Improvements in Railway Carriages, Waggons, and other like Vehicles.
Year: 1888

page_text: Date of Application, 9th Oct., 1888
Complete Specification Left, 9th July, 1889-Accepted, 10th Aug.. 1889
PROVISIONAL SPECIFICATION.
Improvements in Railway Carriages, Waggons, and other like
Vehicles.
I JAMES THORN GOODFELLOW of 14th and Washington Streets, Huntingdon, in
the County of Huntingdon and State of Pennsylvania, United States of America,
Engineer, do hereby declare the nature of this invention to be as follows:-
My present invention relates to metallic frames for railway carriages, waggons and
such like vehicles and refers more particularly to improvements in the construction
and arrangement of the end frames or end sills thereof as well as in the buffer
arrangements of carriages wherein longitudinal trussed tubes are employed such as
those trussed frames described and illustrated by myself and Robert Manly Cushman
in the specification of Patent No. 14863 of 1884.
According to my invention the end frames or end sills are each composed of two
wrought iron or steel plates one of which forms the upper member and the other the
lower member of a girder-like end sill. These two plates which lie horizontally and
parallel to each other are preferably bent (in plan) towards each of their ends so
that the contour of the edges of tho said plates on the buffer side is somewhat
convex.
The ends of the plates are connected together by castings, each end casting being
formed in two parts which fit onto the two parallel horizontal plates, one part in front and
the other in the rear; the rear casting is made with sockets to take the ends of the longi-
tudinal tubes described in the specification of patent No. 14863 of 1884 herein before
referred to and the sockets are formed with polygonal holes to take the thimbles, the
bolts from which pass through the back and also the front casting and hold the two
together. A recess is formed in the front casting to take the head of the longitudinal
truss bolt which passes under the carriage or waggon; the two castings are formed
with wings which embrace the edges of both the main horizontal plates and bosses are
provided on the front to take tension bolts hereafter referred to.
At or near the bends of the parallel plates I provide other castings each consisting of
a front and back part both of which are formed with recesses to take the edges of the
parallel plates so as to hold them firmly at the proper distance apart. The front
plate is provided with a recess to take one of the longitudinal truss bolts which run
under the length of the carriage and is further so formed as to be suitable for fixing
the buffers.
The back part of the casting is formed with sockets for the longitudinal tubes
described in the aforesaid specification of patent No. 14863 of 1884 between which
sockets there is a connecting piece over which the tension holt, before referred to as
being nutted into the end casting, passes; the bridge picce castings thus form struts
and the tension bolts, ties for bracing or trussing the end sill against any front central
strain. Brackets aro provided on the castings for taking the longitudinal sill and the
two parts of each of the castings are firmly held together by bolts.
The central portion of the lower horizontal plate is preferably bent downwards
vertically and there is a plate intermediate between the upper and lower plates which
is bent to correspond but in the opposite direction (upwards), the loop thus formed is
connected by vertical castings which take the bolts for holding the parallel draft
frames.
The main parallel plates are also distanced and further strengthened by latticed
distance pieces.
The ends of the aforesaid draft frames are somewhat rounded and fit into corre-
sponding sockets in the vertical castings so as to allow for a motion at this point
which might result from any spring of the framework or from concussion in backing

page_text: the train. These draw frames preferably consist of cast ribbed frames between which
the combined central buffer and draw bar work guided by suitable sliding guides and
provided with suitable spring or springs.
I usually provide the end sill with what 1 may call auxiliary buffers which only
come into action when the central combined buffer and draw bar receive any excessive
strain and is depressed to a great or unusual extent; these buffers I have hereinbatore
mentioned are conveniently secured and held by the front castings at about the bends
of the sill and near the centre of same.
It is sometimes required, or it is necessary to run railroad vehicles provided with
this central buffing arrangement in connection with vehicles which are or have been
constructed with buffers at or near the sides of the carriages and this heretofore has
not been practicable, now in order to overcome this difficulty I make what I may call
the auxiliary buffers removable or transposible and capable of being used either as
side buffers or as central auxiliary buffers and in such manner that the buffers may
when required be used at the side or they may be shifted and used for central
buffing.
This may be accomplished by fitting the buffers in a slide on the face of the end sill
and so that they may be slid either way as desired and there fixed by a pin or
otherwise or they may be made by the employment of suitable arms or links to
swing from one position to the other or they may be made easily detachable and
removable from one position to the other and fixed in a suitable manner by means of
say a socket and a pin or it will be evident that other suitable mechanical equivalents
may be employed for the purpose.
Dated this Ninth day of October 1888.
JAMES THORN GOODFELLOW.
By Brewer & Son,
33, Chancery Lane, London, Patent Agents.
COMPLETE SPECIFICATION.
Improvements in Railway Carriages, Wagons, and other like
Vehicles.
I, JAMES THORN GOODFELLOW, of 14th and Washington Streets, Huntingdon, in
the County of Huntingdon, and State of Pennsylvania, United States of America
Engineer, do hereby declare the nature of this invention and in what manner the
same is to be performed to be particularly described and ascertained in and by the
following statement:-
My present invention relates to metallic frames for railway carriages, wagons and
such like vehicles and refers more particularly to improvements in the construction-
and arrangement of the end frames or end sills thereof as well as in the buffer
arrangements of carriages wherein longitudinal trussed tubes are employed such as
those trussed frames described and illustrated by myself and Robert Manly Cushman
in the Specification of Patent No. 14863 of 1884.
In order that my invention may be fully and clearly understood I will describe
same with reference to Figures 1 to 21 of the accompanying drawings of which
figures 1 to 12 illustrate the construction and arrangement of end sill or end frame
and Figures 13 to 21 illustrate my arrangement of movable buffers all according to
my invention.
Referring to my construction and arrangement of end sill or end frame; Figure 1
sliews such an end sill in plan, Figure 2 a front elevation, and Figure 3 a back
elevation, Figure 4 is a cross section at the line X X of Figure 2. Figure 5 is a
cross section at the line Y Y of Figure 2. Figure 6 is a section at the line Z Z, and
Figure 7 is a section at the line V V of Figure 2. Figure S is a section at the
line W W of Figure 1. Figure 9 is a section at the line U U of Figure 2, and
Figure 10 is a section at T T of the same Figure. Figures 11 and 12 shew the end
cap of the sill by front and rear perspective views.

page_text: According to my invention the end frames or end sills are each composed of two
wrought iron or steel plates R' R', one R' of which forms the upper member and the
other R the lower member of a girder like end sill. These two plates R R which
lie horizontally and parallel to each other are preferably bent (in plan) as shewn at
Figure 1 towards each of their ends so that the contour of the edges of the said plates
on the buffer side is somewhat convex.
The ends of the plates R1 R2 are connected together by castings R³ R³× each end
casting being formed in two parts which fit onto the two parallel horizontal plates one
part in front and the other in the rear. Figure 11 shews the front end casting R³ as
seen from the front, and Figure 12 when removed from the sill and seen from the
back, the rear casting R³× is made with sockets R to take the ends of the longitudinal
tubes A A described in the specification of patent No. 14863 of 1884 hereinbefore
referred to, and portions of which are shewn at Figures 1, 4, 5, 6 and 7 of the accom-
panying drawings, and the said hollow sockets R are formed in their interior ends.
with polygonal apertures to take the projections of the thimbles O Figures 4 and 7
the bolts R which are headed or fixed in the thimbles pass through the back and also
the front castings R³, R³, and being secured by nuts hold the two together.
The casting R³ is shown as formed with a recess R5*, to receive the bolt head of
the longitudinal truss bolt G which passes under the carriage or wagon. These
castings R and R³× are formed with wings Figures 1 and 2 which embrace the edges
of both the upper and lower plates R¹ and R2 of the end sill. The casting R³ is
provided with bosses R7, to receive the tension bolt RB hereafter mentioned.
I usually provide the end sill with what I may call auxiliary buffers which only
come into action when the central combined buffer draw bar receives any excessive
strain, and is depressed to a great or unusual extent; these buffers I have shewn in
the form of wood or other blocks and where the end sill is bent in plan as aforesaid
and at or near such bends are fixed castings for carrying the said wood or other blocks,
and also for forming struts for the tension bolts Rs to pass over; this part of the sill
is shewn in longitudinal vertical section at Figure 6; the casting is composed of a
front plate R formed with recesses at back to take the edges of the upper and lower
plates R, R; R" Figure 1 are bracket lugs which fit onto the back edges of the
upper and lower plates R' R' and are connected by bolts to the wings of the plate R³.
These lugs R form bearings for the chain spindle X which controls the brake when
such a brake is used. In the plate R there is a recess Rx, similar to that in the
plate R³, to take the nut of the longitudinal truss bolt G. R is the back plate, best
seen at Figures 7 and 8, having recesses therein, for taking onto the upper and lower
plates R R2, and formed with sockets R to take the tubes A, the bolts from the
thimbles of the tubes passing through between the upper and lower plates R' R² and
through the plate R' holding the plates R and R together, and clamping the upper
and lower plates R' R² together. Between the two sockets R of the plate R12 there
is a ribbed bridge connecting piece t¹³, over which the tension rods R³ pass and the
said bridge piece R¹³ forms a strut, while the rods R³ form the ties for efficiently
bracing or trussing the end sill against any front central strain. The plate R¹ is
further formed with a bracket for carrying the longitudinal sill H. Bolts are shewn
at Figure 1 as passing through the plates R, It and through the wood or other
block 3 thereby firmly holding the structure together. The central portion of the
lower plate R is bent vertically as shewn and is provided with an intermediate and
correspondingly oppositely bent plate Rx, the loop thus formed being connected by
vertical straps R of the form and shape shewn at Figure 9. There are sockets or
sleeves in the straps R to receive bolts for holding the parallel draft frames It³,
which latter are similar in part to those shewn and described in the patent granted to:
myself and dated May 8th 1888 No. 6864. The ends of these draw frames differ
however in being rounded and they fit into correspondingly shaped sockets in the
straps R as shewn at Figure 9, the said bolts passing through the straps R" and the
draft frame R. The rounding of the ends of the draw frames allows for any motion
at this point which might result from any spring of the framework or from concussion
in backing the train. These draw bars, as will now be understood from the reference

page_text: herein given, consist of ribbed frames between which the combined central buffer and
draw bar or a draw bar alone works and is guided by suitable sliding guides and
provided with suitable spring or springs. Bolts pass from the casting R through
the plates R2 and R' and the said bolts are provided with sleeve tubes as shewn at
Figure 9 for holding and fixing the plates R2x and R¹ at the required distance apart.
Between the two plates R R2 and towards each end thereof, there are arranged lattice
distance pieces Rs bolted to the top and bottom plates R1 R2, and in such manner that'
the whole structure is materially strengthened thereby.
The various parts or fittings of my improved end sill are preferably made of
malleable cast iron although I do not limit myself to such material and when the
various parts composing the said end sill are connected together in the manner
described a very solid and rigid structure is obtained, and a structure which also
possesses the advantage that should any one or more pieces composing same become
broken or damaged in a collision for example, it becomes an easy matter, com-
paratively speaking, to remove those parts and re-insert in their place other similar
parts that are interchangeable.
It is sometimes required or it is necessary to run railroad vehicles provided with
this central buffing and draw arrangement in connection with other vehicles which
are or have been constructed with buffers at or near the sides of the carriages and
this heretofore has not been practicable. Now in order to overcome this difficulty I
make what I may call the auxiliary buffers either removable or transposible and
capable of being used either as side buffers or as central auxiliary buffers or in such
manner that buffers may when required be used at the side or they may be shifted
and used for central buffing.
Examples of such buffers so constructed or arranged according to my invention as to
be adjustable or removable as regards their positions on the end sills I have shewn as
I have before stated at Figures 13 to 21 of the drawings accompanying the present
specification and it is to these figures I will now refer. Figure 13 shews the end sill
and buffers of a carriage or wagon in plan, Figure 14 being a longitudinal vertical
section intended to shew the slide and fixing arrangement and drawn to a larger scale
than the previous figure, and Figure 15 is a plan of Figure 14.
The drawings shew the end sill provided with the combined buffer and draw
arrangement as was described and shewn in the specification of patent granted to me
and hereinbefore referred to i.e. No. 6864 of 1888, but such may be varied and may
consist for example of the ordinary draw hook alone.
In Figure 13 what I have termed the auxiliary buffers 3 are so formed on their
rear edges as to fit and be capable of being slidden in a lateral direction in flanged or
grooved guides T. These guides T are, or may be formed as shewn at Figure 14, of a
box shaped section and are fixed in position on the front edge of the end sill on each
side of the draw bar. Each buffer 3 may thus (when it is desired to run the carriage
with others having what I may call outside buffers) he slidden laterally outwards and
there secured by a hinged hasp T which is or may be locked in its position by a pin,
or the buffer may be secured by other equivalent device. When however the carriage
is required to run in conjunction with others which are built with the central buffing
arrangement the auxiliary buffers 3 may be shifted inwards and there secured as is
shewn by Figure 13.
Figure 16 is a plan view of a portion of an end sill shewing the buffers 3 mounted
on pivotted arms or links T2 by which they are carried and guided when it is necessary
to change the position of the buffers from central to outside or vice versa. Flanges
are provided on the buffer bed casting T to receive and support the buffers when in
either of the positions shewn suitable means may also be added for fixing or securing
the buffers in position as found necessary such for example as the fixing shewn at T
Figure 14. I do not confine myself according to my present invention to the special
form of buffer shewn (which simply consists of a block of wood protected by a metal
plate) because it will be obvious that this may be replaced by a spring buffer or
other arrangement or construction of buffer device all as desired or found
convenient.

page_text: At Figure 17 which shows an end sill in plan I have illustrated an example of
removable or transposible spring side-buffers applied, and the sill is also shewn
provided with central buffers. I may or may not however provide the end sill with
both descriptions of buffers at the same time as here shewn.
:
Figure 18 shews in vertical section and drawn to a larger scale than figure 17, a
means of adjustably fixing such a spring buffer as is illustrated at Figure 17.
It will.
be observed that the lower part of the buffer bed T is turned up at its lower edge and
supports the buffer plate and is also provided with flanges at each side as is shewn at
Figure 19 (which is a plan of Figure 18) in order to prevent lateral motion; a locking
device T is provided for securing the buffer in its place.
Figure 20 is a vertical section and Figure 21 is a plan of the buffers shewn at
Figure 17 in the central position, the said figures 20 and 21 being drawn to a larger
scale. The fixing is very similar to that described with reference to Figures 18 and 19
excepting that a rib T3 is formed on the bed T and prevents any upward thrust being
taken entirely by the top fixing.
It will be evident from the foregoing examples that other mechanical devices may
be employed as suitable equivalents for fixing or holding carriage or wagon buffers
according to my invention and at the same time effect my object of making them
readily transposible.
Having now particularly described and ascertained the nature of my said inven-
tion and in what manner the same is to be performed I declare that what I
claim is :-
First: An end sill for railway carriages wagons and other like vehicles, composed
of two or more horizontal bent plates R R the face plates R' the ribbed bridge
connecting pieces R¹³, the end castings R³ R³× and bolts for connecting the
respective parts together and the brace or tension rods or links R³ substantially as set
forth.
Second The combination with the horizontal plate R¹ of the plate R² having a
bent or bowed portion the bowed plate R** and the straps or bracket piece R¹ and
supports substantially as set forth.
Third: The combination with the horizontal top and bottom plates R¹ R' of the
ribbed bridge connecting pieces R" connected therewith and adapted to receive
longitudinal tubes A and the end castings R³ connected to the end castings or
caps R³ and bolts for securing the said parts to the top and bottom plates sub-
stantially as set forth.
:
Fourth The combination with the horizontal top and bottom plates R' R' of the
lattice distance pieces or frames R adapted to be received between the plates R¹ R*
substantially as set forth.
Fifth The combination with the horizontal top and bottom plates R¹ R2 and the
end castings or caps R³ R³× of the two ribbed bridge connecting pieces R¹ and the
bolts for connecting the same to the top and bottom plates, the link brace or tension
bolts R8 secured at ends in the end castings or caps R³ R³× substantially as and for
the purposes set forth.
:
Sixth The end sills for railway cars, and wagons, essentially composed of
plates R R², end castings R³ R³ with sockets R*, recess Rox for bolt G, the said
castings being formed with wings Re, bosses R', tension bolts R³, front plate R³,
bracket lugs R", back plate R2, with bridge connecting piece R¹³, straps R14, lattice
distance pieces R, together with the several parts connected and combined therewith,
all substantially as and for the purposes hereinbefore described with reference to
Figures 1 to 12 of the accompanying drawings.
:
Seventh In railway carriages and wagons having trussed longitudinal tubular
framework the combination therewith of the built up end sill as claimed in the
previous claims.
:
Eighth In railway carriages and wagons having trussed longitudinal tubular
framework the combination therewith of built up end sills as previously claimed
together with the movable or transposible buffers as set forth.

page_text: Ninth: In railway carriages and wagons having trussed. longitudinal tubular
framework the combination therewith of the movable or transposible buffers as set
forth.
Tenth In railway carriages and wagons the movable or transposible buffers
constructed and arranged substantially as and for the purposes set forth together with
any mere modification or modifications thereof.
Batch is g day of Juny 10OJ.
J. T. GOODFELLOW.
By Brewer & Son,
33, Chancery Lane, London, Patent Agents.