US1752335A - Car construction - Google Patents

Description

Aprll 1, 1930. o. c. DURYEA CAR CONSTRUCTION Filed April 28, 1926 5 Sheets-Sheet In/manto@ QQ MQ MW o. c. DURYEA A l,752,335

CAR CONSTRUCTION Filed April 28, 192e 5 sheets-sheet 2 April 1, 1930.

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April l, l93oo. c, D-URYEA 1,752,335

CAR CONSTRUCTION Filed April 28, 192e 5 sheets-shea 3 April l, 1930.

. c. DURYEA 1,752,335

CAR CONSTRUCTI ON Filed April 28, 1926 5 sheets-sheet 4 April l; 1930.

O. C. DURYEA CAR CONSTRUCTION Filed April 28, 192e 5 sheets-sheet 5 Patented Apr. 1, 1930 UNITED STATES PATENT OFFICE OTBIO C. D'U'RYEA, OF WATERBURY, CONNECTICUT, ASSIGNOR TO O. C. DURYEA COR- PORATION, E WILMINGTON, DELAWARE, A CORPORATION OF DELAWARE CAR CONSTRUCTION Application filed April 28,

This invention relates to railway cars and more particularly to passenger coaches.

Annoyance, discomfiture, and injury are experienced by railway passengers due to the sudden shocks imparted to coaches under Vsmoothly absorbed by mechanism of such limited travel. This travel is kept low due to the fact that an increase in the travel of said gears results in an increase in the train slack which latter is objectionable for reasons well known in the art. Furthermore, increase. in train slack would render it difficult to maintain the face plates of the vestibule diaphragms in engagement, as is required in order that passengers may safely pass from one coach to another.

An object of the present invention is to yprovide a passenger coach comprising novel means for smoothly resisting shocks imparted thereto under usual operating conditions. Y

Another object is to provide a passenger coach, embodying a long travel center member, which is so constructed that draft shocks imparted to the coach, as when starting a train, will be smoothly resisted, and the coach will be placed in motion without being subjected to the usual jolts.

A further object is to provide a passenger coach comprising a movable center member adapted to coact with bufling mechanism in such a manner that said buing mechanism is effective for yieldingly resisting and absorbing draft shocks imparted to the coach.

A still further object is to provide an improved passenger coach embodying a long travel center sill, and one which is so' constructed that train slack is not increased, and may be varied as desired.

Another object is to provide novel means for insuring that the vestibule face plates will be maintained in engagement at all times .in order that passengers may safely pass 1926. Serial No. 105,291.

from one coach to another. objects will appear more fully hereinafter.

These and other The preferred form of the invention is disn of the structure are broken away and certain of the duplicate parts are omitted in order to permit the use of a large scale for the drawings.

Figs. 2 and 2a constitute a sectional side view of the structure shown in Figs. 1 and 1a;

Fig. 3 is a side elevation somewhat en larged illustrating one form of draft gear cheek plate which may be employed in accordance with the present invention;

Fig. 4 is a sectional end view taken on the broken line 4-4 of Fig. l;

Fig. 5 is a transverse sectional view taken on the line 5 5 of Fig. 2";

Fig. 6 is a sectional end view taken on the line 6-6 of Fig. 2a;

Fig. 7 is a sectional end View, the left-hand half of the figure being taken on line 7-7 of Fig. 2 and the right-hand half being taken on the line 7a4-7a of Fig. 2;

Fig. 8 is a top plan sectional view, taken on the line 8-8 of Fig. 3; y

Fig. 9`is a sectional view taken on the line 9--9 of Fig. 2; and

Fig. 10 is a center line sectional view illustrating one form of buler casting which may be employ/ed.

The novel passenger coach constituting the subject matter of the present invention is mounted on a six-wheel truck, as is common practice. The center truck axle is indicated at l1, Fig. 2a, and associated therewith are two ytruck bolsters of suitable type which are designated 12, 12. A truck center casting 13 is rigidly secured to the upper surface o f the truck bolsters l2 and is provided with the usual center plate 14. i Doublebody bolsters 15 are rigidly connected by means of a center brace 16 which is provided on its lower central portion with a center plate 16a having engagement with the truck center plate 14. The parts above described, which constitute supporting means for the car body, may be of suitable or standard construction.

The outer ends of the double body bolsters 15 are rigidly secured, as by means of rivets, to side sills 17 (Fig. 5) that extend substantially the length of the car body. In the form shown, the side sills 17 are constituted by Z-bars which have engagement at their Iends with a body end sill 18 (Fig. 1) that extends inwardly from thel side of the car into engagement with the lateral outer face of a subsill 19. As illustrated, the sub-sills 19 are constituted by vertically disposed channels which extend from the inner face of the double body bolsters 15 outwardly beyond the end sills 18 and form a supporting structure for a buffer member 20 that is preferably constituted by a casting. Sub-sills 19 are rigidly attached, as by means of rivets 2l (Fig. la) to the center brace 16, and by means of rivets 22 (Fig. 1) to the buffer member 20 (Fig. 10).

The buffer member or casting comprises a portion 20a, constituting a buffer beam, which extends -transversely of the structure adjacent the outer ends of the sub-sills 19. .Integrally formed with beam 2Oa and extending inwardl from the inner face thereof, are a pair of ongitudinal members 2()b which terminate at a point between the end sill 18 and the double body bolsters 15. The portions 20b are provided intermediate the ends thereof and preferably closely adjacent the vertical plane of the end sills 18, with inwardly projecting and substantially U-shaped portions 20c constituting stops for mechanism to be described more fully hereinafter.

The space provided intermediate stops 20c and the inner face of`buffer beam 20a forms a pocket 23 for receiving what may be termed buiring mechanism, although as will be pointed out hereinafter, said mechanism is effective for yieldingly resisting both draft and buftng shocks. This bufting mechanism which is diagrammatically illustrated at 24, 24a, Fig. 1, may be of any suitable type. Associated with the buiiing mechanism 24 is a buing center stem25 which extends through an opening 26 in buing beam 20a and has operative engagement at its outer end with a vestibule face plate 27. Pivotally secured in any suitable manner to plate 27, and preferably at equal distances from stem 25, are bung side stems 28 which extend inwardly through suitable openings 29 in bufling beam 20 and carry on their inner ends resilient members such as coil springs 30. As shown,

the outer ends of springs 30 have engagement with shoulders formed on sleeves 31 that are slidabl mounted on side stems 28 and are limitedyin outward movement by means of shoulders 28a formed on said side stems. The inner ends of the springs 30 have abutting engagement with spring brackets 32 rigidly attachedv to the outer faces of the sub-sills 19. Preferably the inner ends of the side stems are of'reduced cross-section and slidably extend through openings in the brackets 32, said side stems being` limited in their outward movement relative to said brackets by means of nuts suitably secured to the inner ends of said reduced portions. A bufer beam extension 34 of suitable type is rigidly secured to the beam 20a, and interposed betweensaid extension and the beam is a diaphragm post 35. The space between the buifer beam extension 34 and the body end sill 18 constitutes the vestibule space of the car, a portion of a door for said vestibule being illustrated at 36. Extending downwardly from the lower face of bufling beam 20@l and preferably integrally formed therewith, is an inverted T- shaped portion 20cl to the head of which is rigidly secured a carry iron 37 for slidably supporting 'the outer end of a .draw bar 38. The draw bar is provided at its outer end with the usual coupling head 38a. The inner end of draw bar 38 is pivotally secured by a vertically disposed pin 39 to a yoke 40 which surrounds and has operative engagement with draft gear mechanism diagrammatically illustrated at 41. Follower plates 42 are interposed between yoke 40 and the draft gear 41. The opposite ends of the follower plates 42 extend into pockets 43 formed in a pair of draft gear cheek plates 44 (Figs. 3, 7 and 8). T he lower portions of cheek plates 44 form a pocket'for draft gear 41 and are connected on their lower faces by carry irons 45 (Figs. 2 and '7) which constitute supporting means for the yoke 40. The upper portions of the cheek plates 44 are secured, as by rivets 46,- to the outer faces of a pair of channel members 47`that extend from a point adjacent one end sill to the end sill at the opposite end of the car. The two channel members will be hereafter Areferred to as a center member or center sill. The outer ends of Channels 47 are rigidly secured one to the other by means of abuffer follower stop 48. In the form shown the stop 48 is constituted by a substantially box-shaped casting which is open at its inner end, the outer closed end of the casting normally being in engagement with a follower plate 49 mounted in the pocket 23 for the buiiing gear 24. Normally, follower plate 49 is also in engagement with stops 2Oc formed on the longitudinal portions 20b of the buffer casting. Y

The center member 47, 47 which, if desired, may serve the purpose of a center sill, is

Jadapted for longitudinal movement of great extent relative to the double body holsters 15 and means are provided for guiding the long travel center member in its relative movement. In the form shown the center member passes through suitable openings 16h (Fig. 5) in the center brace 16 and is suitably guid ed by vertically disposed portions 16c and horizontal portions 16d that are preferably formed integral with the center brace 16.

The outer ends of the center member 47, 47 are supported and guided by engagement of the cheek plates 44 with the longitudinally extending portions 2()b of the buffer casting 20. For this purpose the cheek plates 44 may be provided on their outer faces with laterally projecting ledges-or portions 44a (Fig. 7) which bear upon inwardly extending and horizontally disposed ledges 20e formed on the inner faces of portions 20h of the buffer casting. Preferably cheek plates 44 are also prolvided with laterally extending portions 44b which project outwardly underneath the lower flanges of the sub-sills 19.

Tie plates 50 (Figs. 1 and 2a) secured to the flanges of the channels 47 may be provided at suitable points for strengthening the center member. Preferably longitudinally disposed I-beams 51 (Fig. 5) are provided intermediate sub-sills 19 and side sills 17 to constitute a side bearing bridge for the latl eral ends of the truck center casting 13. A

suitable cover plate u52 is rigidly secured, as by means of rivets, to the upper flanges of the sub-sills 19, the side sills 17, the double body bolsters, and the I-beams 5l for bracing and strengthening the end portions of the structure. Preferably this plate extends from the body end sills to the inner face of the body bolster. The usual buffer cover plate 53 (Fig. 2) is suitably secured to a buHer angle 54, carried by the face plate 27, and projects inwardlybeneath a foot plate 55 attached to the buffer casting. The buffer angle 54 is provided with brackets 56 (Fig. 1) for facilitating the attachment of the buer side stems 28 and intermediate the buffer angle 54 and the center stem 26 is a buifer'plate 57.

Operatz'on.-The manner in which passenger coaches are coupled, one with the other,

is well understood, but it is here po-inted outthat in the standard coaches now in use, as well yas in the embodiment of the invention illustrated, the vestibule face plate must be moved inwardly relative to the car structure before the pulling faces ofthe couplers can be brought into engagement for coupling. This relative movement of the vestibule face plate is transmitted through side stems 28'to springs 30, whereby the latter are compressed,

. and is also transmitted to center stem 25.

Movement of stem 25 is yieldingly resisted by the portion 24EL of the bufling mechanism. If the buffmg or coupling shock is sufficiently great, the force is transmitted through draw bar 38 to the draft mechanism 41 and through center stem 25 to the bufng mechanism 24 whereby the shock is yieldingly resisted and absorbed. The force imparted to draw bar 38 tends to move center member 47, 47 relative to the body bolsters and this relative movement is resisted by the draft mechanism directly associated with the drawAX bar 38 and also by the buiiing mechanism at the opposite end of the car.

If a draft force is imparted to the draw bar 38 tending to move it to the left as viewed in Fig. 2,l yoke 40 is pulled outwardly together with the inner follower plate 42, and said force is yieldingly resisted by the draft mechanism 41. This force is transmitted through the outerl follower plate 42 to the cheek plates 44 that are rigidly secured to the long travel center member 47, 47. Relative movement is thus imparted to the center stop 48 and follower plate 49 on the bufting mechanism 24.y The latter is thus eHective for absorbing both draft and bufling shocks.

Instead of the standard travel of two and one-half inches, the draw bar 38 has a travel under draft equal to the travel of the draft gear 41x plus the travel of the bufling gear 24, 24a. Draft forcesare thereby gradually absorbed without shock or annoyance to the passengers, and without damage to the car structure. The movement of the center member to the left, as viewed in Figs. 1 and 2, is positively limited by engagement of cheek plates 44 with the inner face of stops 20c,

which stops are so positioned as to prevent j of over-solid blows. The vestibule face plates 27 ofA adjacent coaches are maintained in engagement at all times by springs 30 and by the pressure exerted by draft and bufling mechanism mounted in pocket 23 on the center stem 25. Movement of the center member toward the bufiing beam 20a is imparted through the draft and bufing mechanism in pocket 23 and stem 25 to face plate 27.

The advantages and increased riding comfort of my improved coach may be illustrated by considering the effect of imparting a large and sudden draft force to said coach when coupled in a train, for example, when the improved coach is coupled between the engine and a coach lof the type now considered as standard. The suddenly applied draft force will place the yielding mechanism of the improved coach under tension, but due to the movement of the long travel center member, the standard coach will be jerked and placed in motion before the improved coach is moved. The latter is thus protected by the long travel of the center sill against the suddenly applied draft force. However, under normal operating conditions the tension exerted on the yieldin mechanism of the im roved coach will p ace the same in motion efore the standard coach is moved.

Since, in the preferred form of the inven-r greater distance than the coupler heads of a standard coach, the train slack is not increased. By decreasing or increasing the travel of the draft and bulling mechanism 4l the train slack may be varied as desired.

It is desirable to support and guide the long travel center member, intermediate the body bolsters, in order to guard. against undesirable deflection ofthe same, and in order that said center member may embody the functions of a center sill. The center member may be guided by means of a plurality of cross bearers secured to the side sills. The cross bearers may be of any suitable type, but preferably they are constructed in a manner illustrated and described in my copending application, Serial No. 26,267, filed April 27, 1925.

The construction employed in the improved coach constituting the subject matter of this invention closely follows that employed in standard coaches now in use. Only one embodiment of the invention has been described and illustrated in the accompanying drawings but it is to be expressly understood that the drawings are for purposes of illustrat1on only and are not designed as a definition of l the limits of the invention, reference being had to the appended' claims for this purpose.

What is claimed is l. In a passenger coach, an underframe structure including a longitudinally movable, load carrying, center sill, draft and bulfing means carried by said structure and normally mounted for engagement with the end of said center sill, draft and buffing mechanism attached to said'center sill and movable therewith, and coupling means operatively associated with said last-named draft and bufling means.

2. In a passenger coach, an underframe, long travel shock absorbing means including a follower plate carried by said underframe, a long travel centei` member mounted for movement relative to said underframe and normally .having engagement with said follower plate, draft mechanism of standard `travel carried by said center member, and coupling means associated with said draft mechanism.

3. In a passenger coach, an underframe including body bolsters, sub-sills secured to said bolsters, and buling members secured to said sub-sills, shock absorbing means carried by said members and sills, a center member i slidably mounted on said bolsters and adapted for engagement with said means, and coupler mechanism including shock-absorbing means carried by said center member andy movable therewith relative to said bolsters.

4. In a passenger coach, an underframe including a body bolster, sub-sills secured to said bolster, and a buffer casting secured to said sub-sills, yielding shock resisting means including a follower plate carried by the subsills and casting, a long travel center member slidably mounted on said bolster, a stop member carried by said center member and normally in engagement with said plate, yielding shock resisting means secured to said center member, and coupler means having engagement with 'said last-named shock resisting means.

5. In a passenger coach, anvunderframe structure including buffer members adjacent the opposite end thereof, draft and buffing mechanism carried by said buffer members, a longitudinally movable center member eX- tending between said bufling members and having abutting engagement with said mechanism, and draft means including couplers secured t0 said center member, said center member being adapted for a greater travel under draft forces than the travel of the draft means.

6. In a passenger coach, an underframe structure, a center member mounted for movement in both directions relative to said underframe, means for yieldingly resisting relative movement of the center member whenvdraft and builing forces are applied thereto, and

means including coupler mechanism operavtively connected to the center member, said center member being adapted for greater movement under draft forces than under buliing forces.

7. 1n a passenger`coach, an undei'frame,

l ong travel draft means carried by said underframe in the horizontal'plane thereof, a center member slidably mounted on the underframe and adapted for movement relative to the latter, said movement being resisted by said draft means, draft and bufling mechanism positioned in a, plane below said underframe,

the travel of said draft and buiing mechanism being less than the travel of said draft means, means for securing said mechanism to said center member, and couplers operatively 'connected to said draft and buiiing mechamsm.-

8. In a. passenger coach, an underframe structure including a bufling member and a longitudinally movable center member, draft and buliing mechanism carried by said bull'- ing member, follower means for said draft and buliing mechanism, stop means carried by the bulling member for limiting movement of said follower means, rigid members secured to said center member and adapted for sliding engagement with said buffer member, and coupler mechanism carried by said rigid members. u 9. In a passenger coach, an underframe, long travel draft mechanism carried by the underframe, a long travel center member slidably mounted on said underframe, a stop member carried by the center" member' and adapted to coact with said draft mechanism,

cheek plates secured to said center member adjacent the end thereof and adapted for sliding engagement with said underframe, said plates constituting supporting means for the end of the center member, and draft and bufiing mechanism secured to said center member.

10. A passenger coach comprising an underframe including body bolsters, sub-sills secured to the bolsters and a buffer member secured to the sub-sills, said buffer member being provided with portions constituting stops, yielding shock resisting means including a follower housed in said buffing member, said follower normally having engagement with said stops, a long travel center member mounted for movement relative to said sub-sills and buffer member, a stop member secured to said center member and adapted for engagement with said follower, means interposed between the buffer member and the center member, said last-named means being rigidly attached to the center member and having sliding engagement with the buffer member, draft and buiing mechanism carried by said last-named means, and a draw bar having operative engagement with said draft and buing means.

11. A railway coach comprising an underframe structure including body bolsters, sub-sills secured to said body bolsters, body end sills secured to said sub-sills. and a buffer casting secured to saidl sub-sills and projecting outwardly from said end sills, yielding shock resisting means carried by said buffer casting, a longitudinally movable center member slidably mounted on said underframe, said center member terminating substantially in the plane of said body end sills, means secured to said center member and having sliding engagement with said buffer casting for guiding the center member in its longitudinal movement, means secured to said body bolsters for guiding said center member in its longitudinal movement, and draft and bufling mechanism operatively secured to said center member.

12. In a passenger coach, an' underframe structure including a long travel center member, yielding shock resisting means carried by said structure adjacent the opposite ends thereof, and draft and buliing mechanism onleratively secured to said center member, said draft and buiiing mechanism being mounted 4in a plane below said shock resisting means and having a travel materially less than the travel of said shock'resisting means.

13. In a passenger coach, an underframe,

draft and buliing mechanism carried by said underframe, a long travel center member mounted for movement relative to said underframe and normally having engagement with said mechanism, and draft and buiiing mechanism secured to said center member, the travel of said last-named draft and huifing mechanism being less than the travel of said first-named draft and buftng mechanism.

14. In a passenger coach, an .underframe structure including a buffer member, a censorbing means and adapted for movement relative to the center member, the movement of the center member relative to the coach body being greater than the movement of the draw bars relative to the center member.

15. In a passenger coach, an underframe including a buEer member, a center draft and buliing member mounted for movement relative to the buffer member, a vestibule face plate movably mounted on the buEer member, a draftand buffing means carried by the buffer member and adapted to resist movement of the face plate and center member relative to said buffer member, yielding means mounted on the opposite ends of said center member, and draw bars operatively connected to said yielding means and mov.- able relative to the center member, the movement of the draw bars relative to the center member being materially less than the movement of the center member relative to the buffer member.

16, In a passenger car, a longitudinal disposed draft and bufiing member mounted for movement relative to the body of said car, a vestibule face plate for said car, yielding means operatively connected to said face plate and longitudinal member for yieldingly resisting relative movement of the longitudinal member and face plate relative to the car body, a yielding device mounted at each specification.

OTHO C. DURYEA.

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