US1850694A - Railway draft rigging - Google Patents

Description

March 22, 1932- E. R. SCHULZ RAILWAY DRAFT RIGGING Filed Feb. 13. 1928 2 Sheets-$11661. l

March 22, 1932.` E. R. scHuLz RAILWAY DRAFT RIGGING Filed Feb. 13, 1928 2 Sheets-Sheet 2 Patented: Mr.- 22,y `1932 afnasf-TAfras 1' f t nnnnszr n. sGHULaoF EcnIcAGo, ltmnorsgnssren'oniro W. n.M 1NEn,l1Nc.,roFcnIcAGo,' 1" f V'ILLINoIs AcoBonATIoN OFJDELAWARE v f P.MjaNr l orFigc/JE; n g

Y `RAILWAY rimam@Risomeanimation me@ sanitary 13,11'928. serial No'. 253,351.

This invention relates toimprovements p f clea`rly-y appear yfromy the description Aand railway drafty riggings In the operation ofirailvvay carsl and more particularly freight cars, it yis the present f those skilled in the artt, dratt'gearsV oncarsf t [One'objectjof my invention is toy provide ar draft rigging `.forjrailwaycars Wherein las Y dicated which is so designed that'it will pre- .serve the horizontal alinement' of the coupler with the shock absorbing i dition'of the "partsf` v inga str okeof approximately 2% lavailable infboth butt Aand draft. As is Wellknown'to are constantly being'subjected toVV greater and greater loadspdue to theV gradual increase in Weight of individual cars and consequently greater loads carriedfthereby,` the longer trains,` and the morepovverful locomotives. Up to'fthepresent time, railroad operators havey y.Inot 'seen' lfit to permit any increase vin the standard spacing of draft sills Yandcon- Vsequently it is becoming more andmore diiiicult'V to provide 'draft gears `which vWill satisfactorilygmeet the constantly increasing de Y mand's lot modern service.

greater shock absorbing capacity of the draft gearin bufis, obtained, as compared with present day practice,V by allowing ,a much longer compressionv strokeinbu' than heretofore Vcustomary;'While atthe-same time'y vshock absorbing device, saidV connector being detachably y'associated Withthe'shell of kthe shock labsorbinggdevice, thefparts being so arranged las tointroduce anr easy draft "ac- 4,5 tion'stofacilitate starting ota'train ofcars.

` Anotherspecicobjectfof the inventionv is to provide a connector ofthetype above indevice in 'any 'con- "Otherfobjects of L'the' invention will .more

claims hereinafter lfollowing. Y

Infthe drawings formingk a rpart 'of this i specification, Fig. lis a vertical, longitudinal,

sectional view of a "iportion-`ofa'railvvay car 4.sl-rowing one embodimentof mysinvention.

F ig. '2Nis afhorizontal, sectional view` correspending approximatelyto theflinef22 of Fig. 1. Fig. -3 is al detailedjverticalgsectional View corresponding'to the'line O'Figl. F 1g.A tis aview similarto AFig 1 `illustrating s another embodiment ofthe invention. Figi k5 is a horizontal, sectional fview'correspond ing to thelinefof-Fig' 4'.v And Fig. 6 1s another vieu/"similar toV Figs. 1 and 4,

illustrating a still Jfurther embodiment of the y invention. y

Referring first to the construction illus'- trated in Figs.r V1, 2and 3, 10-10- denote the usual draft sills of a railwaycar which may constitute a part yot the centersills.V A bolster `shock absorbingdevice. s Secured to the inner r faces of the'drat sills are front `stop Vlugs V1%111 offusual construction.y AThe draft sills are united to-an end sill 15 and the openingfat theend ofthe sills for the reception of the f .coupler is *suitably'reinforced` 'by a castingl is indicated at 11, the same having acenter y Y I 16 and to which is secured the usual carry iron 17 'for supporting the coupler and` yoke con# nector. Y In carrying out kmy coupler connector indicated generallyby they reference character A; va Vfriction shock abf sorbing `device indicatedfby the reference character B a front folloWer'C; and a secondary uor auxiliary'cushioning` unit D. The connector A is detachablyiconnected with the coupler `18 by the` usual coupler key 19that kWrorksin .slots 20 "providedin the draftjsills as shown lin Fig. 2.v Suitable saddle plates 21 and '22"are employed to support the shock ab, sorbingdevice andassociated parts; p f

The shock absorb`ng device B; may `beof invention, 2l use 'a vcompression stroke. As shown, it comprises f a combined-@frictionshelLjand "springfcage:

- held in proper 28-28,the interior faces of all of said wallsv being recessed to provide a cylindrical open' ing 29 within which is accommodated the resistance unit D, in this instance' shown as a heavy,1 coil spring. The outer surfaces of the walls 27-of said extension are rounded, as indicated at30, the curvature being concentric with an vertical center line passingthrough the extension, as indicated at 31. The length of the extension -26 is such as to leave a space of about 11/2"l or such movement as may be desired for draft, between it and the follower C, for the purpose hereinafterdescribed. The connector A,A preferably in the form of a casting, is provided with an elongated horizontal bottom wall 32, side walls 33-33 and a top wall 34. The bottom wall 32 extends horizontallyfor an appreciable distance, both forwardly and rearwardly of the carry iron 17 and is then extended downwardly as indicated at 132 and thence horizontally as indicated at 232, this being done so as to provide a deeper'section where the inner end of the connector fits over the extension 26k of ythe shell 23. v o ,y

The. side. walls ,33 are laterally flared, -as

best Shown in Fig. 2. Said walls 33 are ref oessed as indicated at 133, to receive therein the front follower C and permit yof limited relative movement between said follower and connector A, as best shown in Fig. 1. i Rearwardly of the openings 133, the, side walls are made of approximately arcuate form, as indicated at 233, and so spaced as to be slidable over the side walls 27yof the shell 23.

1 The connector and extension 26 of the shell are detachably and, in the form shown, pivv otall connected by two pins 10-40, each of which is headed and is entered into alined slots in the connector A and extension 26 from the interiorfopening 29, as shown in Fig. 3. -The heads of thepins 40 are received in suitable countersinks 41, as there shown. When thus assembled andthe spring unit D introduced',.it is evidenty that the pins 40 lwill be osition and the parts can only be disassem led when the follower C is taken out and then the spring unit D. The rear edges of the top and bottom walls 34 and 32 of the connector are made straight, as in.- 'dicated at 42.

In -a buing action,.the coupler 18 acts directly upon the follower C and the front spring unit Dwill lirst be compressed and Vuntil the followerC engages with the front edges of the extension 26 of the friction shell, o

it being observed that the slots in the side walls of the connector A are sufliciently elongated to permit the coupler to move independently of the connector A in this direction. After the follower Chas engaged the outer end of the extension 26, the combined friction shell and spring cage 23 will be forced rearwardly, kthus actuating the friction Shock absorbing device roper. In actual practice, the total stroke 1n the buff movement will approximatelg to y6 so to provide a o much longer travel than now customary and thereby absorb a greater shock without increase of ultimate stresses. In draft, forward movement of the coupler'18 will pull the key w19 therewith and the latter in turnV will pull the connectorwA. Inasmuch as the latter is pivotally connected to ther shell extension f 26, the latter will also be pulled forwardly,

thus compressingthe spring unit'D against `the follower C. In thls draft action, howyever,'there willbe no actuation of the friction device proper and the amount of draft action will be limited to the space left between the forward end of the extension 26 andthe follower C. This amount will preferably be 'somewhat less than the usual draft action of 2% but in any event will be appreciably less than the buff stroke so asfto avoidundesirable train slack.

By 'extending the bottom wall 32 of the connector A to a point approximately out to the head of the coupler and attaching'the connector A to the friction device as above described, it will be evident that an elongated bearing or support for the coupler shank is obtained in all vpositions of the arts and Vhence droopingy or falling down o the outer end of the coupler is prevented and horizontal alinement ofthe coupler and draft gear preserved. y

By providing a pivotal connection between the'connector A and shell extension v26, an easier klateral vmovement of,y the coupler is thereby obtained, as will be evident. v

Referring next to the modification of the invention shown in Figs. 4 and 5, the arrangement of draft sills,fend sill, bolster, carry iron and saddle plates, is the same. In said modification, the friction shock absorbing device is indicated at E, the yoke connector at F, the auxiliary cushioning device or unit at G and the front follower at H.

The connection between the connector `F `and coupler 118 is the same as in the first described modification. yThe connection between the coupler and the shellf123 of the ,with transversely extending grooves or recesses `50-5Oformed in the upper and lower walls thereof and the upper and lower walls of the connector F are modified so as toprovide upper and lower1rearward extensions 51Q-51, each of the latterbeing provided with an inturned heavy flange or lug 52 that fits loosely within; the corresponding recess 50 of the shell 123. Preferably thev width of the lugs 52 in a horizontal'direction is somewhat less than the width of the slots 50 so as to alaV low for aV slight amount of lost motion between the connector Fand shell 123 'during l any buff movement of the connector F, and

to allow` for lateral ymovement of the coupler; As will`befunderstood,`the yconnector and shell 3123 are connected b-y sliding theconl nector F'transversely of the shell and, when the parts are between the draft sills, they will be retained in assembled position. l

In thelmodification of Figs. 4 and 5, 1n*-y stead of providingan integral projection on the front or forward end ofthe shell, I provide an equivalentV structure in the form of av boxslike spring follower 126 which fits loosely between the side and top and bottom walls andvis compressed betweenthe follower H andthe rear wall ofthe follower 1126y during eithera buff or draftaction, as will be `ob-` vious. The length of thefollower 126 ho-r1`- zontally and parallel to the axis of the gear is made less than the distance between the y i follower yH and the forward end of the she-ll 123, the. difference being madeto` correspond 't0 the desired amount of relatively, Short f allichanges and modifications that 'comefwith- Y draft action. f

In a buff action, it will beevident that the v v coupler willl actuate the follower H- directly and vthe first resistancefwill be thatof .the

spring lunit Gr-until` the fo'llowerfH engages the springy follower 126. Thereafter, the buffi ing lmovement will actua-te thefrictionshock j absorbingy device, the limitl of the latter be ngdeterminedby engagement of the rear end of theshell 123 with the bolster. jIn draft,

ythere will ybe no. kactuation ofthe friction shock absorbingdeviceproper and the cushioning effect will be obtained throughl the spring unit Gr andthe amount of draft action rst described modification... y Y h p, Referringto they modification shown .1n Y

'Y Fig. 6,'the arrangement Vof draft sills, couvpier and bolster will be thesame. ,In this modification, the shell 223 of the shock ab? sorbing device proper is provided withl an'integral forward-extensionj226, the latter havingan intermediate partition 60 which forms 4the rear abutment for the auxiliary front springunit J which' is interposed between saidpartition 60- and the front yfollower K. In this form, ythemain spring kof the friction shock absorbing device proper, indicati-y ed at 61, is extended through what would* normallyfbetherear:wall oftheshell1223 and f b ears against saidLpartiti'oni'GQ, thusrpermit# tmgoffasomewhatlonger main spring inthe j friction shock absorbing device@ l A`The yoke connector Liis attachedk tothe shelli22'3fby means of upper. andflower,trans'-V teredl through lalined` slotsy ini the saidl walls ofthe-v connector f-L'@ andxwhich pass. `loosely n through upper and). lowerE recesses-6`3f63 formed in 'thetopandi bottom portions of the: extension 2261`v Preferably.,faf.slight l amount of play is? leftbetween the keys and tlielextension ,in a?buffmovement.1 The exi ktension226 will beiofsuchilength as :'topro;

videfifon the desired amount `ofrelatively sho-rt draft itrav'el, said?V extension and' preflV Y erablyalsofthezfront edges ofthe sidewalls-V y ofi the .connectorL coming into engagement with the lfollow'er K' to vlimit vthe draft action.

kThe operation -is the same asin thecase Vof the two modifications previously described, ,1. e.,vfirjst'alcompression :ofthespringvunit J andgthereafter compression of the :friction shock absorbing devicey during aI buff action; the totalistrokebeing the sumloffthe compresdescribed. A v Y v `Although Ii have herein-v shown Vand'fdescribedlewhatInowl 'consi'derk'the preferred Y manner of^ carrying: ontrfmy 'invention, the

samefis fmerelyiillustrative' and-` I'contemplateV4 h Licc 1', In ai drafte rigging, Vthefcon'ibination p Y*draftsills;l of frontfandifrearfstop actingrg'rhk means aV mai-n shockfabsorbing device hav-A ing a shell; an yoke connector, the latter being attachedv at" its inner' fend-to Ithe outer end-of l s'aidrsh'ell andy adapte-d forthe receptionof a l coupler VT'shanlran'd attachment' theretmfsaid Aconnector having-*a* bottom Rwall extending forwardly to' ag point adjacent the coupler head anden which the coupler shankisl sus-` e tained; anda secondaryjcushioningI device f of relatively shortcompression strokev i- .L Y

terpojsed2 between the front] endof said shell andthe inner -endof the coupler.. y f

2.; InaA railway ldraft rigging, the combination with draft sills; of front and rear stopv acting means; a-front follower; a main .shock absorbing device of comparatively long ,stroke andinclu'ding a-shell; Aa yoke connector detachably -connected .to said shell a secondary shock absorbingdevice rinterbuff stroke, said mainshock absorbing device being inactive yduring draft. Y l 3. In` alrailway draft rigging, the combination with draft sills and body bolster,

-5 of front stop acting means, a main shock absorbing device engageable with said bolster and adapted to be compressed thereagainst in a buff action, said device including a friction-shell; a front follower; a yoke connector c v fw detachably connected to said shell; kand a` secondary shock absorbing device interposed between the front end of said shell and follower vfwhereby, in buff, both of said devices c are adapted to be actuated and, in draft, said ,-15 auxiliary shock absorbing device, only.

4. vIn a draft rigging for cars, the combination-with draft sills`;-of asmain shock absorbing device including a casing and cooperating vfriction devices, said casing being 0 closed at ythe forward end by atransverse wall and having a friction shell section: at the frear end thereof with which said friction devices cooperate; front and rear stop-acting means a connector attached at one end to said casing to -bodily move the same in draft, said connector bein operativelyjoined to a coupler and mova le with the latter in draft; and a separate cushioning device interposed between saidtransversewall ofthe casing w and the inner end of the coupler and actuated by bodily movement ofsaid casing in draft.

5.` In a draft ri ging, the combination with draftsills;` of ronty and vrear stop-acting means; a front follower; a friction shock absorbing devicel including a shell having a y fixed abutment wall at the forwardend; a yoke connector detachably joined to the shell toeect movement of the latter in draft, said yoke` connector being attached to the coupler;

n '4 a secondary vshock absorbing device ofrelatively shorts'trokefinterposed between said followerand the fixed abutment wall of said Bhelladapted tobe compressed therebetween upon relative approach thereof, and transc mitting theactuating force directly from said follower to the shell in buff; and means for limiting the draft movementof the cou ler and connector to an amount less than'the uff movement thereof. v v$0 In witness that I claim the foregoing I have hereuntosubscribed my name this 4th day of February, 1928.

, ERNEST R.' SCHULZ.

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