US1292862A - Draft-rigging for railway-cars. - Google Patents

Description

J. F. OCONNOR.

DRAFT RIGGING FOB RAILWAY CARS.

Patented Jan. 28, 1919.

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W1 TNESSES UAW/QW J. F. UCUNNOR.

DRAFT mmm; FOR RAILWAY CARS.

APPLICATION FILED MAR. l. 1916.

Patented Jun. 28, 1919.

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1 @ATTORNEY W1 TNESSES.-

1 raranr ernten.

JOHN F. OCONNOB, OF CHICAGO, ILLINOIS, ASSIG-NOR T0 WILLIAM H. MINER, 0F

CHAZY, NEW YORK.

DRAFT-RIGGING FOR RAILWAY-CARS.

Application led March 1` To all whom t may concern.'

Be it known that I, JOHN F. OCoNNoR, a citizen of the United States, residing at Chicago, in the county of Cook and State of Illinois, have invented a certain new and useful Improvement in Draft-Rigging .for Railway-Cars, of which the following is a full, clear, concise, and exact description, reference being had to the accompanying drawings, forming a part of this specification. n

My invention relates' to improvements in draft rigging for railway cars.

The object of my invention is to provide a draft rigging of durable construction and efficient operation.

In the drawings forming a part of this specification, Figure 1 is a plan v iew partly in horizontal section of a draft rigging embodying my invention. In this view the parts of the rigging are shown in their normal position. Fig. 2 is a plan view partly in horizontal section showing the position of the parts when in full buff and showing the followers flexed under maximum stress. Fig. 3 is a plan, view partly in horizontal section, showing the position of the parts when in full buff but prior to any flexing of the follower plates. I

In the drawings, numeral 4 indicates draft members or parts of the car frame to which the draft rigging is applied. The draw-bar is indicated at 5. The draw-bar 1s of a usu'al type having a transverse slot 6 for the reception of a coupler key. A draft yoke 7- is mounted between the draft inembers, the said draft yoke having the usual upper and lower limbs forming spring pockets between them, and is provided at its forward end with a hollow box-like opening to receive the butt of the draw-bar 5. The said box-like member is provided with the transverse perforations 8 for the passage of the coupler key 9 which extends through the slot 6 in the draw-bar and at its ends passes through the longitudinally extended slots 10 provided in the adjacent portions of the stop members 11 and the draft members 4. The said yoke is provided at its rear end with a rear connecting member 12, and intermediate its ends with the yoke thimble 13 which in the particular form shown in the drawings is integral with the yoke.

The type of draft rigging shown is thatY Specification of Letters Patent.

1916. Serial No. 81,330.

generally known as a tandem draft rigging in which front and rear compression resisting members are employed. In the particular embodiment of my invention shown in the drawings, the front draft gear or compression resisting member is indicated at 14, and the rear draft gear or compression resisting member at 15. Each of said gears consists of a number of resisting elements such as the spring 16 which is seated at its ends against followers, the front follower being shown at the numeral 17, the front intermediate follower at 18, and rear intermediaQt/g follower at 19, and the rear follower at Heretofore, in draft riggings of this general type there has in actual service been a certain amount of give or yielding of parts of the rigging. For instance, in types where a key connection between the yoke and coupler is employed, a suiicient clear rivets as they are sometimes usedl in connecting the draft yoke to the draw-bar and in connecting a separable thimble to the limbs of the yoke, the rivets will yield to a greater or less degree in service, and intermediate thimbles of the integral type to a certain extent have been found to yield under certain conditions.

Heretofore, it has been the practice in providing stop members for a tandem draft rigging to provide a spacing between the stop shoulders thereof which is identical for each of the spaces provided for the travel of the followers. In my invention this construction is not followed. It will be noted that in Fig. 1, in which the parts of the draft rigging are shown in their normal position, the front follower 17 is seated against the front stop shoulders 21, and the front intermediate follower 18 is, in normal position, slightly spaced apart from the front intermediate stop shoulder 22 as indicated at the numeral 23. The rear follower 20 is seated against the rear stop shoulders 24 and the rear intermediate follower is slightly spaced Patented J an. 28, 1919.

apart from the rear intermediate stop shoulders 25 as indicated at the numeral'QG.. rlhe front limiting sto shoulders are indicated at the numerals 2 *27, and the rear limiting stop shoulders at the numerals 253-28.

lt will be `noted that the length of the thimble 13 of the yoke is greater than the dista-nce from the front intermediate stop shoulder 22 to the face of the rear intermediate stop shoulder 25, and that the front and rear intermediate followers 'bear respectively against the front and rear faces of said thimble in the normal position of the gear.

To allow for the lost motion between the various parts of the draft rigging in front ofthe front follower, to-wirt: the draw-bar, the yoke and the key, which is occasioned through the comparatively loose fitting of these parts, (the key when employed usually being a rough forging) l make the space between the front stop shoulders 21' and the adjacent limiting stop sholulders 27 greater than the spacingbetween the front intermediate stop shoulder and its adjacent limiting stop shoulder, and greater than the spacing'between the various stop shoulders for the rear gear of the :tandem draft rigging.

lt will thus ybe seen in the draft rigging illustrated in the drawings, and as is usual in draft riggings of this type, the butt of the coupler 5 engages against the front face of the front follower at il', and on rearward movement of the draw-bar in bufng action of the rigging, the follower 17, being thrust rearwardly directly by the draw-bar, is given the maximum amount of movement, or, in other words, equals in its longitudinal travel 'the travel of theY draw-bar.

@n account of the slight give or yielding of that portionof the draft yoke in front of the intermediate thimble, l provide the slight space 23 Ibetween 'the front intermediate follower and its adjacent front intermediate stop shoulder 22, in order that the rear draft gear of the tandem draft rigging may commence its compression resisting action at such a. time that upon the full compression of the springs all of the y followers will simultaneously be in engagement with their sto-p shoulders rearwardly adjaeent thereto. lt will be apparent thatl on 'the initial rearward. more ment of the front follower there will be only a slight compression resisting action of both springs until the front inte.irme/di ate follower engages its adjacent front intermediate stop shoulders its may *be inferred .from the foregoing, the spaces provided between the different shoulders that mark the ends of the travel of each of the followers differ for each fol lowenhthe space between the front stop shoulder and the front limiting stop shoul- Lacasse der being the greatest,-that between the" front intermediate stop shoulder and the Y adjacent front limiting stop shoulder less,-

that between the rear intermediate stop shoulder and the adjacent limiting stop shoulder still less,-and that between the rear stop shoulder and the adjacent limiting Sto shoulder the least of all the spacings. y reason of lthe conditions jdoscribed and the arrangement detailed, all of the followers will simultaneously come to their maximum exed position at the same time in builing movement. This is also true in draft, as will be hereinafter described.I

shoulders employed in a tandem draft rigging, for the front 4follower to become so flexed, without the flexing of the other follower, that the front follower ultimately takes a permanent set, thus destroying its efficiency or, as sometimes occurs, the follower breaks.

Thus, among other accomplishments of my invention is to be found this: that instead of, as heretofore, employing only the resilience of the front follower to resist the ultimate extreme shocks, l employ all four followers simultaneously. y

@n forward movement of the draw-bar, in pulling action of the draft rigging the draft yoke moves forwardly, compressing the rear spring against the rear intermediate follower and 'the front spring against the front follower. lt will be obvious that the limbs of the yoke rearwardly of the intermediate thimble 13 have to withstand 'the compression resisting force of the rear gear alone, while 'that portion of the limbs of the yoke in front of the intermediate thimble are required to withstand the com lil@ pression resisting force not only of the front spring, hut of the accumulated. resistance of the rear spring also, This double tensile strain upon the forward part of the yoke compared with that upon 'the rearward part of the yoke, together with the yi of .the intermediate thimble, tenes through the stretching of the parts to enlarge the front spring pocket of the yoke in which the front draft gear is receired to a greater extent than the stretching of the rear portion of the yoke 1 the spring pocket within n :nth the rear t gear of the rigging is received. l p voi'fide for this' difference gsd through the space 26 (which has been heretofore described) between the rear intermediate follower 19 and the rear intermediate stop shoulder 25. Because of this provision, it will be obvious, and conversely The variation in the length of pockets and the difference in length between the front and rear pockets due to the force applied 1n opposite directions to a draft rigging, is more noticeable in that type of tandem draft rigging yoke in which a riveted intermediate thimble is employed than in a structure of the type shown in the drawing, in which an integral thimble is' employed.

I claim:

1. In a tandem draft rigging for railway cars, in combination, draft members, followers, compression resisting members, a draw-bar, a yoke and stop members, the stop members being provided withstop shoulders and limiting stop shoulders for each of the followers, the space between the stop shoulder and limiting stop shoulder for each follower being different in length from that for any other follower.

2. A st op member for railway car draft riggingcomprising a plate having front, rear, front intermediate and rear intermediate stop shoulders, and front and rear limiting stop shoulders, the space between the front stop shoulder and the adjacent limiting stop shoulder being comparatively longer than the space between any other sto shoulder and adjacent limiting stop s oulder thereon.

3. A tandem stop casting for draft riggings having main front, rear and inter` mediate stops, and limiting stops between the main stops, the distance between each main stop and adjacent coperating limiting stop gradually decreasing from the front end to the rear end of the casting.

4. A tandem casting having main front, rear and intermediate stops, the distance between the front and front intermediate stop being greater than the'distance between/the rear stop and the rear intermediate stop.

5. In a draft rigging, the combination with a draw-bar, tandem yoke, tandem-arranged springs, and tandem-arranged followers, of tandem stop castings having main front, rear and intermediate stops, and limiting stops between the main stops, the space between each main stop and yadjacent coperating limiting stop gradually decreasing from the front end to the rear end of the casting. 6. In a draft rigging, the combination with a draw-bar, tandem yoke, tandem-arranged springs, and tandem-arranged followers, of tandem castings having main front, rear and intermediate stops, the intermediate followers being normally spaced from the intermediate stops, the front intermediate stop being normally farther away from its coperating intermediate stop than the rear intermediate follower from its cooperating intermediate stops.

7. In a draft rigging, the combination with a draw-bar, tandem yoke, and tandemarranged springs and followers, of tandem casting, each having main front, rear and intermediate stops, and limiting stops, the spaces between each main stop and corresponding limiting stop being all different and so arranged that upon movement of the draw-bar and yoke all followers will be simultaneously engaged with their respective main and limiting stops and thereby all followers be simultaneously flexed in absorbing

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