US3030897A - Railway car end passages - Google Patents

Description

April 24, 1962 D. BARRY RAILWAY CAR END PASSAGES 5 Sheets-Sheet 1 Filed May 12, 1954 INVENTOR.

April 24, 1962 L. D. BARRY RAILWAY CAR END PASSAGES 5 Sheets-Sheet 2 Filed May 12, 1954 INVENTOR.

,zmwzzau April 24, 1962 L. D. BARRY RAILWAY CAR END PASSAGES 5 Sheets-Sheet 3 IN V EN TOR.

April 1962 L. b. BARRY 3,030,897.

RAILWAY CAR END PASSAGES Filed May 12, 1954 5 Sheets-Sheet 5 fzaga 2 9 320 /323 t. 1: J L

3,030,897 RAILWAY CAR END PASSAGES 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 enclosure for passage between cars. According to this invention the passageways are pivoted to the ends of the cars and arranged to turn with the cars trucks and couplings.

Present enclosed passages between functionally independent cars are provided by passage frames and diaphragms, which are bulky and prevent the cars from rounding sharp curves.

The primary object of this invention is to provide a wide enclosed passageway between coupled cars which will permit the cars to travel around sharp curves such as encountered on street railways.

A further object is to eliminate the movements and accompanying noises of diaphragm face plates scraping on each other by tightly locking them together and providing means, which can be kept greased, within each passage enclosure to take care of movements between the coupled cars.

Another object is to reduce the width of the upright portions of the passage frame over that required for existing closed passage arrangements. It is desired to so reduce the width of these plates that when used at the head end of a multiple-unit car the operator can have a view of the track and roadway ample for operation of the car in traffic on city streets.

It is a further object to enable automatic coupling of the cars, train lines, and passageways. *It is an object to provide alignment between parts about to be coupled even when the cars are on a sharp curve.

It is a further object to provide a car end and passage of this invention which can be coupled to standard existing equipment.

It is an object to provide a swiveling car end combining the following features, minimum loss of car floor space, rugged construction, enclosure against outside noises and weather, quiet in operation, all metal enclosure eliminating the diaphragm or other exposed fabric required, enables the operator to have a full view of the track and right-of-way, and enables ground-level-loading side doors to be located at the end of the car. All of these objects are obtained in the preferred embodiment.

Other and further objects and advantages may become apparent in study of this disclosure.

This invention is a continuation in part of my copending patent application Ser. No. 146,767 of filing date February 28, 1950, now abandonded, which discloses one form of this novel car end with swiveling passageway as applied to a multiple-unit car featuring automatic coupling and uncoupling at speed and enclosed passages between cars.

Accompanying drawings illustrate a few of the many possible variations of this invention in which:

FIGURE 1 is a plan view of portions of two coupled cars of the preferred type for street railway service as they round a curve. 1

FIGURE 2 is a perspective view of the front end of the car type shown in FIGURE 1.

FIGURES 3, 4, 5, and 6 are respectively sections taken on lines 33, 4-4, 5-5, and 6-6 of FIGURE 2.

FIGURES 7 and 8 illustrate in section the preferred means to key the passage frame of coupled cars together. FIGURE 7 shows a conoid extension interlock in recessed 3,@3(l,897 Patented Apr. 24, 1962 position. FIGURE 8 shows the extension about to engage in a conoid recess on an approaching car.

FIGURE 9 is a perspective view of a telescoping shield member.

FIGURE 10 is a perspective view of the car end member detached from the car. The view is taken looking from the rear to the front of the car and shows the positioning and stabilizing controls.

FIGURE 11 is a sectional view of the rain gutter provided on the adjacent faces of both the car body and car end unit.

FIGURE 12 is a perspective view of the framing of the end of the car body and includes a removable portion of the ceiling and shows the swivel arms from the car end unit in position.

FIGURE 13 is :a perspective view of the passageway taken from the interior side.

FIGURE 14 is a side elevation of a pivot joint.

FIGURE 15 is a plan view of a variation of the car end, the end passage and doorsbeing closed.

FIGURE 16 is an end View of the car type shown in FIGURE 15.

FIGURE 17 is a plan view of a portion of two coupled cars of type shown in FIGURE 15 rounding a curve with end passage open. 7

FIGURE 18 is a perspective view of the front end of the car type shown in FIGURE 15.

FIGURE 19 is a perspective view of the passage frames in closed relation as provided on the car of FIGURE 15.

FIGURE 20 is a perspective view of the truck frame with attached swivel passageway and draft gear for the car of FIGURE 15.

FIGURE 21 is a perspective view of a modified portion of FIGURE 20 in which the passageway is supported on a swinging bolster at the firont end of the truck.

FIGURE 22 is a broken perspective showing the swiveling passage end doors and car body of the car type shown in FIGURE 15.

FIGURES 23 and 24 are sections respectively taken on 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.

FIGURE 26 is an expanded View illustrating the assembly of the car end and truck to the car body of type shown in FIGURE 25.

FIGURE 27 is a perspective view illustrating a variation of the type illustrated in FIGURE 25 FIGURE 30 is a perspective view of the car end swivel member of type illustrated in FIGURE 29 and is taken looking from the rear toward the front of the car.

FIGURE 31 is a perspective view of the car end of the type shown in FIGURE 29.

FIGURE 32 is a side elevation of the coupler and car end turning linkage and associated parts.

FIGURE 33 is a perspective view of the preferred swivel end passage arrangement for curved end passenger or goods express cars in which end windows are not provided.

Referring to the drawings and in particular to FIG- URES l and 2, coupled cars 40 and 42 each have a similar car body 44, and the ends of the cars shown can be considered as opposite ends of the same car. Each car has a front car-end swivel unit 46 and a rear swivel unit 48. Each car body 44 is supported on car ends 46 and 48 and each end supported on a truck 54 The car ends 46 and 48 each turn on the same axis as their supporting truck.

Each car end, FIGURE 10, is pivotally secured to the car body 44, FIGURE 12, at an upper pivot 52 and a lower pivot 53 on respectively upper arm 54 and lower arm 55 secured to the car end unit. Arm 55 is supported 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 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 and 12 the typical car end 46 has a rigid frame that fits against the car body' 44 around an are 59 having a radius to the axis of the supporting trucks swivel whereby the car end is enabled to turn on pivots 52 and 53 and enclose the end of the car. The arcs radius is preferably larger than half the width of the car, providing an are less than a semicircle, so that the car end unit can swing around a considerable amount without bumping the car body or Without itself being rounded at the ends of the arc. In this the preferred type it should be noted that the arc of turning is concave on the car end unit. That the radius be swung from the center line of the car body is preferred but not an absolute requirement.

The end units 46 and 48 are shown by FIGURE 1 not to require any movement therebetween on a fiat 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 enable 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.

The car end unit 46 is arranged and designed to provide maximum utility of the space, to be rugged and yet have a high degree of convenience and visibility for the operator. The loading doors 64 are located directly opposite the operators seat 66 so that he can function most efficiently to control the doors 64 and collect fares in box 68, which is pivoted to controller 70 to swing out ofthe way when not in use. Steps 72 enable the patrons to board and leave at street level, made possible since the truck 50 is rearward from the front end unit which includes the steps 72 and door 64. End passage door 74 is hinged to open against the operators control station 70, or can be hinged to close off the steps 72 and doors 64.

An interlocking passage frame 76 is provided on each car end 46 and 48 and has narrow vertical side members 78, which increase the visibility for the operator over present diaphragm types.

Passage frames 76 are allowed certain movements on their car end units. Movements are provided to compensate for vertical movement between car ends; twisting of one car end on the coupled car end, which occurs when the cars enter a banked curve; and for in andout coupling movement to maintain a tight closure between passage frames. FIGURES 3 through 6 and 13 illustrate the passage frame details which enable these movements.

An end passage frame 80, in section channel shaped, is secured to tubular post members 82 with legs extending endward, one post being on each side of the opening for the car end door 74.

The moveable passage frame 76 is composed of an outer frame 84, which is arranged to provide clearance 85 around the fixed frame 80, and an inner frame 86, which fronts against the-back of outer frame 84 torforrn a flexible pin 96 passes. Pin 96 is secured to the legs of channel and can be removed to disassemble the passage frame from channel frame 80. The link 94 is held from turning 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 103 are secured to the inner passage frame 86. Spring 92 is held in place around rod 98 between angle clip 102 and link 94. 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 frames 84 and 84' of coupled cars are keyed together both vertically and transversely by the engagement of locating or keying means comprising conical extensions 108 spaced about the passage frame 84 so as to engage in conical recesses 110 on the meeting passage frame 84' to prevent the face plates between coupled cars from sliding on each other while coupled. The cones 108 are stampings and have a flange 112 which is forced against the frame 84 by spring 1 14 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 whenever an abnormal force represented by arrow FIGURE 7 is acting. The cones are thereby arranged to recess flush 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 total movement between cars thus provided for is the sum of the movements provided between the inner and outer frames on both cars. Additional twist would be taken by the usual spring suspension provided by the trucks and distributed to other cars in the train. Excessive twist could recess the cones 108 to the position shown in FIGURE 7.

Between the car end framing 80 and the inner passage frame 86 are pocketed compression springs 120 shown in FIGURES 5, 6, and 13 and distributed aboutthe passage to hold the inner passage frame extended from the car end framing 80. The outward movement islimited by pin 96 engaging the end of .link 94 on the vertical positioning arrangement.

Tight-lock coupler 122 is provided and arranged to retract in opening 124 in passage frame 84. Flush mounting electrical and air or hydraulic couplers 126 are mounted flush in openings in frame 84, and auxiliary safety coupler 128 and engagement opening 130 replacing the safety chains between cars are arranged for automatic coupling and release and are disclosed in my patent application herein referred to. The swiveling of the passage frame provides for convenient application of these control and safety couplers.

The cars, in addition to the coupling shown, can have additional air and electrical connections which together with the recessing feature of cones 108 would enable the cars to be coupled to present standard equipment.

The end of the car body 44, FIGURE 12, is preferably a rolled plate closure member 132, and the car end'unit 46 has closure plates 134 as part of the structure thereof. The end plates are cut to provide a wide passage opening 135 between the end unit and car body. A small clearance normally exists between plates 132 and 134 and any other plates therebetween to enable easy turning of the end unit, provide for weather stripping or insulating material 136 which seals this clearance, and to eliminate the need for a lubricant between the plates. Rain gutters 137 recessed in the faces of plates 132 and 134 over opening 135 are shown in section FIGURE 11.

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 positioned U-shaped channel members 142 having lengthwise slots 143 and 144 are secured to the end unit side of the shields 138 along the inner edge thereof. Levers 145 and 146 are each pivotally secured loosely at one end to closure plates 134 on the swivel end units and are secured by headed pivot pins 148 one fastened on the opposite end of each lever 145 and 146 and engaged loosely in slots 143 and 144 respectively. Levers 145 and 146 are parallelly linked together by rod 150 and forced toward a horizontal position by tension spring 152. This lever linkage arrangement forces the shields 138 around groove 141} inward to the end of travel as arms 145 and 146 are brought toward horizontal position by spring 152. The outer edge 154 of each shield 138 is turned toward the car body to engage outward turned edge 156 on the car body end, FIGURE 12. The engagement of edges 154- and 156 with further turning of the car end unit out of alignment with the car causes shield 138 to move outward and maintain an enclosed surface when the car is on a sharp curve as in FIGURE 1. Shields 138 are returned as the car end is aligned with the car body by action of springs 152 on levers 145 and 146.

A removable ceiling panel 164 is put in place after the car body is set on and secured to the end units, see FIG- URE 12. As an alternative construction arm 54 could be inserted.

The end unit 46 is guided to turn with truck 50 by means such as springs 166 pocketed between the lower arm 55 and the truck frame 170. The truck frame has stops 172 to hold springs 166. Springs 166 allow truck 56 to have considerable play relative to the end unit where end units are coupled together, but direct the free end unit (uncoupled) to turn wth the truck on curves whereby couplers and passages are aligned wherever cars approach for coupling. The spring-guided end units 46 and 48 can be tightly locked together while the trucks follow the track entering curves and making turns moving 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 relative to the car body and to stabilize their movements the movement of the car end is preferably limited by an air control arrangement, FIGURE 10.

A stabilizing cylinder 174 and an alignment cylinder 176 are secured to the underframe of car body 44. The piston of cylinder 174 is pivotally linked to an arm 178 extending from the left side of arm 55 whereby the turning of the car end 46 relative to body 44 moves the piston of cylinder 174. The piston of cylinder 176 together with its rod 180 which supports roller 182 at its end is located with respect to an arm i184 extending from the right side of arm 55 that at the outer limit of travel of rod 180 arm 184 when engaged with roller 182 indicates alignment of the car end unit with the car body. The bore of cylinder 176 is slightly larger than that of cylinder 174.

Air pump 186 supplies pressure through solenoid valve 188 to the heads of cylinders 174 and 176. Pressure relief valve 190 set to releive excessive pressure and vacuum relief valve 192 are provided in the lines between solenoid valve 188 and the cylinders. The rod ends of cylinders 174 and 176 are provided with limiting breather orifices 194.

Solenoid valve 188 is preferably controlled by the operator to admit pressure to head ends of the cylinders forcing their pistons outward. The pressure in the cylinders and arrangement being such that the car end will tend to be aligned with the car body but will be free to turn with the truck or coupling. 7

When the car end is operating uncoupled the pressure on the cylinders will assure that the car will be aligned 6 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 valve 188 is omitted vacuum relief valve 192 may be omitted and its line closed off.

When the car 40 turns right the piston of the right cylinder 176 is compressed according to the amount of turning and the piston on the left extended. When the car turns left the piston on the right remains at the rod end of cylinder 176 and the piston on the left moves to the head end of cylinder 174. When the car returns from a left hand turn vacuum relief valve 192 opens if solenoid valve 188 is closed to restore air exhausted through pressure relief valve 191 If the end units were reduced to only include the passageway as the swiveling portion a resulting unit could be represented by the variation shown in FIGURES 15-24.

The front of rapid transit car 2110 is provided with windows 2111, 262, 203, and 264 to enable the operator to have a good view of the right-of-way. Windows 202 and 203 are respectively in doors 2196 and 207, which upon being opened or closed move in top guide track 210 and bottom guide 211. Along the meeting edges of and enclosed within a pocket 214 in each door frame 206 and 207 is an enclosure roll 216 and 217 respectively. These rolls are held in wound up position by springs arranged in the same manner as on window shade rolls. The outer ends of enclosing rolls 216 and 217 are connected to passage frames 220 and 221 respectively. The upper portion of the enclosure rolls is preferably a transparent material for added visibility on curves. The upright portion of each passage frame has projections 1118 and corresponding depressions which interlock with those of joining cars so that when the operator opens doors 206 and 207 and passage frames 226 and 221 the passage frames of the adjoining car are thereby opened to prevent an opening to the outside. Doors 2% and 207 are held steady by means such as pinch clamps 224 in principle 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.

Truck frame 230, FIGURE 20, includes an extension 231 which guides draft-gear-housing arm 232 to turn with the truck frame and have relative movement with respect thereto. Springs 16 6 are again arranged to provide this movement similarly as in FIGURE 10. The stabilizing and alignment control of FIGURE 10 is omitted, since the pendulum effect of the end is reduced and the operator and passangers are not turned with the truck. Passage platform 234 is mounted on draft-gear arm 232 and is supported from truck frame 230 by springs 236; or when swinging bolsters are provided to support the car a swinging bolster arrangement 237 providing a similar movement for the car end platform 234 as is provided for the car is added to the truck extension 231 as shown in FIGURE 2 1. Bolster 237 is connected to and supports platform 234 on each side of the truck.

'In truck frame 235 an opening 238 is provided for tight-lock coupler 122. Other openings 242 and 244 in frame 230 are provided through which auxiliary safety couplers 128, FIGURE 20, operate and hold. One auxiliary coupler 128 is attached to each truck through hole 242 and engages a truck coupled thereto in hole 244. The tight-lock coupler 122 with draft-gear arm 232, end platform 234, passage frames 221i and 221, and cover or roof 248 pivot with truck 250 on the axis of the trucks swivel.

Platform 234 and cover 248 are curved to slide against curve 252 on the end of car 2611. Curve 252 has a radius to the pivot axis of truck 25%. Platform 234 and cover 248 each have grooves 254 and 255, FIGURE 22, in which respectively passage frames 22th and 221 operate. Passage door frames 220 and 221 open from the middle outward 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 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 shifting of the truck through platform 234 and rigid passage frames 220 and 221. Additional bracing between the cover 248 and platform 234 or between the arms 262 and 232 can be added if needed to prevent twisting and bending of the passage frames 220 and 221.

The truck with attached passageway and couplers presents a front which is always practically at right angles to the track tangent thereby permitting approaching car couplers and passageways to line up practically parallel on curves whereby the couplers are aligned to engage wherever they meet. The shifting passage permits tight locking between all joining faces stabilizing the movement of the car ends.

As truck 250 shifts passage frames 220 and 221 the 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 270 reinforce enclosure members 216 and 217. Side guards or chains 272 might also be used. Rollers 273 help the enclosures 216 and 217 to roll in and out.

Typical sections through the passage frames are shown in FIGURES 22, 23, and 24. The facing of the passage, i.e., the outer portion arranged to engage the coupled 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 backing 279. This provides for slight movements between coupled cars. Cones 138 and depressions 110, FIGURE 2.0, are provided to key together the facings on coupled cars.

If movements between cars are anticipated to be excessive when caused by rough track, sharp changes in grade, or banked curves the rear passage is preferred to provide for passage movements similarly as shown in FIGURES 3, 4, 5, and 6. Considerable movements can be provided for with this construction when used on the rear where the operators visibility is not a factor.

The ends ofthe car body need not be rounded outward as in the preceding types but can be concave. Car 280, FIGURE 25, has body 281 which has concave ends. The front swivel end 284 is circular and fits under a roof projection 286 and over underframing 288, FIGURE 26. Truck 290 supports the swivelingcoupler arm 292, the car body 281, and end unit 284 in that sequence. The coupler arm 292 turns the unit 284 by connection 294 therebetween. The rear end unit 296 of car 280 is shown not fully circular but can be similar to the front in assembly. The car shown in FIGURE 27 illustrates how the cab 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 an overhead roll-up type.

Car 366, FiGURE 28, illustrates that the truck center points 308 need not be the car body swivel points 309 either with a concave body end 310 or a convex body end 312. Supporting arms 314 are extended from the concave surface.

FIGURES 29-32 illustrate a somewhat different swivel arrangement than the previous examples. The previous examples are in principle such that they will turn on or enter any fiat 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 perfectly when one car is on a curve and the other is entering the curve. Nevertheless the following type is believed practical under some conditions.

When coupled cars 320 enter a curve the passage units 8 322 tend to turn first in the reverse direction of the turn as shown FIGURE 29, but with the use of swinging bolsters, as usually provided, the car body ends have the opportunity to align themselves more perfectly and so diminish or prevent this occurrence. This reverse swing only tends to occur between coupled cars with the swivel axis of the car end unit endward of the trucks swivel axis.

Car body 323, comprising sides 324 and 32S, floor 326, roof 327, sill 328, and end shields 329 secured together as one piece, has end units 322 pivotally mounted to the car body on pivots 332 and 333. Pivots 332 and 333 are Nertically in line and form a pivot axis located near the ends of the car. Each end unit 322 has a passage frame 76, floor 336,'roof or ceiling 337, front 338, and side shields 339. Shields 329 cooperate with shields 339 to maintain a complete enclosure when the car ends pivot. Shields 329 and 339 are curved to radii centered on the pivot axis 332-333.

Windows 342 are provided in front 338, side shields 329 and 339 and car body 323 so that the operator can view the track and street through a wide angle with only small areas of obstruction offered by the structure between windows and passage frame 76.

As seen from FlGURE 30 the swivel end unit 322 is a unit of construction and is slipped into the end of the car body 323 before the pivots 332 and 333 are inserted and secured. Coupler arm 346 resiliently supports coupler 122 and is linked to arm 342 which is turned on pivot 347 by truck 50 through springs 166 so as to impart the 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 and car end unit to turn.

Other mechanical linkage or hydraulic or air cylinders and piping therebetween could be used to turn the end unit with the turning of the truck.

Unit 322 is provided with an operators seat 348 bracketed to shield 339. End passage door 74 is mounted to roll around out of the way in grooves 350. Pinch clamps 224' secure door 74 in position. Cash box 68 and head lamp 352 are secured to the inside of the door. The head lamp cord 354 is unplugged when the door is opened.

The end units floor 336 and the car bodys floor 326 preferably are provided with concentrical ridge members 356 and 357 respectively and arranged alternately in arcs with radii centered on axis 332-333. The car body floor ridge members are secured on a body subfloor 360 and the car end floor ridges ride around in the grooves thereby formed. This floor arrangement provides for gradual transfer of a person standing thereon from the car end unit to the car body or vice versa according to the car end movement and the position in which he is standing.

Coupled cars of this type can be tight locked together because the end units and couplers swivel on the same axis and passage frames 76 provide the required additional movements.

Passage unit 322 can be interlocked to the car body 323 so that if pivot 332 or 333 break unit 322 will be held to the car body by grooving 362.

Where end windows are not required as on locomotive pulled passenger or goods cars where passage between cars is desired, passage frame 76, FIGURE 33, is arranged 'to swing on an are 364 on an outwardly turned end of the car body 366. Passage frame 76 is flanked on each side with an enclosure shield 368 secured thereto and which turns against the car end in grooving 370 thereon as guided by coupler 122.

Having thus described some embodiments of my invention it should be understood that many other variations come within the spirit and scope of this invention as defined by the following claims.

I claim:

I. For a railway car having a swivel end passage unit, a.

passage frame arrangement which comprises in combination: 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 passage frame and an inner passage frame each having a leg extending toward the car around opposite edges of these frames interfitting with clearance to slip in the plane of their end faces one relative to the other, the inner frame being arranged to fit closely about a leg of said stationary frame and arranged for in and out movement thereon, said outer frame being arranged to fit 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.

2. In a passage arrangement as claimed in claim 1, said resilient supporting means comprising: compression springs connecting said stationary and the inner said frames to force said inner frame endward from the car 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 inner frames on said stationary frame and for vertically positioning those frames on said stationary frame; and resilient centering means for centering said outer frame with respect to said inner frame;

3. In a passage arrangement as claimed in claim 1, said resilient supporting means comprising, torsion springs the ends of which are secured one to the inner and the other to the outer frame and arranged to center the outer frame on the inner frame, vertical movement guide and supporting means, outward movement limiting means connecting the inner and outer said passage frames to said stationary frame, and means for forcing said inner and outer passage frames against said outward movement limiting means.

4. For a railway car having an end passage unit which turns on the end of the car, a passage frame arrangement which comprises; a first 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 first leg substantially against a first leg of said first frame and the second leg of said second frame being turned to cover a portion of the trough of the channel of said first frame, an outer passage frame in section L-sha-ped and having the inner face of a first leg against the outer face of said second leg and having its other leg fitting around the second leg of said first frame with clearance and fitting 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 first frame, said last mentioned means including means for resiliently extending said second and outer frames relative to said first frame, both said first legs maintaining overlap in extended position.

5. In an arrangement as claimed in claim 4, said means for holding said second and outer frames together comprising a plurality of coil springs spaced in the trough of 10 said first 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 passage 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 said link, bar means secured to said link in a vertical position, guide means at the other end of said assembly for vertically guiding said bar means, spring means about 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 and vertically; and keying means on said outer frame arranged to interlock with a similar frame.

7. A passage comprising in combination; an inner frame which has an inner and an outer side, an outer frame adjacent the outer side of said inner frame, and a coil spring for aligning and securing the frames together and having its ends directed substantially in the same direction tangentially from the springs coil and secured one end to each of said frames, said spring being located on the inner side of said inner frame, said inner frame having clearance about the end of said spring which joins said outer frame.

References Cited in the file of this patent UNITED STATES PATENTS 417,567 Krehbiel Dec. 17, 1889 434,755 Beckley Aug. 19, 1890 443,075 Elliott Dec. 16, 1890 461,927 Tanner Oct. 27, 1891 474,966 McElroy May 17, 1892 526,803 Bnhaup Oct. 2, 1894 566,712 Cooper Aug. 25, 1896 835,114 Richards Nov. 6, 1906 851,945 Krehbiel Apr. 30, 1907 1,110,394 Lindall Sept. 15, 1914 1,114,552 Taurman Oct. 20, 1914 1,168,335 Rowntree Jan. 18, 1916 2,081,964 Tomlinson June 1, 1937 2,132,327 Tatum Oct. 4, 1938 2,184,298 Groif Dec. 26, 1939 2,229,047 Christianson et a1 J an. 21, 1941 2,234,059 Nystrom Mar. 4, 1941 2,251,584 Fageol Aug. 5, 1941 2,407,007 Henrichsen Sept. 3, 1946 FOREIGN PATENTS 12,514 Great Britain of 1888 689,147 Great Britain Mar. 18, 1953

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