US1307308A - Asskxtfob to william h - Google Patents

Description

J. F. OCONNOR.

CAR CONSTRUCTION. APPLICATION FILED ocT. z3, IQIe.

. J. F. OCONNOR.

CAR CONSTRUCTION. APPLICATION FILED ocr. 23. 191e.

Patented June 1T, 1919.

- INVENTQR. cfaaimaf .nlillll RW@ HAL. ATT EY ORN UNITED sTATEs PATENT oEErcE. y

JOHN F. OCONNOR, F CHICAGO, ILLINOIS, ASSIGNOR TO WILLIAM H. MINEB, OF CIAZY, NEW YORK.

CAR. CONSTRUCTION.

useful Improvement in Car Construction, 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.

This invention relates to improvements in car construction.

As is well known, cars in actual service are subject to enormous shocks, particularly under bufiing. It has-been common practice heretofore to provide shock absorbing mech-v anism of necessarily limited capacity and'so arranged that the shocks are transmitted to a pair of center sills over a relatively limited area. The capacity of said shock absorbing mechanisms is not only limited by the space within which they must be coniined, but also because of the fact that an easy action must be provided in order a to absorb the small shocks as well as heavy shocks. The disad vantage of former types of shock absorbing arrangements resides in the fact that the stresses are transmitted to two sills of the car only over a limited area and unusual or excessive shocks are transmitted to the car after the shock absorbing device has gone solid.

It is the object of the present invention to provide an arrangement of car construction and shock absorbing device such that all.

ordinary shocks of Ybuiiing and draft are taken care of by the usual gear or shock absorbing devices and excessive shocks are transmitted to all the longitudinal sills of the car at the ends thereof, the latter eii'ect being accomplished by means of what may be termed a resilient end sill.

Another object of the invention, in one ofl its forms, is to so arrange the parts that all of the shocks, even tliose within the capacity of the gear, are transmitted to all of the longitudinal sills of the car as well as the excess-ire shocks.

Another and more specific object of thc invention is to provide an arrangement where- -in the stop castings for the gear are resilently mounted.

Specification of Letters Patent. Patented Jun@ 17 1919,

Application led October 23, 1916.

Serial No. 127,091.

- broken side elevation of the structure illustrated in Fig. 2. Fig. 4 is a transverse, enlarged sectional view taken substantially on the line 4 4 of Fig. l. And Fig. 5 is a view similar to Fig. l. parts being broken away, illustrating another embodiment ci the invention.

Referring to the structure illustrated in Figs. l. 2, 3 and 4, 10u10 denote the channel shaped center sills of a car nndeit'raine, ll-ll longitudinal intermediate sills also of channel forni, and lZ-l side sills of the underframe. Mounted on the ends et the longitudinally extending sills l0, 1l and l2 are end sill castings 1li- 13, each of said castings 13 extending` from a side sill to the nearest center sill. The castings 13 are each provided with rearwardly extending flanges 111-14 riveted to the corresponding longitudinal sills, said flanges 14 being suitably reinforced by Webs 15. The castings l-A-l-i are provided with parallel, upper and lower horizontal flanges lG-l between whieh\is slidably mounted a buiier casting l'l which forms a part'of the resilient end sill. The

casting 17 extends from side io side ell the .A car, but at the center is extended rearw-ardlyltV in the form of two stop castings or rhee/r plates 18-18, the. latter being inlegraliy united by an upper transversely extendipg web 19 (see Figs. Q and 4). Fach of the slop castings 14-14 is provided with rear stop shoulders 20 and front stop shoulders Q1 to cooperate with the followers of the draft gear proper. Mounted between the stop castings 18-18 is the-'draft gear which. as shown, is of a well known friction type comprising a combined friction shell and spring easing QQ. -friction shoes Q3 and wedge. 241. the latter bearing against a front Afollower 'The gear is operatively connected with the draw bar 26 by a shaped yoke 427 in a well known manner. ,The draw bar and ear and also the cheek plates 18 are suita ly supported by means of saddle plates 28 and 29.

Referring now more particularly to theresilient end sill, it will be noted that-the cast` ings 13--13 are each provided with a series of .forwardly extending blocks 30-30 Vequally as indicated at 35. Mounted within the re cesses 31 and 3/1 and extending transversely of the car are alseries of relatively heavy plate springs 36, there being two sets of said springs 36, each set extending from the line of the corresponding'. cheek plate 18 substantially to the side of the car, the springs being held from accidental displacement by bolts 37. The front face of the casting 17 isl ribbed as indicated at 38-38 and near 'the center where the casting 17 is of the greatest depth, the face is made solid as indicated at 39, the structure being such that the parts 39 of two adjacent cars will come into engagement after the gear proper has been actuated.

From the preceding description, [it will be seen that the cheek plates 18-18 are resiliently mounted, but the strength of the plate springs 36 is such as to prevent movement of the cheek plates 18 during any ordinary blow transmitted to the draft gear proper. As is well known, the permissible movement of the gear parts is determined by standard practice and in my construction, the end lsills are so designed that the gear proper will be permitted its full movement before the end sills or .buifer castings come into contact. By this arrangement, the gear proper ywill 'absorb all ordinary shocks without bringing the heavy spring plates 36 into play. In the event of unusual or excessive shocks .being transmitted to the gear, the latter will absorb up to its normal capacity and blows in excess thereof will be absorbed by the platesprings 36, due lto the fact that the stop castings or cheek plates will move longitudinally, thus moving the casting 17 relatively to the castings 13, and iexing the springs 36 against the series -of convex faces 35. It will be noted that all the shocks transmitted to the gear are distributed to the underframe of the car to the ends of all of the ,longitudinal sills, thusproviding a better structure and eliminating the concentration of the shocks over a relatively small area on the two center sills. The plate springs 36 act, in effect, as an auxiliary shock absorber to take up all the shocks in excess of the normal capacity of the gear proper.

Referring now tothe structure illustrated usual manner. At the end of the car', 113

denotes the end sill castings rigidly secured to the longitudinal sills (the intermediate and side sills not being. illustrated on' ac l count of lack of room). Slidably mounted on the castings 113. is the other casting ll17 of the end sill, said castings 113 and 117'2being provided with a seriesof. over-lapping blocks 130 and 133 transversely recessed and accommodating transversely extending heavy plate sprdngs 136, similarly to the structure illustrated most clearly in-'Fi' ."ffll.

In the structure illustrated in Fig. 51,'all the blows transmitted to the lgearfprelier within the capacity of the latter aretr'ansmitted directly to the center sills 110. Blows in excess of the capacity of the gear proper are .absorbed by the resilient end sill in the manner albove described in connection "with the structure illustrated inFig. 1.' More detailed description of the structure in operation illustrated in Fig. 5 is not deemed nec-l essary in view of the prior description of the structure illustrated in the other figures.' i

Although I have herein showny and described what I now consider the preferred means of carryin out the invention, the

same are merely ilustrative and I contemplate all changes Iand modifications that come within the scope of the claims are pended hereto.

I claim: i V

1. In c ar construction, the combination with an end sill having a cushioned movable member adapted to be actuated upon contact with the end sill of an adjacent car, of a main draft gear carried 'by said movable member.

2. In car construction, the combination with a car underframe having side and cen'- ter sills, of a draft gear mounted between the center sills, and. meansy for transferring the shocks from said gear directly to and at the ends of all of said sills.

3. In car construction, the combination with a car underframe having center and intermediate longitudinal sills, of a draft gear.

mounted between the center sills, and means for transferring the shocks` from said gear directly to and at the ends Aofjall of said? rigidly secured to the ends of said sills onthe opposite sides of the center line of the car, a castlng slldably mounted with respect to said first named castings and cushioned with respect thereto, a draft gear, said movable casting being provided with cheek plates with which the draft gear is coperable. y

5. In car with a car underframe having a plurality of longitudinally extending sills, of castings rigidly secured to the ends of said sills, said castings being provided With a vseries of forwardly extended transversely recessed blocks, a buffer casting slidably mounted with respect to the first named castings, the

buffer casting being provided with a corrc- Y spending series of rearwardly extended transversely recessed blocks, and a series of plate springs extending transversely through said recesses.`

An end sill for ca'rs having longitudinally extending under-frame sills, said end sill comprising, a casting adapted to be rigidly secured to the ends of the longitudinal sills, said casting having a series of outwardly extended, laterally spaced projections, said projections being provided With recesses alined transversely of the car, and an outer casting having inwardly extending, laterally spaced projections alternating with construction, the combination those of the first named casting and provided also with recesses alined transversely of the car, and spring plates extending through the recesses of the castings and adapted to cushion relative movement between said castings.

7. In car cons' with draft and longitudinally extending sills, of a main shock absorbing mechanism including stop members interposed bet-Ween end sill including a casting rigidly attached to said draft and longitudinal sills, a second casting movabl y mounted with respect to the first named casting, spring means interposed between said castings and adapted to yieldingly resist relative approach or separation of said castings, said stop members of the main shock absorbing mechanism being movable in unison with the said movable casting of the end sill.

ln witness that I claim the foregoing l have hereunto subscribed my name this 19th day of Oct. 1916.

i JOHN F. OCONNOR. Witnesses:

Gonnie A. BISHOP, ELIZABETH M. BRITT.

traction, the combination the dra-ft sills, and a resilient end sill, lsaid

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