US1762414A - Railway draft rigging - Google Patents

Description

Jun@ W, 1930. J. F. 'ocoNNoR RAILWAY DRAFT RIGG'ING Filed Dec. 22. 1927 Patented dune 10, 1930 PATENT OFFICE JOHN 1B'. WGUNNOB, OF CHICAGO, ILLINOIS, ASBIGNOR TO W. H. MINEB, INC., 0F

, CHIQAGO, ILLINOIS, A. CORPORATION OF DELAWARE RAILWAY DRAFT BIGG'ING' ppueenen med neeember a2, 1927, serial ne. 241,744.

This invention relates to improvements in railway draft riggings.

One object of the invention 1s to provlde, in a railway draft rigging, simple and efficient shock absorbing mechanism, having a relatively long compression stroke during buff and shorter stroke during draft.

Another object of the invention is to provide a railway draft rigging, including shock absorbing means operated through the usual ,y coupler, wherein the coupler has relatively are long travel, and means is provided for connecting the coupler shank and the shock absorbing mechanism, arranged so that axlal alignment of the coupler shank and the shock absorbing means {zo-operating therewith will be accurately maintained under all conditions of operation.

A further object of the invention is to provide a 'railway draft riggin having relatively lon travel, including t e usual coupler and s ock absorbingl means co-o erating therewith, wherein the shock a sorbing means is disposed between the usual center sills and contained within a oke-acting means directly connected to the shank of theA coupler, the yoke means being arranged to provide a support for the couler closely adjacent the coupler head in a operative positions of the mechanism, to prevent tilting of the cou ler, thereby assuring proper alignment of t e couplers of adjacent cars to be coupled. Y

Other and further objectsof the invention will more clearly appear from the description 'and claims hereinafter following.

In the drawings, forming a part of this specification, Figure 1 is a longitudinal, vertlcal, sectional view of a portion of a car showing my improvements in connection therewith, the partsbeing in the position assumed in the full release of the shock absorbing mechanism. Andv Fi ure 2 is a horizontal, longitudinal, section view, correspond ing substantially to the line 2-2 of Fi In said drawings, 10-10 indicate the usual center` or draft sills, the same being prefer- -ablyo channel section. The usual angle end sill of the car is designated by 11, and 12 indicates the end wal sheathing. The usual .f rsa1- war ly bottom slots 20 are arrang of the opposite sills being 1n transverse alignment.

gure 1.

ladapted to accommodate the movable parts of the draft mechanism. The end sill is designated by 16 and the same supports the buffer block 14 in the-usual manner. The body bolster of the car is indicated by 17 and includes the usual body bolster stop casting 18, which, as shown, is secured to the center sills 10 by rivets. l

In carrying out my invention, the center sills 10 are provided with alignedl coupler key-receiving openings 19-19 adjacent the forward end thereof. The sills are also rovided with top and bottom additional eyreceivin openings or slots 20--20 disposed of the openings 19. The top and ed in sets, the sets In the improved draft rigging, as shown, 1s included a standard coupler, indicated by A; a-yoke-acting casing B; a

tional keys E- a spring follower cap F; a retainer bolt G; and a spring resistance H.

, The yoke-acting casin B is disposed between the center sills an is supported at the rear end by the usual carry iron 21, the carry iron being secured to the center sills in any well known manner, the same being illustrated as secured by bolts so as to make the saddle plate detachable. At the forward end, the casing B is supported for sliding movement by the lower transverse member 22 of the buffer block casting 14e. The casing Bis preferably of rectangular cross-section, having longitudinally disposed spaced vertical side walls .2S-23, horizontally disposed'spaced top and bottom walls .2l- 24, and a rear end wall 25. As shown in the drawings, the end wall 25 is rovided with a central opening 26, adapte to slidingly accommodate the spring follower cap F. The side, top and bottom walls of the casing B are of such a length as to terminate closely adjacent the head or horn of the coupler'A. As clearly shown inFigure Yl, the top wall key Aet@

` front end walls of the-slots 19 of the sills.

24 of the casing B is upwardly hanged at the front end thereof, to provlde an abutment surface for the vertical end 'face of the cou- The shock absorbing means, as s hoyvn, is of the s ring type and is housed within .the casing ln addition to housing the spring shock absorbing means, the casing B'also contains the s ring follower C and encloses the shank 27 o the coupler A. As shown 1n' the drawings, the coupler shank is flared laterally outwardly at the forward end ortlon, and the rear end portion is .provide with a dat transverse abutment face 28, which bears on the front follower C. At the forward end, the side walls 23 of the casing B are ared laterally outwardly also, so as to permit of a certain amountof lateral swinging movement of the coupler with respect to the casing B. At the forward end, the shank 27' of the coupler 'A is supported by a transversely arranged supportlngl block 29 resting on the bottom wall 24 of t e casing B, and secured thereto in any suitable manner, the same being shown as having a dowel pin entering hole in casing B.

The couplerA is anchored to the casing B by means of the transversely disposed coupler key D, which extends throughl a slot or opening 30 in the shankv 27 of the coupler, and aligned slots `or openings 31-31 in the side walls of the casing B. As shown in the drawings, the coupler key D is of such a length that the opposite ends thereof extend through the slots 19 of the center sills. The slots 31 in the casin B are of such a length as to ermit a slight inward movement of the with respect to the casing, and the opening 3()l in the coupler is of slightly greater length than the width of the key D so that the coupler may have slight lateral movement. As shown, thel openings or slots 19 of the center sills 10 are of considerably greater length than the slots 31 of the casing B, thereby permitting relatively great movement of the key 'D inwardly of the car. As shown in the drawings which illustrate the normal release position of the shock absorbing mechanism, the coupler key D abuts the front end walls of the slots 31 of the casing B and the key D is slightly spaced from tle t will be noted that a relatively short movement of the key D is thus permited during a draft action, and a much longer movement during thebung action of the mechanism. Although the amount of movement in bu and draft may be varied within wide limits, the movement permitted of the key D in draft is preferably one inch, and that permitted in buE in preferably six inches. j

The spring resistance H of the shock absorbing mechanism is preferably composed of two coils, an inner light coil and a relatively heavier outer coil. lThe opposite ends integere of the coils of the spring resistance H co-v operate relatively with the irin gfollower ca F- and front follower fo lower cap F, as shown is provided with an annular flange 32 at the forward end thereof,

which co-operates with the end wall 25 of e spring 7 the casing B to positively limitoutward movement of the spring follower cap with respect to the casing. The cap F 1s also y i vprovided with a forwardly projecting central hollow boss, which extends into the inner coill of the spring resistance and serves to center the same. As shown, the rear end of the inner coil-of the sprin resistance is disposed between the hollow Boss and the outer wall of the cap F and bears directly on the rear end wall 33 of the cap. As shown, in the normal position of the parts the end wall 33 of the cap directly abuts the bolster stop casting 18. l

The front follower C is interposed between the inner end of the shank of the coupler A and the spring resistancev H. As shown, the

vfront follower .C comprises a main body ortion in the form of a heavyrectangular p ate, the .plate-like body portion being provided with'top and bottom forwardly extending arms 34h-34, adapted to receive the top and bottom keys E-E. As shown, the arms 34- embrace the inner end of the shank of the coupler A but are slightly spaced therefrom so as to permit a certain amount of lateral play of the shank ofthe coupler with respect to the arms of the front follower. ln addition to being spaced from the shank of the coupler A, the opposed inner faces of the arms 34 preferably diverge outwardly so as to permit the necessaryangular movement of the shank of the coupler.

The top and bottom keys E serve to limit the movement of the front follower B outwardly of the mechanism. As clearly illustrated in Figures 1 and 2, the keys E extend through aligned openings 35-35 in the arms 34, and closely t these openings so that there will be no relative movement between the keys and the front follower C. The casing Bis also provided with aligned top and bottom slots 36 through whichthe keys E eX- tend, the slots 36 being of such a length as to permit a limited amount of outward movement of the casing B with-respect to the keys E and the spring follower C, the

slots 36 preferably being of such a length as to permit the inner end walls of the same to engage the keys E at the same time that the key D engages the front end walls of the slots 19v of the center sills. of the keys E work in the longitudinal slots 20 of the center sills and normally abut the front end walls of these slots so that outward vmovement'of the keys and the front follower will be prevented; The lengths of the slots 20 are such that full inward -movement of the keys'E i's permitted during the The outer ends compression stroke of the mechanism. The keys E are preferably spaced apart vertically a distance substantially equal to the height of the shank of the coupler so-that they will act as means to center the coupler axially with the shock absorbing mechanism and hold the same against tilting in a vertical plane with respect to the casing B.

The-parts of the shock absorbing mechanism are held assembled and of overall u mform length by the retainer bolt G, which has the head thereof anchored in an opening 37 of the front follower C and has the head thereof disposed within the hollow boss of the spring follower cap F. The parts are so proportioned that the retainer bolt preferably maintains the spring resistance under an initial compression in the full release position of the mechanism.

In the -normal position of the parts, the head or horn of the coupler A is slightly spaced from the abutment flange at the forward end of the casing B, the spacing being preferably equal to the distance of inward movement permitted between the key D and the casing B, so that the horn of the coupler will positively engage the front end of the the casing when the key D engages the inner end walls of the openings 31 in the side walls 3o of the casing.

The operation of my improved railway draft rigging, and especially the shock absorbing mechanism thereof, assuming an inward or buiiing action being applied to the 35 coupler, is as follows: The coupler A will be forced inwardly, forcing the follower B inwardly against the resistance of the springs H. During the initial inward movement of the coupler, after the clearance between the front end wallfof the coupler key slot and the key is taken up, the key D will be carried inwardly with respect to the casing B, until the same engages the rear end walls of the slots 31, whereupon the casing will be A. It will be evident that the coupler horn engages the outer end of the casing B at the same time that the key D engages the inner end walls of the slots 31, whereby the force is transmitted directly from the coupler horn to the front end of the casing B. The compression of the mechanism in buff will continue until the actuating force is reduced or the rear end wall 25 of the casing B comes into abutment with the bolster stop casting 18. The length of the slots 19 and 20 of the center sills is such that the full inward movement of the casin B, as described, is permitted before the eys engage the inner end walls of these slots. During release of the mechanism, upon the actuating force being reduced, the spring resistance H will force the front follower C outwardly, thus forcing the coupler A outwardly, carrying the Il key D therewith, and the latter, upon engageforced inwardly in unison with the coupler ment with the front end walls of the slots 31 of the casing B, will car the casing B forwardly also. The force o the spring resistance I-I will also act through the front follower C andthe keys E to restore the casing B to the normal position. Outward movement of the front follower C will be positively limited by en agement of the keys E with the f ront end Wa ls of the slots 20 in the center sills, and outward movement of the casing B will, in turn, be limited by engagement with the flange 32 of the spring follower cap F which is resisted in its outward movement by the spring H interposed between the same and the front follower C. '50

Ulpon'a pulling or draft action being ap-l plied to the coupler A; the coupler key D, which is secured to the shank of the coupler A, will be carried outwardly in unison with the coupler, and by engagement with the front '85 end walls of the o enings 31 in the casing B the casing B will he compelled to move outwardly in unison with the coupler, thereby pulling the spring follower cap F forwardly and compressing the spring resistance H between the spring follower cap and the front follower C, the latter being held in fixed position by the keys E which engage the front abutment 'walls of the openings 20 of the center sills. Outward movement of the casing B and compression of the spring resistance H will be arrested by the key D engaging the front end walls of the openings 19 of the center sills. In this connection it is pointed out that the slots or openings 36, in which the keys E work, are of such a length as to permit the necessary forward movement of the casing B during the described draft action.

From the preceding description, taken in connection with the drawings, it will be evident that I have provided an exceedingly simple and efficient construction of shock absorbing mechanism, wherein a relatively long stroke of the shock absorbing means is permitted, with consequent relatively long movement of the coupler member, wherein an exceptionally substantial support is provided for the coupler to prevent tilting or swinging movement of the same, thereby assuring the proper axial alignment of the coupler shank and the co-operating part of the shock absorbing mechanism, in this instance the front follower. In other words, by the arrangement shown and described, the danger of eccentric action between the butt end of the coupler shank and the front follower is positively eliminated. It is further pointed 4out that inasmuch as the coupler shank is confined between the two horizontally disposed keys E at the rear end thereof, and is secured to the casing B intermediate its ends by the transverse keyD, and is further supported adjacent the head end thereof by the block 29, relative movement of the coupler isn inasmuch as the casing B is supported by the saddle plate 21 atthe rear end thereof, rocking of the casing B on the support 22 of the buer block is prevented,l thereby eliminating the excessive wear of the, support, which is a frequent occurrence in draft riggings of the ordinary construction.

While I have herein shown and described what I consider thepreferred manner of carrying out the invention, the same is merely illustrative, and I contemplate 4all changes and modifications which come within the scope of the claims appended hereto] I claim:

1. In a railway draft rigging for cars provided with center sills, the combination 'with shock absorbing means disposed between said sills; of a coupler; means for connecting said coupler with the shock` absorbing mechanism and supporting the same, said means 1ncluding a yoke member and an anchoring element extending through the yoke and also through the coupler shank between the ends thereof, and held against vertical displacement by engagement with the sills, said element'being movable with the cou 1er shank and effecting movement of the yo e in unison with the coupler in draft, said yoke having means at the front end thereof for supporting the coupler shank closely. adj acent the coupler head; and additional v means extending through the sills and-held against vertical displacement, said last named means embracing `the inner end of the coupler shank and holding the same against vertical displacement in all operative positions thereof.

2. In a railway' draft rigglng for railway cars having center sills, the combination withv a tubular member disposed betwen said sills; of a shock absorbing mechanism within said tubular member; a coupler having the shank thereof telescoped within said tubular member, the outer free end of said tubular member terminating adjacent the coupler head; means on said tubular member for supporting the coupler shank at a point closely adjacent the head; a member extending through the coupler shank in back of the head and sup-- portedy for movement in a direction longitudinally of the sills and held against vertical displacement with respect to the sills, said member holding the coupler shank-against vertical displacement, the coupler shank having the inner end thereof co-operating with the shock absorbing mechanism; and means extending through said tubular member above and below the coupler shank, embracing the inner end of said shank and holdin the same against vertical displacement, sai last named means having longitudinal movement with respect to the sills but held against vertical movement with respect thereto.

- 3. In a railway draft rigging for cars proing and the center sills, saidkey being held against vertical displacement withv respect to the members through which it extends by the top and bottom Walls of said openings; shock absorbing means disposed within the housing, follower means engaging Athe shock absorbing mechanism, said follower means abutting the inner end of the coupler; transversely disposed top and bottom keys for anchoring the follower means to the housing, said keys having limited movement with respect to the housing and the center sills, and embracing the inner end of the coupler to prevent vertical displacement thereof; and a supportingelement at the front end of the housing for the shank of the coupler, said supporting element being disposed closely adjacent the head of the coupler.

4. In a railway draft .vided with center sills, the combination with a tubular yoke element disposed between said sills; of a follower cap at the inner end of saidv yoke elementl and having limited movement with respect thereto and co-operating with stop means of the draft rig ing; a coupler having the shankthereof telescoped within the tubular yoke means; a key extending through the shank of the coupler intermediate the ends thereof and supported for movement by said yoke means and sills; a front follower disposed within said yoke means and rigging for cars proabutting the inner end of the coupler, said v front fbllower being held against outward movement with respect to the carproper; and a spring resistance interposed between the front follower and the follower at the rear end of the yoke means.

5. In a railway draftrigging for cars provided with spaced center sills, the combination with an elongated housing having a spring follower cap at the rear end thereof, co-operating with stop means fixed with respect to the car, said spring follower' cap having its movement limited outwardly of the housing; a front spring follower disposed within the housing; a spring resistance interposed between said front follower and spring follower cap; a coupler having a shank extending into the vhousing and engaging the front follower; means for limitingoutward movement of the front follower, said means comprising top and bottom keys xed with respect to the ront follower and working in slots in the housing and center sills, and being held against vertical displacement by said slots, said keys cooperating with the inner end of the couplershank to prevent displace- Ament thereof in a vertical direction; and means for connecting the shank of the coupler to the housing and supporting the shank in axial alignment with the shock absorbing mechanism, including a support on the housing adjacent the head of the coupler and a key extending through the shank of the coupler between the ends thereof and through aligned slots in the housing walls and center sills, said slots preventing vertical displacement of the coupler key and coupler while permitting longitudinal movement thereof with respect to the housing and center sills.

6. In a railway draft rigging for cars provided with spaced center sills, the combination with yoke means disposed between said center sills; of a coupler; shock absorbing means within the yoke, adapted to be actuated vby said coupler; means on said yoke for supporting the outer portion of the coupler shank closely adjacent the coupler head; follower means at the inner end of the yoke, `coop erating with said shock absorbing mechanism and en a 'ng fixed stop means on the car;

means or anchoring the coupler to the yoke for movement in unison during draft and permitting inward movement of the coupler with respect to the yoke and the shock absorbing mechanism during bud, to a limited eX- tent, said anchoring means also anchoring the coupler to the center sills, the connection between the center sills and the anchoring means permitting relatively short outward, and greater inward, movement of the coupler; and achoring means for limiting the outward movement of the shock absorbing mechanism, but permitting inward movement thereof.

7, ln a railway draft rigging for cars havini spaced center sills, the combination with yo e means disposed between the sills; of a coupler connected to the yoke for movement in unison during draft and having limited movement inwardly of the yoke during bulf, shock absorbing means within the yoke, said yoke having means thereon for front end walls .of the openings in the sills supporting the outer end portion of the portion of the coupler shank closely adjacent the coupler head; a follower engaged by the shank of the coupler and co-operating with the shock absorbing means; keys extending through openings 1n the yoke and center sills and embracing and guiding the inner end of the coupler shank in all operative positions thereof, said keys being held against outward movement by engagement with the and holding said follower against outward movement, the openings for said keys in the yoke permitting limited outward movement of the yoke with respect to said keys.

8. lin a shock absorbing mechanism, the combination with a coupler; of a yoke member operatively connected to the coupler for movement therewith in draft, said yoke member being in the form of a casing; of front follower means disposed within the casing, said follower means being engaged and operated by said coupler in buf; a spring cap at the inner end of the casing, having limited movement lengthwise thereof and adapted to co-operate with fixed stop means of a car; and a s ring resistance interposed between said spring follower cap and the front follower.

ln witness that I claim the foregoing l have hereunto subscribed my name this 20th day of December, 1927.

JOHN l?. UCONNUR.

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