US2161687A - Apparatus for maintaining adjacent railway cars on a level plane - Google Patents

Description

June 6, 1939.

T. H. SCHOEPF ET AL APPARATUS FOR MAINTAINING ADJACENT RAILWAY CARS ON A LEVEL PL ANE Filed March 5, 1937 6 Sheets-Sheet 1 PRESSURE TANK PRESSURE CONTROL FIBL L w E, u.

,1 IJVi ENI'ORS THEODORE H.SCHOEPF BY DAVID M- kn mz a I I ATTORNEYS June 6, 1939. T. H. SCHOEPF ET AL 2,161,687

APPARATUS FOR MAINTAINING ADJACENT RAILWAY CARS ON A LEVEL PLANE Filed March 5, 1957 6 Sheets-Sheet 2 F, mm TOC M VM mHM ED RI. 0v DA 0D m: E H H w: T Q: s A 2 n o O Y w: F l 5 B s: 2 h l C 5 l HE S Nm June 6, 1939. T. H. SCHOEPF -r AL APPARATUS FOR MAINTAINING ADJACENT RAILWAY CARS ON A LEVEL PLANE Filed March 5, 1937 6 Sheets-Sheet 3 ATTORNEYS June 6; 1939. T. H. SCHOEPF ET AL APPARATUS FOR MAINTAINING ADJACENT RAILWAY CARS ON A LEVEL PLANE Filed March 5, 1937 6 Sheets-Sheet 4 WEE ATTORNEYS June 6, 1939. 2,161,687

APPARATUS FOR MAiNTAINING ADJACENT RAILWAY cA Rs ON A LEVEL PLANE- Filed March '5, 19:57 a Sheets-Sheet 5 v FUSE.

ATTORNEY S Julie 1939- T. H. SCHOEPF ET AL 2,161,637

APPARATUS FOR MAINTAINING ADJACENT RAILWAY CARS oN A LEVEL PLANE 6 ShetsSheet 6 Filed March 5. 1937 FIG. 5'.

FIE-5.1!].

Patented June 6, 1939 UNITED STATES PATENT OFFICE Theodore H. Schoepf and David M. Ritchie, Cincinnati, Ohi

o, assignors to The Cincinnati Traction Building Company, Cincinnati, Ohio, a corporation of Ohio Application March 5,

2 Claims.

This invention relates to a means of maintaining the equilibrium of raflway cars.

It is the object of this invention to provide pendulum control means for controlling the ap-' plication of hydraulic pressure to the side bearings of railways cars and particularly articulated cars, in order to resist the rocking or swaying of the cars and, upon occurrence of such rocking or swaying, to return the cars to a position wherein the floors of adjacent connected cars are parallel and disposed substantially in a horizontal plane in order to minimize rocking and swaying of railway vehicles. 1

It is a particular object of this invention to provide hydraulic means associated with the side bearing arms of railway vehicles, and particularly connected articulated vehicles, for applying to the vehicles in a direction opposite to the swinging movement of the vehicles a corrective thrust in order to return the platforms of the vehicles to their normal position with respect to the trucks, or common truck thereof.

It is a further object of this invention to provide hydraulic connection between a track common to two connected articulated cars, hydraulic connections adapted to retain the car platforms in parallelism and adapted, upon loss of such parallelism, to return the platform to such parallelism.

It is a further object of this invention to provide, in such relation, simultaneously operative connections between the common truck and adjacent car platforms, which will apply, at the same time, an upward or downward thrust to one side of one car platform and to the other side of the other car platform.

It is a further object of this invention to provide such hydraulic connections as may be quickly reversed during operation by the gravity responsive ,switch or pendulum control means provided therefor, which gravity responsive switch or pendulum control means is responsive to sway of the vehicles or departure of the platforms thereof from horizontal position.

It is a further object of this invention to provide such means which will resist departure of the car platforms from the horizontal and which will operate, upon occurrence of unpreventable rocking, to return the platforms to the horizontal and to parallelism with respect one to the other.

It is a further object of this invention to provide means responsive to the departure of the respective vehicle platforms from the horizontal to initiate operation of the mechanism.

It is a furtherobject of this invention to pro- 1937, Serial No. 129,200

vide, in such relation, hydraulically operated thrust means. I

It is a further object of thisinvention to pro-' vide separate operating means for each adjacent connected end of cars articulated upon a common truck.

These and other objects and advantages will appear from the following description taken in connection with the drawings.

This application is a continuation'in part of our copending application Serial No. 2,074, filed January 16, 1935, which has now matured into Patent No. 2,124,124, issued July 19, 1938, to Schoepf et al.

In the drawings:

Fig. 1 is a diagrammatic view, partly in ele-\ vation, partly in section and partly in perspective, showing the interconnection between the bolster of a common truck and adjacent ends of opposite car platforms, showing the hydraulic interconnection of the respective connections and one of the two complete means for controlling a pair of the connections which connect the bolster of the common truck and opposite sides of the adjacent car platforms;

Figure 2 is a view, in elevation, of a modifica tion 1of the pendulum control illustrated in Figure Figure '3 is a side elevation, partially broken away, illustrative of the interconnection between adjacent ends of car platforms articulated upon a common truck;

Figure 4 is a top plan view of the structure shown in Figure 3;

Figure 5 is a section taken on the line 5-5 of Figure 4;

Figure 6 is a section taken on the line 6-6 of Figure 4;

Figure 7 is a section taken on the line l-I of Figure 6; and

Figures 8 to 11 inclusive are diagrammatic views illustrating various methods, other than that illustrated in Figure 1, for interconnecting the respective force applying means illustrated in Figures 1 to 7 inclusive.

Referring to the drawings in detail and with reference particularly to Figure 1, the platform of one of the cars, hereinafter referred to as car No. l, is designated I. The adjacent end of the connected car (hereinafter designated car No. 2 and shown in dash lines) is designated 2. 3 generally designates the common truck. 4 generally designates the cylinder of the hydraulic connection provided between the common truck 3. and the lefthand side of car No. 1. 5 generally construction of the respective connections is identical. The trunnions on the respective car platforms and the socket plate provided on the common truck 3 for their accommodation are omitted, in Figure 1, for the sake of clearness of disclosure Each of the cylinders 4, 5, 6 and 1 contains a reciprocable piston having rigidly attached thereto a piston rod having thereon an enlarged head adapted to engage an appropriate arcuate slot in an appropriately disposed side bearing arm on a car platform, as illustrated in Figures 5, 6 and 7. The upper end portions of the cylinders 4 and are connected by the pipe 6 having an appropriate extension which is connected by means of. the flexible connector 3 with the feed pipe III, which is ported on the platform of car No, l and 1 nected to hydraulic feeding means (hereinaft ,escribed), also supported on that car platform.

The lower end portions of cylinders 4 and 6 are connected by means of pipe l2 having an extension which is connected by means of the flexible connector l3 with the feed pipe I I which is also connected to hydraulic feed means supported on the platform of car No. 1. The upper portions of cylinders 6 and I are connected by the pipe l4 which has a suitable extension which is connected by the connector I! with the feed pipe I60 which is supported on the platform of car No. 2 which is similar to the feed pipe l6 and which is similarly provided with connection to like mechanism which is supported on the platform of car No. 2.

The lower endportions of cylinders 6 and 1 are connected by the pipe l6 which has a suitable extension which is connected by the flexible connector II to the feed pipe I la which is supported upon the platform of car No. 2. The feed pipe Ila corresponds to the feed pipe ll of car No. 1 and is connected in the same manner as is feed pipe H to similar supply means which is supported, however, by the platform of car No. 2.

Due to the above-described connection of cylinders 4 and 5, when fluid under pressure is supplied from the pipe I6 through connector 3 and pipe 3 to the top portion of the cylinders 4 and 5, pressure will be built up in the top portion of the cylinders 4 and 5 which will cause downward movement of the pistons in the cylinders to apply downward pressure to the lefthand side of car No. l and the righthand side of car No. 2. Fluid willescape from the lower portions of the cylinders 4 and 3 through pipe i2 and connector l3tothefeedpipell.

when fluid under pressure is supplied through feed pipe ll, connector l3 and pipe 12 to the lower end portions of cylinders 4 and 5, the pistons and piston rods in the cylinders will move upwardly to apply upward pressure to the left-hand side of car No. l and the righthand side of car No. 2., At this time, fluid will escape from the top portions of the cylinders 4 and 6 through pipe 6 and connector 3 to feed pipe ll.

When fluid pressure is supplied, by the feeding means on car No. 2 (not shown) through feed pipe Illa, connector l5 and pipe M to the top end portions of cylinders 6 and 'l, the pistons and piston rods of cylinders 6 and I will move downwardly to apply downward pressure to the lefthand side of car No. 2 and the righthand side of car No. 1. At this time, fluid below the pistons in the cylinders 6 and] will escape through pipe l6 and connector I! to the feed pipe Ila.

When pressure is supplied from feed pipe Ila through connector ll .nd pipe Hi to the lower end portions of cylinders 6 and l, the pistons and piston rods of the cylinders 6 and I will move upwardly to apply upward pressure to the lefthand side of car No. 2 and the righthand side of car No. 1. At this time, fluid above the pistons in the cylinders 6 and I will escape tlgzough pipe i4 and connector i5 to feed pipe The means for supplying fluid under pressure to the feed pipes Illa and Ha is not illustrated because it is contemplated that thismeans shall be identical with that provided for supplying fluid under pressure to the feed pipes l0 and H of car No. 1, save that the pendulum mechanism and feed mechanism provided for the feed pipes Illa and Ila will be supported on the platform of car No. 2, while that provided for the feed pipes Ill and II will be supported on the platform of car No. 1. It is possible, however, that the pendulum means illustrated in Figure-2 may be substituted for the pendulum means illustrated in Figure l in either one or both of the mechafliisms supported upon the adjacent car platforms and 2.

The means for supplying fluid under pressure alternately to feed pipes ill and ii comprises a suitable source of pressure, such as a pump having pendulum responsive valve means for connecting the pressure side thereof, either to the feed pipe III or the feed pipe II. In Figure l, the source of pressure comprises any suitable pump means l6 having its pressure side connected by means of pressure pipe I! with the pressure tank 20. The pipe i9 is connected by means of pipe 2i with a suitable pressure responsive pump control device 22. The suction side of the pump I6 is connected by means or discharge pipe 23 with the discharge tank 24. The pressurepipe I9 is connected by means of pipe 26 with the pressure header26. by means of pipe 2l with the discharge header 26. Leading centrallyfrom the pressure header 26 in the pressure header branch 23 having opposite extension pipes 30 and 3|.

A hydraulic valve 32 has the top chamber thereof connected'to the extension pipe 30. This valve 32 is adapted to provide means for controlling the supply of fluid under pressure from the pressure header 26 to the feed pipe II! which is also connected to the hydraulic valve 32. The hydraulic valve 33 which is of construction identical with that of the hydraulic valve 32 has the top chamber thereof connected to the extension pipe 3l. The valve 33 has the feed pipe ll connected thereto-in a manner similar to'the-connection of the feed pipe l6 withthe-hydraulic valve 32. The valves 32 and 33 which-are of identical construction each comprises a cylindrical casing 34 provided at the upper end with a schew threaded cap 35 and at the lower end with the screw threaded cap 36. The casing 34 is provided with a pair of spaced parallel walls, the top wall being designated 31 and the bottom wall 33. These walls are disposed ,adjacent the cen-.

tral portion of the casing 34. Each of the walls 31 and 38 is provided with similar conical valve ports. The walls 31 and 38 with the top cap 35 and the bottom cap 36 of the valve form three chambers: the upper chamber being designated 39, the intermediate chamber being designated 49 and the lower chamber being designated 4|.

The lower chamber 4| contains a slidable piston 42 having rigid therewith a stem 43 provided with an upwardly tapered valve member adapted to cooperate with the conical valve seat in the wall 38. A similar stem 43a is oppositely disposed with respect to the stem 43 and has its lower end in engagement with the upper end of the stem 43. Due to the engagement of the ends of the stems 43 and 4311 the upper valve member is adapted normally to close the port in the wall 31 while thrusting the lower valve member from engagement with the cooperating seat in the wall 38. The spring 44 which is disposed between the upper end of the stem 43a and the cap 35 is stronger than the opposed spring 45 which is disposed between the lower end of the piston 42 and the cap 36. These springs retain the adjacent ends of the stems 43 and 43a in constant engagement and the stronger spring 44 normally retains, the valve members in the position illustrated in Figure 1. However, when the sum of the force of fluid pressure and the force of pressure of spring 45 exerted upon the piston 42 exceeds the force of spring the stem 43 and 43a. move upwardly to engage the lower valve member with the conical seat in the wall 38 and disengage the upper valve member from the conical seat in the wall 31'.

The extension pipe 39 extends through the top cap 35 of the valve 32, and the extension pipe 3| extends through the top cap 35 of the valve 33 and, by means of this connection, fluid pressure is constantly communicated from the pressure branch header 29 and the pressure header 26 to the upper chambers 39 of the pneumatic valves 32 and 33. When the stems 43 and 43a of the valves 32 and 33 are in the position illustrated in Figure 1, the engagement of the top valve member with the cooperating port in the top wall 31 of each valveprevents escape of fluid from the top chamber 39 of each valve.

The feed pipe I9 is connected to the intermediate chamber 49 of the valve 32, and the feed pipe II is connected to the intermediate chamber 49 of the valve 33. The discharge header 28 is connected to the upper portion of the lower chamber. 4| of the valve 32 by means of pipe 46. The upper end portion of the lower chamber 4| of the valve 33 is connected to the discharge header 28 by means of pipe 41.

When the valves are in the position shown in Figure 1, fluid pressure from the extension pipes 39 and 3| is communicated to the upper chambers 39 of each valve 32 and 33. The engagement of the top valve members with the ports in the walls 31 prevents this fluid pressure from being communicated to the intermediate chambers 49 of the valve. lower valve members of each valve from their cooperating ports, fluid pressure from the feed pipes I9 and H communicates through the ports in the lower walls 38 of the valves with the upper part of the lower chambers 4|, which is above the pistons 42. These portions of the lower chambers 4| communicate through pipes 46 and 41 respectively with the discharge header 28.

In order to cause upward movement of the piston 42 of the valve 32, the inlet pipe 48 communi- Due to the disengagement of the cates with the lower part of the lower chamber 4| of the valve below the piston 42. under pressure is introduced below the piston 42 through the pipe 48, the piston moves upwardly to unseat the upper valve member from the port in the wall 31 and to seat the lower valve member in the port in the lower wall 38 of the valve 32. An inlet pipe 49 is likewise provided for the valve 33, which inlet pipe is disposed in the same manner as the inlet pipe 48. When pressure is introduced to the lower chamber 4| of the valve 33, through inlet pipe 49, the piston 42 of this valve moves upwardly to seat the lower valve member and unseat the upper valve member in the manner above described.

Pressure is introduced from the pressure header 26 to the inlet pipe 48 through the solenoid operated valve or magnetic valve device 59 and a similar solenoid operated valve or magnetic valve device is provided for introducing pressure from the pressure header 26 to the inlet pipe 49. The valve devices 59 and 5| are identical and each comprises a cylinder 52 having a top cap 53 at one end and a bottom cap 54 at the opposite end and being divided by means of the upper wall 55 and the lower wall 56 into three chambers, namely, top chamber 51, intermediate chamber 58, and bottom chamber 59. The walls 55 and 56 are provided with conical ports similar to the ports in the walls 31 and 38 of the valves 32 and 33. The valve stem 69 extends through the upper port in the wall 55 and is provided with a rigidly attached upper conical valve member adapted for engagement with the conical port in the Wall 55 in the same manner in which the valve members of the stems 43a engage the ports in the walls 31 of the valves 32 and 33. The lower stem 69ais provided with a valve member similar to that of the stem 69 but oppositely disposed.

At its lower end below the lower valve member,- the stem 69a (which has its lower end in abut ment with the stem 69). is provided with an enlarged plate-like member, between which plate member and the bottom cap 54 is disposed the compression spring 6| which constantly urges the lower valve member into seating engagement with the port in the lower wall 56, while simultaneously urging the upper valve member from engagement with the port in the upper wall 55, due to the abutment of the adjacent ends of the stems 60 and 69a, as shown in Figurel. The upper valve stem 99 extends upwardly a substantial distance above the upper valve member, being accommodated by a suitable aperture in the top cap 53 of the valve. Suitable armature means 62 is provided thereon, which cooperates with the solenoid 63. Normally, when the solenoid is deenergized, the valve stems 69 and 69a take the position illustrated in Figure 1, due to the force of the spring 6|. When, however, the solenoid 63 is energized, the valve stem 69 moves downwardly until the upper valve member engages the valve port in the wall 55 of the valve, while due to the abutment of the stems 69 and 69a the lower valve member is unseated.

The upper chamber 51 of the magnetic valve device 50 is connected to the discharge header 28 by means of the pipe 64. .The upper chamber 51 of the magnetic valve device 5| is connected to the discharge header 28 by means of the pipe 65. The lower chamber of the magnetic valve device 59 is connected to the pressure header 26 by means of a pipe 66. The lower chamber 59 of the magnetic valve device 5| is connected with When fluid Fluid pressure is constantly supplied from the 4 '1 the pressure header 26 bymeans of thepipe 6!.

pressure header 26 through pipe 66 to the lower chamberof the valve device 68 andthrough the pipe'il to thelower chamber 88 of the valve:

device it. Theupper chamber," of the valve device ii is likewise connected by means of. the p p -fi y when the valve devices 68 and II are in the positlonillustrated in Figure l, the fluid pressure 'from the lower chamber 68 of each is prevented,

by seating of the lower valve members. from reaching the intermediate chambers 66 thereof and likewise prevented from reaching the inlet pipes 88 and 88. Communication is provided, however, from the lower part of the lower chamber ll of the valve "through the inlet pipe 86 to intermediate chamber 68 of the valvedevice 68 and 88 will also be in the position illustrated in Figure 1, whereby communication is provided between-the feed pipe I. and the discharge header 26 through intermediate chamber 88, open lower valve port, upper part of lower chamber II and pipe 88. Communication will likewise be provided between the feed pipe I l and the discharge header 28 through intermediate chamber 86 of the valve device 88, through the open lower port and upper part of lower chamber 8| thereof and through pipe 81.

Gravity responsive means is provided for energiaing the solenoid 68 of the magnetic valve device 68 upon the occurrence of tilting of the platform of car No. ,1 to the right or in clockwise direction, as seen in Figure 1. Upon actuation of the valve device 68 through energization of the solenoid 68 thereof, fluid under pressure will be supplied to the feed pipe II to cause downward movement of the piston rod of the cylinder 8 and downward movement of the piston rod in the cylinder 6 to impart counteracting force in counterclockwise direction to car No. 1; while, at the same time, applying force in clockwise direction to the platform of car No. 2. The same mechanism will energize the solenoid 68 of the valve device 6i upon occurrence of tilting in the opposite direction in order to apply corrective force in a direction opposite the tilt sought to be corrected.

The gravity responsive means for properly alternately energizing. the solenoids 68' comprises the panel 68 and associated switch mechanism,

7 which panel is supported on the platform of car No. 1 with the lower edge thereof in substantial parallelism to theplatform I.

Rigidly attached to the panel 68 is the U- shaped tubular member 88 of suitable material which is preferably non-conducting. The means mnw.

' ber 68 is preferably filled with a-column of fluid,- preferably mercury, upon-the ends of which columnthe pistons 18 are supported." -'I'he'switch. bar I6 is provided with a pair of arms which are,

inwardly inclined and which terminate in the bearing member 11 which is pivotallysupported on the pin 18 which is secured to the panel 68.

'At .its right end, the switch bar 16 is provided with a switch'contact 19, while va similar switch contact 88 is rigidlyattachedto the opposite end thereof.

Also. rigidly secured to the panel 68 adjacent andabove the contact 19, in its normal position and in its path of swing, is thestationary switch contact 8| which comprises a flat arcuate conducting member. A similar stationary switch contact 82 is provided adjacent and .in the path of swing of the switch contact 88. The switch contact 18 is electrically connected to the branch wire 88, and the switch contact 88 is likewise electrically connected to the branch wire 84. The branch wires 88 and 84 are each connected to the circuit wire 86 which is electrically connected to one terminal of a suitable source of power 86. One terminal of the solenoid 68 of the valve de-' vice 58 is connected by means'of wire 81 with the stationary switch contact 8i. The opposite terminal of this solenoid is connected by means of wire 88 with the other terminal of the source of power 86. This terminal is likewise connected to one terminal of the solenoid 63 of the valve device Si by means of wire 88. The opposite terminal of the last-named solenoid is connected by means of wire 88 with the stationary switch contact 82.

As will be understood, the panel 68 will tilt to the right, as seen in Figure 1, with the platform of car No. 1; it will tilt to the left when the platform of car No. 1 tilts to the left. When the panel 68 tilts to the right, the fluid will move upwardly in the righthand arm thereof and urge the righthand piston rod 14 upwardly whereby to engage the contacts 18 and 8!. Upon this engagement, a circuit will be completed from the source of power 86 through circuit wire 85, through branch wire 83, contact 18, contact 8|, wire 81, solenoid 68 of the valve device 58 and wire 88'to the source of powerv 86. This ener-' gizes the solenoid 63 of the valve device 58, whereby to introduce fluid under pressure to the feed pipe III to apply corrective thrust to the platform of car No. 1.

When the panel 68 tilts to the left, the contact 88 isengaged with the contact 82 to complete a circuit from the source of power 86 to circuit wire 85, branch wire 84, contact 88, contact 82, wire 88, solenoid 68 of the valve device 5!, and wire 88 to the source of power 86. This causes energization of the solenoid 68 of the magnetic valve device ll, whereby to introduce fluid under pressure to the feed pipe I I in order to apply corrective thrust which will, in. this case, cause the piston rod of cylinder 8 to move upwardly and apply upward pressure of 'the lefthand side of the platform of car No. 1. n

A modified form of gravity responsive solenoid energizing switch means is illustrated in Figure 2.

This means comprises the panel Ii having rigidly,

attached thereto, by me'ansof 82 and bolts or screws 88, the mem-;

ber 88 which is formedsuitabi'encn-conducting material such as ghlsMfiomposition. or the like. Buitableresiiient insulating means is preferably provided brack ets 82 and the member 88. At'each end, o e in" member 94 is provided with a suitable plug closure '95 whichmay preferably, though not necessarily,

be of insulatingmaterial, through which extends into the interior of the tubular member 94 a contact member 96 having the end thereof reduced and threaded and provided with a nut or the like 9'! to provide for attachment of a suitable wire thereto.

At the lower central portion, a third contact 98 is provided, which is also equipped with suitable means 99 for securing thereto a suitable circuit wire. The non-conducting tubular member 94 is partially filled with a suitable conducting fluid, preferably mercury. The upper surface of each of the arms of the column of fluid I66 is preferably spaced a predetermined distance from the lower end of the adjacent contact 96 when the lower edge of the panel 9| is horizontal.

In substituting the gravity responsive switch means-of Figure 2 for that illustrated in Figure 1, the wire 81 is connected to the righthand contact 95, the circuit wire is connected to the contact 98 and the wire 96 is connected to the lefthand contact 96.

As may be readily understood, when panel 9| is tilted to the right or in clockwise direction, due to like tilting of the platform of car No. 1 upon which it is supported in the same manner as the panel 68, the surface of the righthand arm of the column of fluid 66 will move upwardly beyond the bottom of the righthand contact 96 and complete a circuit between wires 81 and 85 to cause energization of the solenoid 63 of the valve device 56. Likewise, upon tilting of the panel 9| to the left or in counterclockwise direction, a circuit will be completed between wire 96 and wire 85 to energize the solenoid 63 of the magnetic valve device 5| Operation When the platforms of car No. 1 and car No. 2 are level and parallel, one with respect to the other, the parts are in the position illustrated in Figure 1. The contacts 19 and 8| are separated as are the contacts 86 and 82. The solenoids 63 of the valve device 56 and of the valve device 5| are de-energized and the valve stems 66 and 66a of these valve devices are in upward position. The valve stems 43 and 43a of the valve devices 32 and 33 are in their lowermost position. The feed pipe I6 is connected to the discharge header 28, as is also the feed pipe H. The upper chambers 39 of the valve devices 32 and 33 are each in communication with the pressure header 26, but the seating of the upper valve member prevents communication between the upper chambers 39 of the hydraulic valve devices and the intermediate chambers 46 thereof, which are connected respectively with feed pipes l6 and Upon the occurrence of tilting of the platform of car No. l to the right, in clockwise direction with respect to the common truck 3, the fluid level will rise in the righthand upper end of the tubular member 69, as described above, and cause engagement of the contacts 19 and 6| to energize the solenoid 63 of the magnetic valve device 56. The valve stem 66 will be thrust downwardly by energization of the solenoid, whereby to seat the upper valve member on the valve stem 66 to prevent communication between the upper chamber 51 and the intermediate chamber 58 of the valve device 56, while placing the intermediate chamber 58 and the lower chamber 59 of the valve de vice 56 in communication. Fluid under pressure will flow from the pressure header 26 through the lower chamber 59 of the valve device 56, through the intermediate chamber thereof and through the pipe 48 to the lower portion of the lower chamber 4| of the valve 32 below the piston 42 thereof. This will build up sufficient pressure to seat the lower valve member on the valve stem 43 of the valve 32, whereby to block of! communication between the feed pipe l6 and the pipe 46 which is connected to the suction header 28.

Simultaneously, the upper chamber 39 of the valve 32 which is under fluid pressure will be placed in communication with the intermediate chamber 40 of the valve 32, which chamber 46 is connected to the feed pipe l6. Fluid will then flow from the pressure header 26 through pressure header branch 29 through extension pipe 36, through chambers 39 and 46 of valve 32 to and through feed pipe l6 and connector 9 to the pipe 8 which connects the upper portions of the drawn downwardly to exert downward thrust to;

the left hand side of car No. 1 and the righthand side of car No. 2 to impress upon car No. 1 a corrective counterclockwise tilting force, and upon car No. 2 a clockwise tilting force. Fluid below the pistons in the cylinders 4 and 5 will flow through pipe l2, connector l3 and feed pipe II to the intermediate chamber 46 of the valve device 33 and thence through the open connecting port into the upper side of the lower chamber 4| and through pipe 41 to discharge header 28.

Preferably, the cylinders 6 and I will be simultaneously operated by their operating mechanism in such wise that the downward force exerted by the piston rod of the cylinder 4 will be aided by upward force applied by the piston rod of the cylinder I, and likewise downward force applied by the piston rod of the cylinder 5 will be aided by the application of upward force by the piston rod of cylinder 6. This will be accomplished by the introduction of fluid under pressure tolthe lower portions of the cylinders 6 and 1 when it is introduced into the top portions of cylinders 4 and 5. The accomplishment of this will be achieved by the connection of the feed pipe Ila to its source of fluid under pressure simultaneously with the introduction of fluid under pressure to the feed pipe l6.

Where the gravity responsive control means illustrated in Figure is substituted for that illustrated in Figure l, the above cycle of operation will be unchanged because tilting of the panel 9| toward the right will complete the circuit between wires 85 and 81 to energize the solenoid 63 of the valve device 56.

Return of the platform of the car to a level position will disengage contact 19 from contact 8|, whereby to de-energize the solenoid and permit the valve devices to return to the position illustrated in Figure 1, wherein both feed pipes l6 and II are connected to the discharge header 28.

When the platform of car No. 1 is subjected to leftward or counterclockwise tilting, the panel 68 will tilt to the left and the contacts 86 and 82 will be engaged to cause energization of the solenoid 63 of the valve device 5|. The valve stem 66 will move downwardly to block communication between the upper chamber 51 and the intermediate chamber 58 of the valve device 5| and to provide communication between the intermediate chamber 58 and the lower chamber 59 of the valve device 5|. Fluid under pressure will flow from the pressure header 26 through pipe 61 to the cation between the upper chamber 00 and the in- -termediate chamber 40 of the valve device 00.

Fluid under pressure will then flow from exten sion pipe 0i through upper chamber 00 and intermediate chamber 40 of the valve 00 to feed pipe II and thence through connector I0 and pipe I2 to the lower portion of the cylinders 5 and 0, where the building up of pressure will cause the pistons and attached piston rods to be thrust upwardly.

The upward movement of the pistons of the cylinders 4 and 5 will exert upward thrust at the left of car' No. 1 and at the right of car No. 2. Fluid from the portions of the cylinders 4 and 5 above the piston will flow outwardly through pipe 0, connector 0 and feed pipe I0 to intermediate chamber 40 of valve 02 and thence through the open port into the lower chamber 4| of this valve above the piston 42 and thence through pipe 45 to discharge header 20. Upward movement of the piston rods of cylinders 4 and 5 will be accompanied by downward movement of the piston rods of cylinders 0 and 1 due to the introduction of fluid under pressure to the upper portions of the cylinders 0 and I throughv the feed pipe I0a by operation of the hydraulic supply means and its control which is supported upon the platform 2 of car No. 2.

Details of connection of the car platforms I and 2 with the common truck 0 are illustrated in Figures 3, 4 and 5, wherein the end of the platform I is provided with a downwardly depending trunnion IOI and the adjacent end of the platform 2 is provided with a like downwardly dependingtrimnion I02. The trunnions are rigidly secured to the respective car platforms by means of bolts or the like. The abutting surfaces of the trunnions IN and I 02 are arcuate, as shown particularly in Figure 4, and'the lower end portions thereof are also arcuate, as shown in Figure 5. The lower ends of the trunnions are supported in the socket plate I05 which is rigidly secured by suitable means such as bolts I04 to the bolster I00 of the truck 0.

A suitable antifriction bushing I00 is provided between the bottom surfaces of the trunnions IN and I02 and the socket plate I05. Each of the cylinders 4, 5, 0 and I are provided with pedestals I01 which are secured by means of bolts I00 to the side portions of the top surface of the bolster I00. The bolster I00 is supported by the elliptical springs I00 suitably secured therebeneath, which springs I09 are likewise suitably supported by and secured to the spring platform 0 of the truck, which spring platform is disposed beneath, spaced from and substantially parallel to the bolster I00. The spring platform 0 is provided at each end with suitable bearings III having arcuate surfaces complementary to the upper surfaces of the support links II2 upon which they rest.

The end portions of the support links II2 are supported in eyes II4 of the hangers H5. The hangers II5 are each pivotally supported at their upper ends by means of hanger support pins I I0. The hanger support pins IIO are each, in turn, supported by a pair of spaced ears II'I provided on the longitudinal side ,frame members 0.

The side members III are an integral part of the truck frame which is generally designated H0, which is rotatably supported von the axles I20 which are provided with wheels i2I. The spring 7 platform IIO, due to its connection by the sup- 5 port links II2, the hangers III and pins 6, to the frame I I0, is permitted to swing sidewise with respect to-the truck frame H0. The bolster I00 which is supported on the springs I00 which rest upon the spring platform H0 is likewise per- 1 mitted to move in like manner. The platforms I and 2 are permitted to swing horizontally with respect one to the other and also vertically with respect to one another because of the arcuate surfaces provided on the trunnions IN and I02 and 15 the complementary surfaces of the socket plate I05. The axis of horizontal swing is substantially concentric with the center of the socket plate I05.

The platform I is provided at its right side with an extension or side bearing arm I22 having therein an arcuate undercut slot I20 which slidably receives the head or enlarged portion at the upper end of the piston rod in the cylinder I. A similar side bearing arm I24-is provided at the left side of the platform I which arm has a slot I20 therein similar to the slot I20 of the arm I22. The platform 2 is likewise provided at its right side with an oppositely directed side bearing arm I25 provided with a slot I20 similar to the slots of the side bearing arms I22 and I24, and a side bearing arm I20, similarly equipped with a slot I20, is also disposed at the left side of the platform 2. The slots I20 of the respective arms are concentric with respect to the center of the socket plate I05, but the radius of the slots I20 of the arms I22 and I20 is greater than that of the slots I20 of the arms I24 and I25. The arms I22 and I20 are likewise disposed at greater distance from the center of the socket plate I05 than are the arms I24 and I25. By means of this dispo sition of the arms, the arms I22 and I25 may freely pass one another, and the arms I24 and I20 may freely pass one another during swinging movement between platforms I and 2. The slot I20 of the arm I24 receives the head on the piston rod of the cylinder 4; the slot I20 in the arm I25 receives the head on the piston rod of the cylinder 5, and the slot I20 in the arm I25 receives the head on the piston rod in the cylinder 0.

The details of the cylinders 4, 5, 0 and I are identical, and the details of the cylinder 4 and its associated piston rod and connection to the arm I24 of the platform I are illustrated in Figures 6 and "l. The cylinder 4 comprises the cylindrical side wall portion I21 having integrally formed therewith the pedestal III which is, as described above, adapted to be secured by means of bolts I00 to the bolster I00 of the common truck 0. Secured to the upper end of the cylinder by means of bolts I20 or the like is the cylinder 0 head I20 provided with a central aperture I00, through which the piston rod extends.

A packing recess "I is provided in the head plate I20 concentric with the aperture I00 therein and the packing gland I02 has a lower annu- 5 lar flange which cooperates with the packing recess I 0I to secure therein the packing I00. The means for adjustably securing the packing gland I02 to the head plate I20 comprises the studs I04 and nuts I05. Slidable in the cylinder is the pis- 70 ton head I00 having suitable piston rings I01, The piston rod I00, which has integrally formed a on the upper end thereof the 'head I00 which is slidably received in the slot I20 of the arm I24, is rigidly attached at its lower end to the piston head I36. For this purpose, a reduced portion I40 is provided with threads I at its lower end and formed on the piston rod I38. This reduced portion I40 is received in a complementary central aperture in the piston head I36, and the piston rod I38 and piston head I36 are rigidly se cured together by means of the spring washer I4Ia and nut I42, which engages the threads I4I on the reduced portion I40 of the piston rod I30.

Below the zone of reciprocation of the piston head I36, a suitable aperture is provided in the side wall I2I for receiving the pipe I2, while a similar aperture is provided above the zone of reciprocation of the piston head I36 for receiving the pipe 8. As above described, when fluid under pressure is introduced through pipe 8, above the piston head I36, the piston rod I38 is drawn downwardly, and by means of the engagement of the. head I30 with the slot I23 in the arm I24 at the left side of the platform of car No. 1, downward force is appliedto the left side of car No. 1. Likewise, when fluid under pressure is introduced in the cylinder below the piston head I36 through pipe I2, the piston rod I38 is thrust upwardly to apply, through arm I24, upward force to the left side of car No. 1. Introduction of fluid under pressure to the upper sides of the respective cylinders 5, 6 and I, or to the lower sides thereof, will cause application of corrective pressure to the respective sides of the respective platforms through the respective arms I25, I26 and I22 in the manner above described. 1

It will thus be seen that comprehended within the structure disclosed as illustrative of the principles of our invention, is the gravity responsive electric switch means supported on the panels 68 and/or 9|, and responsive to the tilt of the panels to energize one or the other of the magnetic valve devices 50 or 5I to cause operation, of one of the hydraulic valves 32 or 33 to supply fluid under pressure from the pressure header 26, either to the feed pipe I or the feed pipe II, whereby to simultaneously cause upward movement of the pistons of the cylinders 4 and 5 or downward movement thereof, the movement and the ensuing thrust being applied in a direction opposite to the tilt which initiates the actuation of the fluid pressure supply means through the gravity responsive electric switch means. The use of similar means for controlling the supply of fluid pressure alternately to the feed pipe I0a and the feed pipe IIa of the platform 2 is, of course, comprehended.

It is, of course, to be understood that any suitable means may be provided for supplying fluid pressure to the pressure header 26, the structure shown being merely illustrative and, for that reason, shown diagrammatically. Other gravity responsive switch means such as that illustrated in our copending application Serial No. 2,074, filed January 16, 1935, which has matured into Patent No. 2,124,124, issued July 19, 1938, may be utilized. Likewise, the intensity of the pressure applied may be made dependent upon the amplitude of the tilting movement sought to be corrected or of the tilting force sought to be offset by means, such as that illustrated and described in the above-mentioned copending application, of

which this application is a continuation in part.

Various alternative connections may be provided between the respective fluid pressure supply means I0, I 0a, II, and Na and the respective cylinders 4, 5, 6 and I, as illustrated in Figures 8 to 11 inclusive. In these figures, the directions of the numbered arrows adjacent the respective cylinders designate the direction of application of force to the pistons within the respective cylin ders upon application of fluid pressure through the various supply means.

As shown in Figure 8, the pipe I0 is connected to the top ends of cylinders 4 and 6, while the pipe H0. is connected to the bottom ends of cylinders 4 and 6, while the pipe II is connected to the top ends of cylinders 5 and I and the pipe I00. is connected to the bottom ends of cylinders 5 and I. Upon the application of fluid pressure through pipe I0 to cylinders 4 and 6, the pistons therein will move downwardly as indicated by the arrows, whereby to collapse the connections includingcylinders 4 and 6 and apply downward pressure at the left sides of the platforms of cars I and 2. When fluid pressure is supplied to cylinders 4 and 6 through pipe I Ia, the connections are expanded and the pistons move upwardly in the cylinders 4 and 6, as indicated by the arrows. When fluid pressure is supplied through pipe II to cylinders 5 and I, the connections including these cylinders are collapsed and downward pressure is applied at the right side of each car platform. When fluid pressure is supplied through pipe I0a to the cylinders 5 and I, the connections are expanded and upward pressure is applied at the right side of each car platform. By means of these connections, the force exerted on the pistons by the supply of fluid through pipe I0 is counterbalanced by the force applied in opposite direction by fluid supplied through pipe Ho and vice versa; and likewise, force applied to the pistons in cylinders 5 and I by supplying fluid pressure through pipe II is counterbalanced by force applied by the supply of fluid pressure through pipe I0a.

As shown in Figure 9, the pipe I0 is connected to the top end of cylinder 4 and the bottom end of cylinder 6, while the pipe I0a is connected -to the bottom end of cylinder 4 and the top end of cylinder 6. The pipe II is connected to the top end of cylinder I and the bottom end of cylinder 5, while the pipe Ila is connected to the bottom end of cylinder I and the top end of cylinder 5. When fluid pressure is supplied through pipe I0, the piston in cylinder 4 moves downwardly and the piston in cylinder 6 moves upwardly, as indicated by the arrows. Likewise, when fluid pressure is supplied through pipe I0a, the piston in cylinder 4 moves upwardly and the piston in cylinder 6 moves downwardly, as indicated by the arrows. When fluid pressure is supplied through pipe II, the piston in the cylinder 1 moves downwardly and the piston in the cylinder 5 moves upwardly as indicated by the arrows. Likewise, when fluid pressure is supplied through pipe Ila, the piston in the cylinder I moves upwardly and the piston in the cylinder 5 moves downwardly, as indicated by the arrows. When the connections illustrated in Figures 8 and 9 are utilized, similar fluid pressure supply means and gravity responsive control means therefor must be provided on each car platform, as in the construction illustrated in Figure 1, or the above described modifications thereof. It is to be noted that, when the method of connection illustrated in Figure 8 is utilized, the pistons in cylinders 4 and 6 move upwardly simultaneously and downwardly In Figures 10 and 11 we have illustrated a method of connection whereby it is possible to control all four expansible and collapsible connections from'thefluid supply and control means on one car platform. As illustrated in Figure 10, the pipe III is connected to the top end of cylinder 4, to the top end of cylinder 6, to the bottom end of cylinder I and to the bottom end of cylinder 5. The pipe H is connected to the bottom end of cylinder 4, to the bottom end of cylinder 6, to the top end of cylinder 1, and to the top end of cylinder 5. When fluid pressure is supplied through pipe I, the pistons in cylinders 4 and 6 move downwardly and the pistons in cylinders 5 and 1 move upwardly, as indicated by the arrows; while, when fluid pressure is supplied through pipe I I, the pistons in cylinders 4 and 6 move upwardly and the pistons in cylinders 5 and 'I movedownwardly, as indicated by the arrows.

In the method of connection illustrated in Figure 11, the pipe lfljis connected to the top end of cylinder 4, to the bottom end of cylinder 6, to the bottom end of cylinder 1, and to the top end oi cylinder 5. The pipe II is connected to the bottom end of cylinder 4, to'the top end of cylinder 5, and to the bottom end of cylinder I. When fluid pressure is supplied through pipe Hi, the piston in cylinder 4 moves downwardly, the piston in cylinder 6 moves upwardly, the piston in cylinder 1 moves upwardly and the piston in cylinder 5 moves downwardly, as illustrated by the-arrows- When fluid pressure is supplied through pipe II, the piston in cylinder 4 moves upwardly, the piston in cylinder 6 moves downwardly, the piston in cylinder 1 moves down-' wardly, andthe piston in cylinder 5 moves upwardly, as indicated by the arrows. The forces applied, when fluid pressure is supplied through pipe ll of the connection illustrated in Figure 11, are thus counterbalanced, as will appear from Figure 11.

The arrangement illustrated in Figures 8 and 10 is preferably where it is desired to correct the tilt resultant from centrifugal force when a train passes, at high speed, about a sharp curve and where it is desired to apply upward thrust to the outer .side of each car passing about the curve and downward force to the inner side of each car passing about the curve. By the use of this structure, it is possible to operate lightweight and high speed trains over railroads constructed for the operation oi slower and heavier rolling stock. The connections illustrated in Figures 9 and 11 are preferable where it is desired to achieve utmost smoothness and comfort of operation .over rough road beds which are suited to the rolling stock operating thereover and where it is desired to retain the adjacent ear platforms in substantially the same plane irrespective of curves and/or roughness in the railroad.

The truck construction illustrated in the drawings and described above is, of course, merely illustrative, it being clearly understood that the principles of this invention may be applied towidely varying structures, wherein adjacent ends of railway cars are provided with joint connection to a common truck with respect to which they are each articulated.

It will be understood that the above-described structure is merely illustrative of the manner in which the principles of our invention may be utilized and that we desire to comprehend within our invention such modifications as come within the scope of the claims and the invention.

Having thus fully described our invention, what we claim as new and desire to secure by Letters Patent is:

1. In tilt control means for articulated railway cars having a common truck, a pair of hydraulic cylinders on said truclg having pistons reciprocable therein and connected each to one car, hydraulic connections between the tops of said cylinders, hydraulic connections between the bottoms of said cylinders, a source of fluid under pressure, and means to alternately supply fluid to said connections, said last-named means including a pair of hydraulically operated valves between said connections and said fluid supply and alternately operating electrically operated valves hydraulically connected to said fluid-supply and to said hydraulically operated valves for operating saidhydraulically operated valves from said fluid supply.

2. In tilt control means for articulated railway cars having a common truck, a pair of hydraulic .cylinders on said truck having pistons reciprocable therein and connected each to one car, hydraulic connections between the tops of said cylinders, hydraulic connections between the bottom of said cylinders, a source of fluid under pressure, means to alternately supply fluid to said connections, said last-named means including a pair of hydraulically operated valves between.

said connections and said fluid supply and alternately operating electrically operated valves'hydraulically connected to said fluid supply and to said hydraulically operated valves for operating said hydraulically operated valves from said fluid supply, anda gravity responsive switch means on one of said cars, responsive to thetilt of said car to operate one of said electrically operated valves to initiate the operation of one of said electrically operated valves and its connected hydraulically operated valve to supply fluid under pressure to one of the connections between said cylinders.

THEODORE H. SCHOEPF. DAVID M. RITCHIE.

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