US3910418A

US3910418A - Railway car cushioning apparatus

Info

Publication number: US3910418A
Application number: US465543A
Authority: US
Inventors: Vaughn T Hawthorne
Original assignee: Keystone Industries Inc
Current assignee: Keystone Industries Inc
Priority date: 1974-04-30
Filing date: 1974-04-30
Publication date: 1975-10-07
Anticipated expiration: 1992-10-07
Also published as: AU8006775A; GB1510692A; CA1029688A; BR7502612A

Abstract

This disclosure deals with mounting structure and a spring return assembly for an end-of-car cushioning apparatus of a railway car. The railway car includes a center sill having an opening formed in each vertical side thereof, and the mounting structure includes a casting secured in each opening. A vertical slot is formed in each casting. The apparatus further includes a cushioning unit having lugs formed integrally therewith, and the slots receive the lugs, with the result that the lugs and the castings transfer loads from the unit to the sill. The spring return assembly includes at least one stack or set of compression springs coiled on a rod, the springs being connected to the unit. A tube is positioned over the springs, and the rod and the tube guide the springs. A bushing on the rod prevents the tube from sliding on the springs. The connections in the spring return assembly are loosely made to accommodate shifting of the parts.

Description

United States Patent Hawthorne Oct. 7, 1975 RAILWAY CAR CUSHIONING APPARATUS Primary Examiner-M. Henson Wood, .lr.

. Assistant ExaminerGene A. Church [75] Inventor r i l gggig ggf Attorney, Agent, or FirmHibben, Noyes & Bicknell [73] Assignee: Keystone Industries, Inc., Chicago, [57] ABSTRACT This disclosure deals with mounting structure and a [22] Filed: APR 30 1974 spring return assembly for an end-of-car cushioning apparatus of a railway car. The railway car includes a PP 465,543 center sill having an opening formed in each vertical side thereof, and the mounting structure includes a [52] US. Cl. 213/8; 213/9; 213/22; casting Secured in ach Opening. A vertical slot is 213/43 formed in each casting. The apparatus further includes [51 Int. cm B61G 9/16 a cushioning having lugs famed integrally there- [58] Field of Search 213/7 8, 9 10, 22, 43, with, and the slots receive the lugs, with the result that 213/50 505, 54, 69 62 67 the lugs and the castings transfer loads from the unit to the sill. The spring return assembly includes at least [56] References Cited one stack or set of compression springs coiled on a UNITED STATES PATENTS rod, the springs being connected to the unit. A tube is positioned over the springs, and the rod and the tube 3,515,286 6/1970 Powell 213/8 guide the springs A bushing on the rod prevents the gf zig tube from sliding on the springs. The connections in the spring return assembly are loosely made to accommodate shifting of the parts.

12 Claims, 8 Drawing Figures US. Pawn 0a. 7,1975 Sheet 2 of3 3,910,418

RAILWAY CAR CUSHIONING APPARATUS End-of-car cushioning apparatus is of course well known in the railway industry, and the industry has adopted a standard pocket or receiving space for such cushioning apparatus. In the standard pocket arrangement, an open space is formed in each vertical side of the center sill of a car, and each manufacturer of the cushioning apparatus provides means for mounting its apparatus in the center sill, utilizing the openings.

The applicant has devised novel and improved structure for mounting cushioning apparatus in such an arrangement.

In addition, such cushioning apparatus includes a spring return assembly for moving the apparatus from a loaded position to'a normal position. A problem encountered in the design of such a spring return is that it must be able to exert considerable force and be very sturdy, but at the same time it must also be able to accommodate a large amount of shifting of the parts of the railway car. Such shifting occurs primarily when the car is loaded or unloaded and under impact conditions, and it also occurs with thermal expansion and contraction.

It is a general object of the present invention ,to provide novel and improved apparatus which meets the foregoing requirements.

Apparatus in accordance with the present invention is designed for use with a railway car including a center sill having openings formed in the vertical side walls of the center sill. The apparatus includes a member positioned in each opening and secured to the sill, each member having a generally vertically extending slot formed in its side which faces the interior of the sill. The apparatus further includes a cushioning unit which is positioned within the interior of the center sill. The unit has laterally extending lugs formed as an integral part thereof, the lugs being located in the slots. Since the lugs are integral with the unit, a separate member is not required between the unit and the members attached to the sill.

The apparatus further includes a spring return assembly connected to the unit, the assembly including at least one stack of compression springs coiled on a rod. A tube is mounted over the springs, and means is provided for preventing the tube from sliding on the springs. The rod is connected to the sill and the assembly is connected to the unit, such connections being nonrigid and thereby accommodating shifting of the parts.

The foregoing and other objects and advantages of the present invention will be apparent from the following detailed description taken in conjunction with accompanying figures of the drawings, wherein:

FIG. I is a fragmentary perspective view of a portion of a railway car including apparatus embodying the invention;

FIG. 2 is a fragmentary plan view of the apparatus, with some parts broken away to show underlying parts;

FIG. 3 is a sectional view taken on the line 3-3 of FIG. 2;

FIG. 4 is a sectional view similar to FIG. 3 but showing different positions of some of the parts;

FIG. 5 is a further enlarged plan view of a portion of the apparatus;

FIG. 6 is a side view of the portion of the apparatus shown in FIG. 5;

FIG. 7 is an enlarged fragmentary perspective view of a center sill of the car; and

FIG. 8 is a still further enlarged sectional view, taken on the line 8+8 of FIG. 2.

In FIG. 1, a portion of the undercarriage or frame of a railway car is'illustrated, parts of the frame being in phantom in order to show otherwise concealed parts. The frame includes a center sill 10 which has the shape of an inverted U. The center'sill 10 includes two laterally spaced vertically extending sides II and 12 (FIGS. 1 and 7), a top wall 13 and two bottom'flanges 14. The foregoing parts of the center sill 10 maybe formed integr'ally or they may be formed in separate parts and welded together. As shown in FIG. 7, the top wall 13 extends horizontally outside the upper edges of the side walls 11 and 12, and the bottom flanges 14 extend horizontally outwardly from the bottom edges from the two sides 1 1 and 12. Other parts of the frame are indicated by the numeral 15 in FIG. 1 and are of course connected to the center sill 10.

The coupler of the railway car is indicated by the reference numeral ,16 and isconnected to the center sill 10 through a hydraulic end-of-car cushioning unit 17, which provides cushioning for draft and buff forces on the car. As shown in FIGS. 1 to 4, the shank 18 of the coupler 16 extends longitudinally from the end of the car rearwardly or towardthe center of the car, and the inner end of the shank 18 is connected by a pin 21 to a yoke 19. The yoke 19 extends across the top and bottom sides and the rearward end of the shank l8, and the pin 21 extends vertically through a hole 22 formed in the shank 18 and through holes formed in the top and bottom sides of the yoke 19. Bushings 23 are positioned in the holes formed in the yoke 19 around the ends of the pin 21, and wear plates 24 are preferably provided between the shank l8 and the yoke 19. The pin 21 is supported by a pin support 26 which is positioned under the lower end of the pin 21 and is fastened to the lower side of the yoke 19 by a bolt 27.

Positioned against the rearward end of the shank 18 of the coupler 18 is a coupler follower 31, the engaging surfaces of the follower 31 and the coupler 16 being rounded, as shown in FIGS. 3 and 4, so that the coupler 16 may swing in a lateral direction about the axis of the pin 21. The inner or rearward side of the coupler follower 31 is flat and bears against a rod end plate 32 which is secured to a piston rod 33 of the cushioning unit 17. The piston rod 33 extends into the interior of a cylindrical housing 34 of the unit 17, the interior mechanisms of the unit 17 being conventional and therefore not being illustrated. The rearward end 36 of the piston rod 33 extends out of the other end of the housing 34.

The forward end of the housing 34-and the yoke 19 are supported in the center'sill 10 by a yoke and unit carrier assembly indicated generally by the reference numeral 41. The assembly 41 consists of a plurality of plates which are bolted to the undersides of the two flanges 14 of the center sill 10, as shown in FIGS. 1, 2 and 3, and which extend underneath the yoke 19 and the forward end of the housing 34.

Wear plates

42 and 43 are preferably provided across the bottom and upper sides of the yoke 19. While the assembly 41 extends under the yoke 19 and the housing 34 in order to support it, a longitudinally extending opening 45 (FIG.

3) is provided along the center line of the sill 10, to provide clearance for the pin support 26 and the bolt 27,

and for a downwardly extending lug 46 formed on the lower end of the plate 32. The function of the lug 46 will be described hereinafter.

The rearward or inner end of the housing 34 of the cushioning unit 17 is mounted in the sill in a novel manner. The cylindrical housing 34 includes a rear cylinder head 51 (FIGS. 1 through 4 and 8) which has a centrally located hole for the end 36 of the piston rod 33. The rear cylinder head 51 includes two laterally extending projections or

lugs

52 and 53, the outside dimension of the two

lugs

52 and 53 being greater than the distance between the two sides 11 and 12 of the sill 10. Except for the two

lugs

52 and 53, the cylinder head 51 and the remainder of the housing 34 are sufficiently narrow that they can be mounted between the sides 11 and 12 of the sill.

The cylinder head 51 is held against longitudinal movement by two

castings

57 and 58. As shown in FIGS. 2 and 7, the two sides 11 and 12 of the sill 10 are cut outto form

open spaces

54 and 55, the spaces being adjacent the rear cylinder head 51 and being substantially longer than the length of the head 51. The spaces extend from the bottom flanges 14 to the top wall 13. The rear casting 57 is positioned in the space 54 and the casting 58 is positioned in the space 55,'the two

castings

57 and 58 being sturdily constructed of a strong metal. The length of the castings is longer than the length of the spaces and the ends of the castings overlie the outer surfaces of the sides 11 and 12 adjacent the

spaces

54 and 55. As shown in FIG. 2, rabbets 59 are formed in the

rear castings

57 and 58, the rabbets receiving the sides 11 and 12. The portions of the inner faces of the two castings, which are between the.

vertical edges of the

spaces

54 and 55, are substantially flush with the inner surfaces of the sides 11 and 12 as shown in FIG. 2. As shown in FIG. 8, the castings. extend from the top wall 13 substantially to the flanges 14 and are secured to the walls of the sill as by welding. A vertically extending slot 61 is formed in the inner surface or face of each of the

castings

57 and 58,-the slots 61 extending vertically from the lower to the upper ends of the castings. As shown in FIG..2, the dimensions of the slots 61 are slightly greater than the

lugs

52 and 53 so that the slots snugly receive the lugs; The

castings

57 and 58 are sufficiently thick that they can withstand great shock loads, and strengthening ribs 62 (FIGS. 1 and 2) are preferably formed on the outer'surface of each of the castings to ensure adequate strength.

In addition to the

spaces

54 and 55, the bottom flanges 14 are also cut out as indicated at 64 (FIG. 7), the cutouts 64 being located midway between the vertical edges of the associated

cutouts

54 and 55 and below the slots 61 of the castings. In addition, as shown in FIG. 8, the cutouts 64 are sufficiently large that the

lugs

52 and 53 of the rear cylinder head 51 'can be moved upwardly through them.

The cushioning unit 17 is installed in the. center sill 10 as follows: first, the spaces 54, S5 and 64 are formed in the sides 11 and 12 and in the bottom flanges 14. This may be accomplished, for example, using a cutting torch. After the cutouts have been formed, the two

castings

58 and 59 are positioned in the

spaces

54 and 55 with the rabbets 59 receiving the edges of the sides 11 and 12,v and the

castings

57 and 58 are firmly secured to the top wall 13 and the sides 11 and 12 as by welding. The unit 17 is moved upwardly and, as shown in the righthand portion of FIG. 8, the

lugs

52 and 53 of the rear cylinder head 51 move through the cutouts 64 and slide through the slots 61 of the

rear castings

57 and 58. When the rear cyliinder head 51 has moved upwardly to the position indicated in the lefthand portion of FIG. 8 where the upper edge of the head 51 nearly meets the top wall 13 and the lower ends of the

lugs

52 and 53 are substantially flush with the upper surfaces of the bottom flanges 14, a support plate .71 (FIGS. 1, 2 and 8) is fastened to the underside of each of the bottom flanges 14. They may be fastened to the flanges as by bolts 72. As shown in FIG. 8, the laterally inner ends of the two plates 71 extend underneath the

lugs

52 and 53, and a block 73 is fastened to the upper surface of each of the plates 71 immediately below the associated lug. The blocks 73 are secured to the support plates 71 as by welding and provide support for the lugs. Thus, the support plates 71 and the blocks 73 secured to the bottom flanges 14 of the center sill 10 support the

lugs

52 and 53 of the rear cylinder head 51 and therefore provide support for the rearward end of the cushioning unit 17. Of course, the unit 17 may be readily removed for servicing and replacement should it be necessary, simply by unfastening the bolts 72 and removing the support plates 71, thereby permitting the cushioning unit to be moved straight downwardly out of the sill 10.

The foreward end of the cushioning unit 17 is supported by the previously mentioned yoke and unit carrier assembly 41, as shown in FIGS. 1 and 3, The assembly 41 extends under a front cylinder head 74 of the unit 17, and the head 74 rests on the support plate assembly 41. It is not necessary however for the head 74 to be secured against longitudinal movement because the. lugs 52 and 53 and the

castings

57 and 58 provide support in this direction.

With reference to FIGS. 2 and 4, the foregoing described construction provides support in both the. draft and buff directions. FIG. 2 shows the positions of the parts at the maximum forward position whereas FIG. 4 illustrates the parts in the maximum rearward position. A draft force on the coupling 16, as when the railway car is being pulled, causes the yoke 19 to be pulled forwardly, and if the piston of the unit 17 is initially in an intermediate position, the

lugs

52 and 53 and the

castings

57 and 58 support the draft load until the parts reach the maximum forward position shown in FIGS. 2 and 3. At this position, the laterally extending flanges 81 of the yoke 19 meet the stops 82 which are secured to the sill 10 which then support the load. The stops 82 are sturdy members which are secured as by welding to the inner surfaces of the vertical sides 11 and 12 of the sill. Rearwardly facing surfaces 83 of the stops 82 are located to engage the flanges'81 at the maximum forwardposition of the yoke 19. Thus, a draft force on the coupler, 16 is transferred to the pin 21, from the pin to the bushings 23 and the yoke 19, and from the yoke 19 to the stops 82, when the parts are in the maximum forward position, and to the sill 10.

In the maximum rearward position, shown in FIG. 4, the coupler 16 applies a rearwardly directed force on the coupler follower'31, the plate 32, and the piston rod 33, and forces the piston rod 33 toward the left or rearwardly as seen in FIGS. 2 to 4. The rod 33 is displaced toward the rear, as shown in FIG. 4, and the rearward end of the rod 33 extends through a hole formed in a gusset 84 (FIGS. 2 to 4) which extends between the sides 11 and 12 of the sill 10. A horizontal mechanism which cushions such an impact load. The,

load is transferred to the rear cylinder head 51 of the cylindrical housing 34, and from there to the

lugs

52 and 53, the

castings

57 and 58 and the center sill 10. At the maximum buff position, the rearwardly facing end surface 86 of the yoke 19 is moved into engagement with the forwardly facing surface 87 of the front cylinder head 74 of the housing 34. After the

surfaces

86 and 87 have been moved into engagement, any additional buff forces are transferred through the cylindrical housing 34 to the rear cylinder head 51 and from there to the

castings

57 and 58 as previously described. Braces or supports 88 are provided to give structural support betweenthe two

heads

87 and 51 of the unit 17, these supports being shown in FIGS. 1, 2 and 3, and consisting of longitudinally extending bars which are spaced at 90 intervals around the outer surface of the housing 34 and are secured at their ends to the

heads

51 and 74. As best shown in FIG. 1, the braces 88 are located at 45 angles from a vertical plane. The two

castings

57 and 58 of course transfer the impact load from the unit 17 to the center sill in both draft and buff forces. In addition to being exceptionally sturdy, the construction of the rear cylinder head 51 and the two

castings

57 and 58 enable the cushioning unit 17 to be easily installed or removed for servicing or replacement.

With reference to FIGS. 3 and 6, the apparatus also includes a return spring assembly in accordance with the present invention, which moves the piston rod 33, the yoke 19, and the coupling 16 from the rearward position shown in FIG. 4 toward the forward position shown in FIG. 3. The return spring assembly 90 comprises two packs or sets 91 and 92 of springs, each set of

springs

91 and 92 including four coiled compression springs 93 (FIG. 5). The springs 93 of each set are coiled on

rods

94 and 95 which are supported at their ends by rear and

front support plates

97 and 98. As shown in FIGS. 3 and 6, the

plates

97 and 98 are secured, by welding, to and extend downwardly from the underside of the yoke and unit carrier assembly 41. The

rods

94 and 95 extend longitudinally of the railway car and are located below the unit 17 and the yoke 19, and are positioned on opposite sides of the lug 46 and the pin support 26. The front support plate 98 has a lower horizontally extending stiffening plate 101 secured thereto, and the rear support plate 97 has vertically extending side plates 102 secured thereto which are fastened to the underside of the carrier assembly vided between'the center pair of springs. Further, each set includes a tube" '11 positioned around the springs. I Each of thetubes 111' is located adjacent the forward 41. The two

rods

94 and 95 are slidingly mounted in holes 103 (FIG. 6) formed in the

plates

97 and 98 and are free to move slightly within the holes 103. Onthe rearward side of the front support plate 98, a collar 104 is secured to each of the

rods

94 and 95, and similar collars 107 are secured to the rods on the rearward side of the plate 97. Also adjacent the rear support plate 97, washers 106 are positioned on the

rods

94 and 95 between the plate 97 and the springs 93.

As previously mentioned, each of the spring packs 91 and 92 includes a plurality of coiled springs 93, and washers 108 are provided between adjacent pairs of springs 93. As shown in FIG. 5, a bushing 109 is proend of the associated set and is fastened as by welding to a laterally extending plate 112. The length of each of the tubes 111 is such that it extends rearwardly over the associated bushing 109, but the length of the tubes 11] is short enough that when the tubes 111 are forced to their maximum rearward position, shown in FIGS. 4 6, the rearward end of each of the two tubes 111 is spaced from the rear support plate 97 and the

washers

10,6. The'function of theb ushings 109 is to hold the tubes aligned on the springs and to prevent the tubes from sliding on the associated springs 93.

Theplate 32, which is fastened to the forward end of the unit piston rod 33, is located to move the two tubes 111 during rearward movement of the plate 32. The previously mentioneddownwardly extending lug 46 formed on the lower endof the plate 32 extends between the=two-tubes 111 (FIG. 5), and the lug 46 is positioned on the forward side of and closely adjacent a laterally extending bar 113. A horizontal plate 114 is secured to the rearward side of the plate 113, the

plates

113 and 114 having their ends secured to the inner sides of the two tubes 11].

It will be apparent from the foregoing description that a rearwardly directed force exerted by the coupling 16 on the plate 32 will force the

plates

113 and 114 and the two tubes l 11 rearwardly. Since the tubes 111 are secured to the plate 113, it will also move rearwardly and exert a compressing force on the springs 93. The plate 97 at the rear of the assembly is fixed in place and consequently the springs 93 are compressed as the tubes'lll andthe 'plat'e 32 rnove rearwardly. FIG. 4 and FIG. 6 show the maximum extent of rearward movement of the tubes 111 and consequently the maximum compression of the springs 93. As previously mentioned and as shown in FIGS. 4 and 6, the rearward ends of the tubes 1 11arespaced from the plate 97 and the washer 106 at the position of maximum compression. After the rearwardly directed force has been removed from the coupler 16, the force of the springs 93 moves the plate 98, the tubes 1 11, the plate 32, and the yoke 19 forwardly until the flanges 81 of the yoke 19 meet the stops 82. As previously mentioned, the two rods 94 and 96 are not secured to the

support plates

97 and 98, and this floating arrangement is highly advantageous because it avoids any difficulties which might otherwise arise due to misalignment of the parts. In addition, there is a considerable amount of shifting of the parts due to loading of a car and to temperature changes, and the free floating arrangements avoid any difficulties which might arise due to such shifting.

It will be apparent from the foregoing description and the drawings that a novel and useful shock control apparatus has been provided. In spite of the fact that the unit is relatively easily installed in the center sill of a railway car, it is very sturdy and economically constructed. The return spring assembly is compact and is also very sturdy. The use of a plurality of relatively small inexpensive springs arranged in two sets forms an economical construction which exerts a considerable amount of force, and the loose or floating mounting of the parts accommodates misalignment and shifting of the parts.

I claim:

l. Cushioning apparatus for use with a railway car including a longitudinally extending center sill, the sill having openings formed in the vertical sides thereof and the openings being generally laterally aligned, said apparatus comprising a housing, a piston rod extending into said housing and adapted to be connected to a coupler of said car, said housing having a pair of lugs formed integrally therewith and extending laterally outwardly from the remainderof said housing, and a member adapted to be positioned in each of said openings and secured to said sill, each of said members having a generally vertically extending slot formed therein, said slots receiving said lugs and thereby holding said housing against longitudinal movement relative to said sill.

2. Cushioning apparatus as in claim 1, wherein said slots extend to the bottom ends of the respective members, said lugs being moved into said slots from the lower ends thereof, and further including a support block associated with each of said members and mounted underneath the slot of the associated member, each of said lugs resting on one of said support blocks and being supported thereby.

3. Cushioning apparatus as in claim 2, and further including means for fastening said support blocks to said sill.

4. Cushioning apparatus as in claim 1, wherein said housing comprises a cylinder head at one end thereof, said lugs being formed integrally with and extending laterally from said cylinder head.

5. Cushioning apparatus as in claim 4, wherein said housing further includes another cylinder head at the other end thereof, and longitudinally extending braces extending between and secured to said cylinder heads.

6. Cushioning apparatus as in claim 4, wherein said cylinder head is at the end of said housing which is away from said coupling.

7. Cushioning apparatus as in claim I, and further including a piston rod plate secured to the end of said piston rod, a spring return assembly mounted below said housing and said piston rod plate, said assembly comprising spring means, a bar connected to said spring means and urged in the direction of said coupling by said spring means, and said bar being nonrigidly connected to said piston rod plate and urging said plate in the direction of said coupling.

8. In a railway car including a longitudinally extending center sill, said sill having openings formed in the vertically extending sides thereof, and a coupler at one end of said car, the improvement of an end-of-car cushioning apparatus for connecting said coupler to said sill, said apparatus comprising a generally cylindrical housing positioned in said sill adjacent said openings, a piston rod extending into said housing and connected to said coupler, a member positioned in each of said openings and secured to said sill, each of said members having a vertically extending slot formed therein, and a pair of lugs formed on said housing and extending laterally outwardly therefrom and into said slots, whereby said housing is held against longitudinal movement relative to said sill.

9.Apparatus as in claim 8, and further including support members extending underneath said housing including said lugs'and holding said housing in said sill.

10. Apparatus for use with a hydraulic cushioning unit in a railway car, the cushioning unit including a movable piston rod, comprising a cylinder head,

adapted to form one end of said hydraulic cushioning unit, said head including lugs formed integrally therewith on laterally opposite sides, said head further including a centrally located opening through which said piston rod extends, and a pair of members adapted to be separately secured to a center sill of the car on laterally spaced opposite sides of said unit, said lateral spacing enabling passage of said piston rod between said members, each of said members having a slot formed therein which receives one of said lugs.

11. A spring return assembly for use in cushioning apparatus of a railway car, comprising a pair of laterally spaced longitudinally extending rods, a support plate at each end of said rods and having holes therein which loosely receive said rods, a set of springs coiled on each of said rods, a tube positioned on each of said rods and covering at least a portion of said springs, one end of each of said tubes being connected to the adjacent end of the springs of the associated set of springs, and means connected to said tubes and adapted to be connected to a piston rod of saidapparatus.

12. An assembly as in claim 11, and further including means in each set of said springs for preventing said tubes from sliding on said springs.

Claims

1. Cushioning apparatus for use with a railway car including a longitudinally extending center sill, the sill having openings formed in the vertical sides thereof and the openings being generally laterally aligned, said apparatus comprising a housing, a piston rod extending into said housing and adapted to be connected to a coupler of said car, said housing having a pair of lugs formed integrally therewith and extending laterally outwardly from the remainder of said housing, and a member adapted to be positioned in each of said openings and secured to said sill, each of said members having a generally vertically extending slot formed therein, said slots receiving said lugs and thereby holding said housing against longitudinal movement relative to said sill.

7. Cushioning apparatus as in claim 1, and further including a piston rod plate secured to the end of said piston rod, a spring return assembly mounted below said housing and said piston rod plate, said assembly comprising spring means, a bar connected to said spring means and urged in the direction of said coupling by said spring means, and said bar being nonrigidly connected to said piston rod plate and urging said plate in the direction of said coupling.

9. Apparatus as in claim 8, and further including support members extending underneath said housing including said lugs and holding said housing in said sill.

10. Apparatus for use with a hydraulic cushioning unit in a railway car, the cushioning unit including a movable piston rod, comprising a cylinder head adapted to form one end of said hydraulic cushioning unit, said head including lugs formed integrally therewith on laterally opposite sides, said head further including a centrally located opening through which said piston rod extends, and a pair of members adapted to be separately secured to a center sill of the car on laterally spaced opposite sides of said unit, said lateral spacing enabling passage of said piston rod between said members, each of said members having a slot formed therein which receives one of said lugs.

11. A spring return assembly for use in cushioning apparatus of a railway car, comprising a pair of laterally spaced longitudinally extending rods, a support plate at each end of said rods and having holes therein which loosely receive said rods, a set of springs coiled on each of said rods, a tube positioned on each of said rods and covering at least a portion of said springs, one end of each of said tubes being connected to the adjacent end of the springs of the associated set of springs, and means connected to said tubes and adapted to be connected to a piston rod of said apparatus.