US1861636A - Railway draft rigging - Google Patents

Description

June 7, 1932. J. H. LINK RAILWAY DRAFT mesme Filed July 27, 1928 Patented June 7, 1932 pairs srrsfs JOHN H. LINK, OF MERION, PENNSYLVANIA, ASSIGNOR TO W. H. MINER, CHICAGO, ILLINOIS, A CORPORATION OF DELAWARE INC., F

RAILWAY DRAFT RIGGING This invention relates to `improvements in railway draft riggings.

One object of the invention is to provide a unitary, combined front stop and striking block casting of rugged design, adapted to support and guide the'coupler shank in its movements, the striking block section of the casting being reinforced and braced to strengthen the same.

Other and further objects of the invention will more clearly appear from the description and claim hereinafter following.

In the drawing, forming a part of this specification, Figure 1 is a longitudinal, vertical, sectional view of a portion of the underframe structure of a car, illustrating my improvements in connection` therewith. Figure l2 is a horizontal, longitudinal, secw tional view, corresponding substantially toY 20 the line 2-2 of Figure 1. And Figure 3 is a front end elevational View of the structure illustrated in Figures 1 and 2, the coupler and associated parts being omitted in this view. 1 A

In said drawing, -10 indicate the usual` spaced center or draft sills of a railway car underframe. As shown, a combined rear stop and bolster filler block casting 11 is disposed betweenthe sills, being secured to the same in any suitable manner, the same being shown as fixed by rivets. The combined rear stopand bolster lfiller block is of well known form and is provided with a pocket 12 at the forward end thereof, adapted to accommodate the inner end of the yoke of the railway draft rigging.

The combined stop and filler block is reinforced by the usual webs and ribs, and prel sents a flat front end abutment face which 40 acts as the rear stop member proper. This casting is also provided with the usual center pin receiving sleeve 13. The body bolster of the car underframe structure is designated by 1li, and, as shown, has the lower plate section thereof underlying the combined rear stop and bolster filler block casting 11.

The center sills are provided with the usual aligned coupler key receiving slots 15 adjacent the front end thereof. The coupler shank of the railway draft rigging is designated by 16 and, as shown, is connected to a yoke member 17 by means of the usual transversely extending coupler key 18 which works in aligned slots in the side arms of the yoke member and has the outer endsthereof slidingly accommodated in the key receiving slots 15 of the draft sills. The shock absorbing mechanism proper of the railway draft rigging isdisposed'within the yoke and may be of any well known form.v As herein disclosed, thesame comprises a friction shell 19 having ak pair offriction y shoes 20 cooperating therewith, the shoes being in wedging' engagement with a block 21 which be'ars directly on the inner side of a 65 front main follower 22 engaging the inner end of the Vcouplery shank.V The yoke and the parts therewithin are supported in operative position by a detachable saddleplate 23 secured to the draft sills.

. In carrying out my invention, I provide a combined front'stop and striking casting B which is in the form of a hollow box-like member having spaced, longitudinally eX- tending, vertically disposed side walls 24-24 75 and spaced, longitudinally extending top and bottom walls 25 and 26. As clearly shown in Figure 1 the side walls 211 are secured to the vertical webs of the draft sills by rivets. Each side wall is also provided with a longitudinally disposed, horizontal slot 27, adapted to register with the slot 15 of the corresponding draft sill 10. rlhe slots 27 of the opposed side walls of the casting are in alignment and are adapted to accommodate the coupler key 18 for sliding movement. The forward end of the top wall 25 of the casting is downwardly offset, as indicated at 28, thereby providing a horizontal wall section. The horizontal wall section 28 is connected to 90 the top wall by a vertical transverse web 29 and is also provided with a transverse web 30 at the outer end thereof,which forms the striking plate proper of the casting. The offset section 28, together with the webs 29 95 and 30, define the striking block proper of che combined casting. The striking block member is reinforced by spaced, longitudinally extending side webs 31-31 which are formed integral with the transverse webs 29 100 and 30 and the horizontal wall 28 of the striking block section. The top wall is also provided with a transversely disposed depending flange 32 at the inner end, which functions as one of the front stop members of the casting. The casting isrreinforced by a pair of longitudinally extending, spaced webs 33-33, extending from the transverse web 29 at the forward end of the casting to thek depending flange 32 at the rear end of the casting and formed integral with the top wall 25. n, y

The bottom wall 26 of the casting has the rear end section thereofrdisposed substantially horizontally, as shown in Figure 1, and has the forward section 34 thereof inclined downwardly. The side walls 24-24 extend below the horizontal wall 26 andare provided with laterally projecting horizontal flanges 35-35 at the bottom side of the casting, which extend beneath the bottom flanges of the two draft sills. As shown in Figures 2 and 3, the flanges 35 are secured to the bottom flanges of the draft sills l0. As shown, the same are secured by rivets, but it will be evident that any other suitable securing means may be employed.

At the rear end, the bottom wall 26 of the casting is provided with a transversely dis-A posed depending flange 36 which is in vertical alignment with the vflange 32 and forms the lower stop member of the casting. The flange 36 is formed integral with the side and bottom walls of the casting and, as shown in Figure l, protrudes slightly below the side walls.

At the forward end, the casting is provided with an integral carry iron section, comprising a horizontally disposed transverse web 37 provided with spaced front and rear transversely disposed depending flanges 38-38 for reinforcing the same. As most clearly illustrated in Figure l, the carry iron section is spaced from the front end portion of the bottom wall 26, leaving an opening 39 therebetween adapted to accommodate the rear end flange portion of` a wear plate l() interposed between the carry iron section and the bottom of the coupler shank. As shown, the wear plate is of substantially U-shaped cross section and fits the carry iron section, having the depending flanges thereof disposed at the front and rear sides of the carry irons. f

The side walls of the casting B are provided with relatively heavy, vertically disposed, laterally outwardly extending flanges L.Ll-4:1 which overhang the front endsy of the draft sills 10 and form means for bracing the casting against buffing shocks.

In the operation of my improved railway draft rigging, upon inward movement of the coupler, the shock absorbing mechanism will be compressed, the main follower being forced inwardly by the coupler shank. Inward movement of the coupler is limited in the usual manner by engagement with the striking block of the casting, the horn of the coupler engaging the striking plate section 30. As will be evident, the striking plate section 30of my improved casting forms an eflicient striking or bufng block, inasmuch as the same is reinforced by having the top wall of the casting-downwardly offset and by bracing the plate section 30 by the longitudinally extending webs 3l. In its movements, the coupler shank will be guided on the wear plate of the carry iron section of the casting and on the horizontal portion of the bottom wall During a draft action, the pulling, force will be transmitted through the coupler shank to the yoke by means of the connecting coupler key, and the shock absorbing mechanism will be compressed between the inner end of the yoke and the front main follower 22. During this time, the main follower 22 will be held stationary by engagementI with the front stop members'32 and 36 of the casting B.

n While I have herein shown and described what I consider 'the preferred manner of carrying out my invention, thesame` is merely illustrative and I contemplate all changes and modifications which come within the. scope of the claim appended hereto.

VIn a draft-rigging for railway cars, the combination with spaced draft sills having horizontally disposed, laterally outstanding bottom flanges; of an integral one-piece combined front stop and-striking casting including spaced top and bottom, and spaced side walls. said top and bottom walls connecting the side walls,fsaid top and bottom walls having downturned transverse flanges at the n rear ends forming front stop means cooperating with the usual-front follower of the draft rigging'` said sidewalls being riveted to the sills, said side walls having integral, laterally outwardly projecting bottom flanges engaging beneath said bottom flanges of the draft sills and riveted thereto, said top wall having at the forward end portion thereof a horizontally disposed, downwardly offset section` said offset section being connected at the inner end to the top wall proper by a transverselyextending vertical web, said offset section being provided at the outer end with an'upstanding transverse vertical flange forming the striking plate proper of the casting, said casting being reinforced by integral, longitudinally extending ribs spaced from the side walls and formed integral with said top wall, rear flange of the top wall, and said transversely extending web at the forward end portion. of the top wall, and said striking plate proper being reinforced by longitudinal ribs in alignment with said first named ribs iis and formed integral with said downward ofset section of the top Wall, transverse vertical Web, and transverse vertical flange of said oset section.

In Witness that I claim the foregoing?l day of July, 1928.

i have hereunto subscribed my name this JOHN H. LINK.

Images