are provided to key together the facings on coupled
Unit 322 is provided with an operator’s seat 348
bracketed to shield 339. End passage door 74’ is mounted
‘to roll around out of the way in grooves 350. Pinch
grade, or banked curves the rear passage is preferred to 40 clamps 224' secure door 74’ in position. Cash box 68
and head lamp 352 are secured to the inside of the door.
provide for passage movements similarly as shown in
If movements between cars are anticipated to be ex
cessive when caused by rough track, sharp changes in
The head lamp cord 354 is unplugged when the door is
FIGURES 3, 4, 5, and 6. Considerable movements can
be provided for with this construction when used on the
The end unit’s floor 336 and the car body’s ?oor 326
rear where the operator’s visibility is not a factor.
The ends ofthe car body need not be rounded outward 45 preferably are provided with concentrical ridge members
356 and 357 respectively and arranged alternately in arcs
as in the preceding types but can be concave. Car’ 280,
‘with radii centered on axis 332-—333. The car body
FIGURE 25, has body 281 which has concave ends. The
?oor ridge members are secured on a body subfloor 360
front swivel end 284 is circular and ?ts under a roof pro
and the car end ?oor ridges ride around in the grooves
jection 286 and over underframing 288, FIGURE v26.
Truck 290 supports the swivelingcoupler arm 292, the 50 thereby formed. This ?oor arrangement provides for
gradual transfer of a person standing thereon from the
car body 281, and end unit 284 in that sequence. The
car end unit to the car body or vice versa according to
coupler arm 292 turns the unit 284 by connection 294
the car end movement and the position in which he is
therebetween. The rear end unit 296 of car 280 is shown
not fully circular but can be ‘similar to the front in as
Coupled cars of this type can be tight locked together
because the end units and couplers swivel on the same
’ The car shown in FIGURE 27 illustrates how the cab
axis and passage frames 76 provide the required additional
298 might be located over and at the sides of passageway
300 effecting a space saving to provide equipment room
as for diesel operated multiple-unit cars. Door 302 is
Passage unit 322 can be interlocked to the car body 323
an overhead roll-up type.
60 so that if pivot 332 or 333 break unit 322 will be held to
the car body ‘by grooving 362.
Car 366, FiGURE 28, illustrates that the truck center
Where end windows are not required as on locomotive
points 308 need not be the car body swivel points 309
pulled passenger or goods cars where passage between
either with a concave body end 310 or a convex body end
312. Supporting arms 314 are extended from the con
cars is desired, passage frame 76, FIGURE 33, is arranged
cave surface.
FIGURES 29-32 illustrate a somewhat different swivel
65 'to swing on an are 364 on an outwardly turned end of
the car body 366. Passage frame 76 is ?anked on each
side with an enclosure shield 368 secured thereto and
which turns against the car end in ‘grooving 370 thereon
arrangement than the previous examples. The previous
examples are in principle such that they will turn on or
enter any ?at curve perfectly, but if the axis of turning of
the car end unit does not coincide with the axis of turning
of the car body approaching car ends do not align per
fectly when one car is on a curve and the other is enter
as guided by coupler 122.
Having thus described some embodiments of my inven
tion it should be understood that many other variations
come within the spirit and scope of this invention as de
?ned by the following claims.
ing the curve. Nevertheless the following type is be
I claim:
lieved practical under some conditions.
I. For a railway car having a swivel end passage unit, a.
When coupled cars 320 enter a curve the passage units 75
passage frame arrangement which comprises in combina
tion: a relatively stationary passage frame in section
U-shaped for mounting about a car end passage opening
with legs extending endward from the car, an outer pas
sage frame and an inner passage frame each having a leg
extending toward the car around opposite edges of these
frames inter?tting with clearance to slip in the plane of
their end faces one relative to the other, the inner frame
being arranged to ?t closely about a leg of said stationary
frame and arranged for in and out movement thereon,
said outer frame being arranged to ?t with clearance
about the other leg of said stationary frame and resilient
supporting means supporting said inner and outer frame
on each other and to said stationary frame.
said ?rst frame, the ends of said springs extending from
the trough and secured one to said second frame and the
other to said outer frame to resiliently center said outer
frame on said second frame.
6. In a passageway for passage between railway cars,
an outer and a second or inner passage frame; said outer
frame having a leg turned inward to the passage opening;
said inner frame having a leg turned out-ward from the pas
sage opening engaging the inner face of said inward turned
leg; said outer frame having clearance to shift around on
the face of said inner frame; vertical support assemblies
each comprising a red at one end, a link horizontally
positioned with its opening horizontal, said rod being
horizontally moveable along the length of the opening in
2. In a passage arrangement as claimed in claim 1, said 15 said link, bar means secured to said link in a vertical posi
resilient supporting means comprising: compression
springs connecting said stationary and the inner said
tion, guide means at the other end of said assembly for
vertically guiding said bar means, spring means about
frames to force said inner frame endward from the car
said bar means between said guide means and said link
vertically supporting said link relative to said guide, one
said end of each said assembly being secured to a said
frame; springs engaging both said inner and outer frames
secured and arranged to center and resiliently hold said
outer frame relative to said inner frame both horizontally
horizontally positioned links, a pin through each of said
links between and secured to the legs of said stationary
frame, a vertical shaft secured to each of said links,
brackets on said inner frame having holes for guiding
said shafts vertically, and springs ‘between said link and
said brackets for resiliently supporting said outer and
and vertically; and keying means on said outer frame ar
inner frames on said stationary frame and for vertically 25 ranged to interlock with a similar frame.
positioning those frames on said stationary frame; and
7. A passage comprising in combination; an inner
resilient centering means for centering said outer frame
frame which has an inner and an outer side, an outer
with respect to said inner frame;
frame adjacent the outer side of said inner frame, and a
3. In a passage arrangement ‘as claimed in claim 1,
coil spring for aligning and securing the frames together
said resilient supporting means comprising, torsion 30 and having its ends directed substantially in the same di
springs the ends of which are secured one ‘to the inner
rection tangentially from the spring’s coil and secured
and the other to the outer frame and arranged to center
one end to each of said frames, said spring being located
the outer frame on the inner frame, vertical movement
on the inner side of said inner frame, said inner frame
guide and supporting means, outward movement limiting
having clearance about the end of said spring which joins
means connecting the inner and outer said passage frames 35 said outer frame.
to said stationary frame, and means for forcing said in
ner and outer passage frames against said outward move
ment limiting means.
4. For a railway car having an end passage unit which
turns on the end of the car, a passage frame arrangement 40
which comprises; a ?rst passage frame in section U-shaped
for mounting about a car end passage opening with legs
extending endward the car, a second passage frame in
section L-shaped and having a ?rst leg substantially
against a ?rst leg of said ?rst frame and the second leg of 45
said second frame being turned to cover a portion of the
trough of the channel of said ?rst frame, an outer passage
frame in section L-sha-ped and having the inner face of a
?rst leg against the outer face of said second leg and hav
ing its other leg ?tting around the second leg of said ?rst 50
frame with clearance and ?tting around the second leg of
said second frame with clearance, means for holding said
second and outer frames together to slip on each other,
means for securing said second and outer frame for in and
out movement on said ?rst frame, said last mentioned 55
means including means for resiliently extending said sec
ond and outer frames relative to said ?rst frame, both
said ?rst legs maintaining overlap in extended position.
References Cited in the ?le of this patent
Beckley _____________ __ Aug. 19, 1890
Elliott _______________ __ Dec. 16, 1890
Tanner ______________ __ Oct. 27, 1891
McElroy ____________ __ May 17, 1892
Bnhaup _______________ __ Oct. 2, 1894
Cooper _____________ __ Aug. 25, 1896
prising a plurality of coil springs spaced in the trough of
Richards _____________ __ Nov. 6,
Krehbiel _____________ _._ Apr. 30,
Lindall ______________ _._ Sept. 15,
Taurman _____________ __ Oct. 20,
Rowntree ____________ _._ Jan. 18,
Tomlinson ____________ __ June 1,
Tatum ________________ __ Oct. 4,
Groif _______________ __ Dec. 26,
Christianson et a1 _______ _._. J an. 21,
Nystrom _____________ _._ Mar. 4,
Fageol _______________ _._ Aug. 5,
Henrichsen ___________ _._ Sept. 3,
5. In an arrangement as claimed in claim 4, said means
for holding said second and outer frames together com 60
Krehbiel _____________ _._ Dec. 17, 1889
Great Britain ______________ _._ of 1888
Great Britain ________ __ Mar. 18, 1953
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