US1258907A

US1258907A - Railway draft-rigging.

Info

Publication number: US1258907A
Application number: US8132016A
Authority: US
Inventors: George A Johnson
Original assignee: Individual
Current assignee: Individual
Priority date: 1916-03-01
Filing date: 1916-03-01
Publication date: 1918-03-12
Anticipated expiration: 1935-03-12

Description

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G. A. HNSON. RAILWAY DRAFT HIGGINS. APPLICATION man MAR. 1. :91s.

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Be it known that l, GEORGE A. Jorritsma, a citizen of 'the United States, residing at Chicago, in the county of @ook and State of illinois, have invented a certain new and useful. improvement in Railway Braft-ltiggings, of the following is a full, clear, concise, and exact' description, reference being had to the accompanying. drawings, forming a part of this specification.

This invention relates to improvements in railway ,draft riggings.

@ne oojeet of the invention is to provide a draft of high capacity and so designed rthat the ultimate load applied to the gear is decreased as compared with present similar constructions.

@ther objects of the invention are to provide a draft rigging for railway cars wherein a portion of the bufling shocks is absorbed by iexing a front follower against a friction shell member; and to also aoply the ultimate load. to the friction shel over a greater area andv in .better manner than formerly.

rihe invention furthermore consists in the improvements in the parts and devices and 1 in the novel combinations of the parts and devices as herein shown, described or claimed.

Figure 'l is a horizontal, sectional showing the parts in normal position. Fig. 2 is broken, horizontal sectional View showing tne gear under full butt., find Fig. 3 is a front end elevation of the friction shell.

view

drawing-forming a part of this licei cation, itli denote channel center t sills of 'asual construction, the same riveted or otherwise secured thereto I s logs Ztl-itl. and front stop lugs lQ-- A.he draw bar 13 is operatively connected to the friction gear A by a yoke la having a hooded-forward end connected to the draw bar as by coupler key 15, said coupier hey being slidable in elongated slots lo in the side walls of said hood and also in elongated slots 'i7 formed in the sills'and lugs l2.

Yietion mechanism A, as shown, having friction shell the front end thereof etangnlar twin spring ugrally with Athe shell sprint, casing 19 is provided with a vertical face 2O `which serves as the rear follower of the gear to abut the rear stops ll. Coperating with the friction cylinder 18 is a plurality of friction shoes 2l and wedge 120. Preliminary movement of said shoes and wedges is resisted by a spring 22 and final movenient by means of twin arranged sets of nested springs 23-23 ywhich operate through a spring follower 24 mounted within the combined friction shell and spring easing.

interposed between the wedge 120 and the rear end of the draw bar 13 is a front follower 25 of the usual type and, obviously, upon inward movement of the draw bar the friction shoes and wedge will be actuated in a well known manner. As the'front follower 25 approaches the end of its buiiing movement, the side edges thereof are brought into engagement with the forwardly extended side portions 26-26 of the com bined friction shell and spring casing. The front wall of the CastingI is curved inwardly towardY the center thereof as indicated at 27-27 so that, as inward movement of the draw bar 13 continues, the follower 25 will be flexed inwardly to the position shown most clearly in lig. 2. From this it will be seen. that during the final portion of the heffing movement, not only is the` friction mechanism working to absorb the shock but the follower 25 is being bent or flexed to also absorb part of the blow. Any tendency of the front followerQ to remain per1nanently bent from the bufing movement will, of course, be overcome by the pressure applied to the follower in draft.

From the preceding description, it will be seen that the ultimate load transmitted to the casting 18--19 is less than that heretofore transmitted to friction gears of a similar =type wherein the final blow was transmitted centrally to the casting by the follower through the .friction shell only and without flexing or bending of the front follower. Furthermore, by providing the casting A with the shoulders 26-26 at the sides of the friction cylinder 18, the final blow applied to the casting A is distributed over a greater area and the entire casting presents a ninch stronger coliunn than has heretofore been the 'case where the front follower has been brought torest at the end of the 'bufiing movement against theiircular il@ lar cross section 'throughout and having plaintransverse Wall at one end adapted. to

cooperate With stops of a draft fleeing, tit@ i opposite end of said shell and casing being' concaved, said concaved end being adapted to permit flexing of a follower thereagainst, said combined shell and casing acting as a column, under compression, for its full Width at both ends. y

2. In a' draft rigging, the Combination with draft sills and inain'front and rear stops, of a casting within which is located shook absorbing means, said casting remainn ing stationary under bun, anda front rollower for actuating said shook absorbing means, said casting being,l provided its front end andnear the sides tbereol2 adja- Cent said sills with projections adapted to engage said follower near its ends9 there by permit said follower to be iexed between its ends and against said casting during the final portion of the buiing action,

SMA draft rigging for railway ears lr' vingl a combined rietion shell and easlng, friction Imembers oooperable n mechanism,

with said shell and. sforio's.1

members llower beine" lened durin 7 n if 1 1 1 last rt o the actuation ano. aosoroing /lt to thereby minimize the to bo absorbed by the o pr een i for railway oars, tbe sillsj :front and rear alerter, a casting and. spring easing Emoti Q elements copo fl shell and adapted to be ated by said follower, said casting lint/'- ingl eli-:tensions at its forward end on the sides thereof, said extensions being adapted to engage said follower near its ends prior to the complete actuation of the friction to thereby permit said follower to be' flexed. y'

a rigging,v the combination with aeombined friction sliell and spring Casing casting, friction me bers ooperable within said ease ing7 of a lower arranged aotuate friction elements, said oastii'ig on the end adjacent said '.ollrrfver7 being provided with curved faces against Wliioii said follower is adapted to flex upon final movement of tbe in witness that yelaiin the foregoing ll have l r: into subseribL my 518th lriiaryi ljlfd.

GERGE lo