US1935804A - Draft rigging - Google Patents

Description

Nov. 21, 1933.

H. J. LOUNSBURY DRAFT RIGGING Filed May 25, 1932 2 Sheets-Sheet l /n :fen for Harz/eg J. Lounsbu rg Nov. 21, 1933. H. J. LouNsBuRY DRAFT RIGGING 2 sheets-sheet 2 Filed May 25, 1932 /mfemor Hanf g [Launsburg Bg @b/f Mfg- Patented Nov. 21, 1933 PATENT OFFICE:Y

d DRAFT RIGGING Harvey J. Lounsbury, Glen Ellyn, Ill., assignor to W. H. Miner, Inc., Chicago, Ill., a corporationY of Delaware Application May 25, 193.2.v serialNo. 613,414

Claims.

Another object of the invention is to providel a center` buffer of high capacity for the end of a mine car, wherein the high buiiing capacity 1g is obtained through the use vof a plurality of shock absorbing springs, which are'compressed against the end of they car by a single bufling head, and wherein certain of the shock absorbing springs of the bufiing means are made availl2() able to absorb draft shocks by compressing the shock absorbing springs against the buliing head.

Other objects of the invention will moreclearly appear from the description and claims hereinafter following.

In the drawings, forming a part of this specication, Figure 1 is a broken away, horizontal,

sectional view through one end of a mine car,

illustrating myV improvements in connection therewith. lFigure 2 is an end elevational view,

partly broken away, looking .toward the right in 1 Figure 1. Figures 3 and 4 are horizontal, longitudinal, sectional views, corresponding respectively Ato the lines B-Sand 4 4 of Figure 2. And Figures 5 and 6 are vertical, longitudinal,

sectional views, corresponding respectively to the lines5-5 and 6 6 of Figurel.

In said( drawings, 10 designates the floor 'of a mine car, l11 the end Wall, and l2 the end sill. As clearly shown in Figure 6, the end sill 12 is of angular cross'sectionV and is riveted or otherwise secured to the end wall 11.

My improved draft rigging is applied tothe end ofthe car as a unit and comprises a bufiing head A, av ,supporting4 member B secured to the end wall ofthe car, a transversely disposed draft beam C, upper and lower pairs of coil spring members D-D andVE-E, and a coupling link F connected to the draft beam C.

The supporting member B comprises top and bottom, horizontally disposed, spaced arms 13-13 connected by a vertical end wall 14.v As most clearly shown in Figure 1, the end wall 14 extends laterally beyond the opposite sides of the arms 13-.-l3. The end wall of the supporting member B is secured to the vertical end wall 11 of the mine car by any suitable means, such as rivets 15 and 16 extending through the walls 11 and 14. As shown, the rivets 16 also extend through the vertical iiange of the end sill member 12. The end wall is also provided with a forwardly projecting, horizontally disposed shelf 17 midway between the top and bottom arms 13-13, as clearly shown in Figure 5. The shelf 1'7 serves as supporting means for guiding the transversely disposed draft beam C in its movements.

The bufiing head A has a vertical outer end wall 18 provided with a transversely curved, outer bufing surface which cooperates with a similar bufling head A on the adjacent car. The buiilng head Ahas top and bottom walls V19--19 and vertical side walls 20-20 extending rearwardly from the outer end Wall 18 thereof. A hollowbufling head is thus provided, within which the spring shock absorbing members D-D and E-E Yare housed. VThe top and bottom walls 19-19 are accommodated between the top and bottom arms 13-l3`of the supporting member B, the bufling head A being thus in effect telescoped within the supporting member.

The draft beam C has a transverse rear end wall 22, which normally bears on the end wall 14 of the supporting member B. Relatively short top and bottom walls 23-23 and relatively short vertical side walls`24-24 extend forwardly from the wall g5 22, VAt the center, the top and bottom walls 23-23 of the draft beam C are enlarged so as to provide forwardly projecting sections 25-25, which overlap rearwardly projecting sections 26-26 on the top and bottom walls 1.9-19 of the buihng head A. 90 The overlapping sections 25-25 of the draft beam C and 26-26 of the buing head A are slotted, as indicated at 27-27 and 28-28 respectively, to accommodate vertically arranged connecting bolts`29-29, which are secured to the bottom and 95 top arms 13-13 of the supporting member B. The slots 28-28 of the bufling head A are so arranged that the bufiing head is normally held against outward movement, but inward movement thereof is permitted during a buing action. The slots 27-27 of the draft member Care so arranged as to permit the necessary outward movement of the draft member. As shown in Figure 3, the adjacent ends of the side walls of the buiilng head A and the draft member C are normally spaced apart s o as to allow for the necessary relative movement of these two members.

The shock absorbing springs D-D and E--E oppose inward movement of the buiiing head A when builng shocks are transmitted to the buispectively on the inner side of the end wall 18 of the bufllng head A and on the forward side of the end wall 14 of the supporting member B, In order to maintain the springs E -E properly centeredV and prevent lateral displacement thereof, both the bufling head and the rear wall of the supporting member B are provided with inwardly projecting bosses, which engage within the coils of the springs, as clearly illustrated in Figure 4. The pair of upper springs D-D are also held in properly centered position by means of rearwardly projecting lugs at theupper endrof ,the front Wall 18 of the bufling head A.Y All the springs D-Dand E-E are preferably under slight initial compression when the parts are assembled.

V.".l'he coupling link F is connected to the draft beam C by means of a coupling pin 30 extending through the top and Ybottom arms 23-23 of the draftbeam kC substantially at the center of said beam. The link Fis accommodated between these portions of the arms 23-23, as clearly shown in Figure 5, and extends through an opening 3-1 provided in the front wall 18 of the buiiing head A.

4The Ytop Wall 19A of the buiiing head A is slotted with the opening 32 vto accommodate the headof the pin for movement and permit the pin to the draft beam C, f

The operation of my improved mine car draft rigging is as follows: Upon a buffng shock being application of transmitted to the buing head A, the head is forced inwardly toward the car, compressing both pairs of springs D-D- and E-E against the rear or end wall 14 of the supporting member B. The upper pair of springs D`-D, which bear at their rear ends on the draft beam C, are directly compressed against said beam, which is buttressed on the end wall 14 of the supporting member B. Inward movement of the buing head A is limited by engagement of the inner ends of the side walls l of the head with the front ends of the side walls of the draft beam and also by engagement of the front end walls of the slots 28-28 of the b ufling head A with the retaining bolts 29-29. When the buing force is reduced, the bufling head A is re- A turned to the normal position shown in Figures 3, 4, 5, and 6.

- Upon a pulling action being applied' to the coupling link F in draft, the beam C will be pulled outwardly away from the car, therebycomvpressing the pair of springs D-D against the tion shown in Figures 3, 5, and 6.

From the preceding description taken in connection with the drawings, it will be evident that I have provided a bufflng and draft device of exceedingly simple and efficient design, which may be applied as a unit to the end of a mine car. Further, the arrangement of parts, as shown, provides a compact structure wherein the bufiing shocks are absorbedby a plurality of springs and thedraft shocks are taken care of by a portion only of said springs, thus providing higher shock absorbing capacity in buff than in draft and utilizing a minimum number of shock absorbing springs, thereby reducing the number of parts of the device.V Y

Another advantage of my improved design is that the pulling force exerted by the coupling element is applied tothe draft beamY in such a manner that the pressure on the shock absorbing vsprings is equally distributed, thereby preventing tilting of the draft beam with respect to the coupling Vlink and other parts of the device and avoiding excessive wear of the parts and adding to the life of the-entire mechanism.

Ihave herein shown and described what I now consider the preferred manner of carrying out my invention, but the same is merely illustrative and I contemplate all changes and modifications that come within the scope of the claims appended hereto.

I claim:

1. `In a draft rigging for cars, thecombination with a central buing head-at the'end of the carl movable inwardly toward the car in buff; of two sets of shock absorbing Vdevices opposing inward movement of the bufling head, one of said sets` being disposed above the other; and an outwardly movable draft member actuating one only of said sets of shock absorbing devices in draft. y

2. Ina draft rigging for cars, the combinationwith a'buing headatfthe end of the car, said head being movable inwardly toward the car in buff; of a transversely disposed draft beam;

coupler means connected centrally of the draft f beam and pulling the beam outwardly away from the car in draft; and upper and lower pairs of shock absorbing devices yieldingly opposing movement of the buiilng head toward the car, said upper pair of shock absorbing devices also yieldr ingly opposing outward movement of the draft beam, said lower pair of devices,` being V inactive during draft. Y y y 3. In a draft rigging for cars, the combination with aninwardly movable center bufiing head at n the end of the car; of upper and lower pairs of springs yieldingly opposing inward movement of the buing head; and `a transversely disposed pullingmember at the corresponding end'of the can-said pulling member engaging one of said pairs'of springs only to oppose outward movement of the pulling member in a draft action.` 4

4. In a draft rigging for cars, the combination with 'an inwardly movable center bufling head at the end of the car; of upper and lower pairs of springs bearing at their outer ends on said head; fixed abutment means on the corresponding end of the car, on which the inner ends of the lower pair of springs bear; and a Ytransversely disposed beam at said end of the car, said beam vbeing interposed between the abutment means and the upper pair of springs, entirely clearing the 'lower springs andvhaving engagement with said upper springs only to compress the same in draft, said draft beam being lmovable away from the car in draft and said buffing head being held of one .of said pairs of springs bear; and an out- Vwardly'movable draft member entirely clearing said last named pair of springs and bearing on the inner ends of the springs of the other pair to actuate said last named pair only, said draft member being interposed between said last named pair of springs and said abutment means.

HARVEY J. LOUNSBURY.

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