US1946828A - Draft rigging - Google Patents

Description

Feb. 13, 1934. D. s. BARRows DRAFT RIGGING Filed April 20. 1931 4 Sheets-Sheet l ,0o/v6.40 5. Safe/@ws HHH n L mw MI Mm N 51 N NN k wila Feb. 13, 1934. D. s. BARRows DRAFT RIGGING Filed April 20, 1931 31mm roz Feb. 13, 1934. D 5 BARRQWS 1,946,828

DRAFT RIGGING Filed April 20. 1931 4 Sheets--Shee1I 3 4 Sheets-Sheet 4 DRAFT RIGGING D. S. BARROWS Filed April 20. 1931 Feb. 13, 1934.

Patented Feb. 13, 1934 UNITED STATES PATENT OFFICE DRAFT RIGGING Application April 20, 1931. Serial No. 531,549

6 Claims.

This invention relates to draft rigging, and more particularly to such employing a plurality of cushioning devices disposed between a backstop or center filler casting and the yadjacent end of a railway vehicle, all of said devices being preferably used for absorbing buiiing forces, and only part for absorbing draft forces.

The principal object of my invention, generally considered, is to provide a series of draft gears or cushioning devices mounted between the draft sills of a raway vehicle forwardly or outwardly of an associated backstop member, and so connected to an associated coupler that all are actuated when said coupler is subjected to buiiing forces, and only one or less than all of said gears is actuated when the coupler is subjected to draft forces.

Another object of my invention is to provide selective travel cushioning mechanism involving three or more units arranged in a series, and associated with a drawbar and connected horizontal yoke in such a way that all of the gears are actuated for absorbing bufling blows, While the intermediate of said gears is actuated for ab- 5 sorbing both draft and buing forces.

A further object of my invention is the provision of cushioning mechanism involving a series of cushioning units or devices, each device comprising a housing open at one end and receiving friction wedges or blocks urged apart by associated resilient means orl springs, said housings being arranged so that they alternately face forwardly and rearwardly.

Other objects and advantages of the invention relating to the particular arrangement and construction of the various parts will become apparent as the description proceeds.

Referring to the drawings illustrating my invention the scope whereof is defined by the appended claims:-

Figure 1 is a vertical longitudinal View of rigging disposed between the sills of a railway vehicle underframe, illustrating one embodiment of my invention, with one of the friction gears or units shown in vertical longitudinal section.

Figure 2 is a partial horizontal sectional view of the mechanism shown in Figure l, portions' of the parts being shown in plan.

Figures 3 and 4 are views corresponding generally to Figures l and 2, but showing a modification.

Figure 5 is a transverse sectional view on the line 5 5 of Figure 3, looking in the direction of the arrows.

Figure 6 is a transverse sectional view on the line 6-6 of Figure 3, looking in the direction of the arrows.

Figures 7 and 8 are fragmentary views corresponding generally to Figures l and 2, but showing another modification.

Figures 9 and 10 are views corresponding generally to Figures l and 2, but showing a further modification. l Y v Figure 1l is a fragmentary transverse sectional view on the line 11-11 of Figure 9, looking in the a5 direction of the arrows.

Figures 12 and 13 are fragmentaryvviews corresponding generally to Figures 9 and 10, but showing a modification. n n s Figure 14 is a fragmentaryk view correspond- 7o ing generally to Figure 12, but showing another Inodiiication. v

Figure 15 is a fragmentary view corresponding to Figure 14, but showing a further modification.

Figure 16 is a fragmentary transverse sectional view of the embodiment shown in Figure15.

Figure 17 is a fragmentary view corresponding generally to Figure 10, but showingl a still further modification. p

Referring to the drawings in detail, like parts being designated by like reference characters, and iirst considering the embodiment of my invention illustrated in Figures 1 and 2, there are shown portions of a railwayvehicle underframe comprising draft or center sills l connected by a backstop or center iiller casting 2 and a striking casting or combined striking casting and sill tie member 3. The sills lare slotted for receiving draft keys for connection with associated draft rigging, and preferably have connected thereto cheek plates 4 which are correspondingly slotted with the slotted portionsv therein preferably reinforced by iianges 5 for rigidifying the edges of said members adjacent the slots to provide for the transmission of large forces. y liny the present instance, the front slots 6 are formed partly in rearward extensions or side portions '7 on the striking casting, and partly in cheek plates 8 which are connected tothe sills rearwardly of 100 the extensions 7. The second or rearmost slots 9 are formed in the separate cheek plates 4.

Mounted between the sills 1 is a series of cushioning units or gears 10, preferably supported on carry irons 11 and 12, which are, in turn, con'- 105 nected to the sills 1 in any desiredY manner, as by connecting means or bolts 13. Each gear ,desirably comprises a housing, friction casing,` column* member or shell 14 open at one end and formed with a notch or open-ended slot 15 at the closed 11R end. so that when arranged back to back, like the two outermost gears 14, the open-ended slots 15 cooperate to form a complete or closed slot adapted to receive a supporting or second draft key 16, which is also adapted to function as a front stop for the second gear 10, as the front edge thereof normally contacts with the foremost end of the slots 9 in the cheek plates 4.

The open end of each housing or shell 14 is preferably formed double bell-mouthed, that is, it is provided with sloping walls 17 providing outermost aring or inclined friction surfaces 18, and inwardly disposed, but preferably correspondingly inclined, friction surfaces 19 with a shouldered portion 20 therebetween. Cooperating with the friction surfaces and shouldered portions on each shell or housing 14 are friction shoes or wedges 21 provided with correspondingly inclined friction surfaces 22 and 23 engaging the corresponding friction surfaces on the shell, and provided with a shouldered portion therebetween for cooperating with the correspondingly shouldered portions on the housing for limiting outward movement of said friction elements with respect to said housing after assembly therewith. In order to urge the friction elements 2l into engagement with the friction surfaces on the housing 14, resilient means 24, preferably in the form of curved plate springs, are provided between the friction elements in each housing. Said plate springs preferably involve two sets, bowed or curved concavely toward the adjacent friction elements 21. Although only one of the friction devices or gears 10 is shown in section and completely described, it will be understood that all of said gears may be similar and interchangeable, or different, as desired.

The associated two outer gears 10, which cooperate to form a complete slot receiving the key 16 are, in the present embodiment, connected to the drawbar or coupler stem 25 in a usual manner, as by means of yoke-acting means, for example, a horizontal yoke 26 embracing said gears, and associated front and rear followers to be subsequently described, with its arms extending forwardly on each side thereof and connected to the drawbar 25 by a front or outer horizontal draft key 27 extending through registering slots in the yoke and drawbar, and with its ends received in the slots 6 in the cheek plates 8 and rearward extensions 7 of the striking casting 3. The slots 6 are of a length suiicient to permit the key to move distances in both directions suflicient to stress the associated cushioning devices or gears to the desired extent. Although I have illustrated conventionally the drawbar 25 as being the shank or stem of a coupler of the type described and claimed in my Patent No. 1,431,717, dated October l0, 1922, it will be understood that `ll do not wish to be limited to the use of such a swivel butt coupler in the combination here dis- Y .tion elements 21 of the front gear 10 is a front 'follower 28 designed to transmit buiiing forces from the drawbar to the friction elements 20 to effect compression of the gears 10. In order to hold the follower in proper position with respect to the yoke 26, shoulders or extensions 29 are desirably provided and spaced to receive the yoke arms therebetween, as illustrated particularly in Figure 1. The rear follower 30 is desirably held in position with respect to the yoke by correspending projections 31, and said dfollowers are desirably also guided and supported by the carry irons 11 and 12.

In order to increase the permissible travel of the drawbar or coupler stem 25 under the action of bu'ing forces, as well as provide an increased cushioning action for absorbing such forces without increasing such movement and capacity for draft forces, the third or inner' friction gear or device 10 is disposed between the yoke 26 and the buiing wall or face 32 of the backstop 2. This third or innermost gear l0 may be formed identical with, or different from, the other gears 10 and be provided with a front follower 33 disposed between the yoke and the friction wedges 21 of said gear. The carry iron 12 is preferably extended rearwardly an amount suflicient to support the front edge of the open end of the housing 14 for said rear gear, the rear end of said housing being desirably supported by a bottom cover plate or member 34 disposed beneath the sills and backstop 2. In order to provide for transmitting bufng forces from the follower 33 directly to the sills without overloading the housing 14, rear stop lug members 35 are desirably provided and disposed on either side of the housing 14, said members being desirably connected to the webs of the sills 1 by rivets 36, or the like, in such a position that they either receive all the overload buing forces from the floating follower 33, or some of said forces to protect the housing 14 against undue strain.

In order to prevent the oating follower from being unduly displaced when the yoke 26 moves forwardly under the action of draft forces, miniature stop elements 37 and 38 are desirably provided and connected to the inner faces of the sills 1, so that they normally engage the front face of the follower 33 at the sides thereof and limit forward movement, so that said follower is always maintained in proper relation with respect to the associated friction wedges 21 and curved plate springs 24. In a similar way, the front follower 28 is kept from displacement, when the drawbar 25 moves forwardly, by thel stop member 39 connected to the sill cover plate 40 and the stop member 41 connected to the carry iron 11.

From the foregoing description, it will be seen that under the action of draft forces, the housing 14 of the second or intermediate gear 10 is held stationary by the key 16, and the drawbar 25 pulls the yoke 26 forwardly through the connecting key 27, moving the friction elements 2l of the intermediate gear 10 into the shell or housing 14 against the resistance of the springs 24, thereby actuating only the intermediate cushioning element or draft gear l0, whereby the cushioning effect on draft is only a portion and, in the preferred embodiment, only a third, of the total capacity of the entire cushioning mechanism of the arrangement, and the travel of the coupler on draft is only a portion which, in the present preferred embodiment, is a third of the total permissible movement allowed said coupler under the action of buing forces.

When the drawbar or coupler` is subjected to buing forces, however, it engages the front follower 28, pushing the front friction elements 2l into the front housing 14, and simultaneously moving said housing and the intermediate housing 14 rearwardly to close said intermediate housing over the associated wedges and springs, said movement being permitted by the rearward elongation of the slots 9 in the cheek plates 4, so that a full compression of the front and intermediate, sears on buff is permitted as well as a compression of the rear or inner gear 10,y which is effected by simultaneous movement of the rear follower 30, the yoke 26, and the floating follower 33, resulting in inward movement of the friction elements and associated springs of the inner or rearmost gear 10, the housing 14 of which is stopped by the associated backstop or center ller casting 2. It will thus be apparent that if the permissible compression of each gear 10 is 2", a movement of the drawbar on buff of 6" is provided, while a movement of only 2" is provided for on draft. In other words, if the movement allowed by each cushioning device is the same, a drawbar travel on buff of three times the travel on draft is provided for. It will also be apparent that although the cushioning capacity on draft is only that of the mechanism of the intermediate gear 10, yet on buff, all of the cushioning devices cooperate for absorbing the energy which, as is well known, is normally greater than any draft energies to be absorbed.

Referring now to the embodiment of my invention illustrated in Figures 3 to 6, inclusive, there are shown, as in the previous embodiment, draft or center sills 1a connected by a preferably combined backstop and center filler casting 2a and a striking casting, or combined striking casting and sill tie member 3e. The sills are slotted for receiving draft keys for connection with associated draft rigging and, in the present embodiment, have connected thereto cheek plates 4a which are correspondingly slotted, with the slotted portions preferably reinforced by flanges 5EL for rigidifying the edges around the slots. The front slots 6a are formed partly in rearward extensions or side portions 7EL on the striking casting, and partly in the forward portions of the cheek plates 4e. The second or rearmost slots 9EL are formed in the cheek plates 4a.

Mounted between the sills 1a is a series of cushioning units or gears 10a, preferably supported on carry irons l1a and 12a, connected to the sills in any desired manner. Each gear preferably comprises a housing or main friction element 14a which, as in the previous embodiment, receives friction wedges or shoes 21a and actuating curved plate springs 24a. The front or outer pair of housings 14a are, as in the previous embodiment, desirably formed with complementary open-ended slots e cooperating to form a complete slot normally receiving the key 161, which functions as front stop means for the second or intermediate gear 1011. A horizontal yoke 26 desirably embraces the foremost and intermediate gears 10e, with its arms extending forwardly on each side thereof slotted for receiving the key 16e -and connected to the drawbar 25 by a front or outer horizontal draft key 27El ex tending through registering slots in the yoke and drawbar, the ends of said key being received in the slots 6a in the cheek plates 4a and rearward extensions '7a of the striking casting 3a. The slots 6a are of sufficient length to permit the key to move in both directions to stress the associated cushioning devices to the desired extent. As in the previous embodiment, front and rear followers 28a and 30a are employed, the front follower normally engaging stops 392l and 411e, and the rear follower being embraced by the yoke and disposed between the rear end thereof and the friction wedges of the intermediate gear 10a.

A third or rearmost gear 10a is employed, as in the previous embodiment, said gear, however, being disposed with its greater transverse dimensiony horizontal rather than vertical. In other words, the housing 14a of the rearmost gear 10"-` is disposed horizontally, so that the slot or notch 15a extends vertically rather than horizontally, and the friction elements 21a lie on either side of the resilient means 24a instead of above and below. On account of this change, the floating follower 33a, which acts as a front follower for the rearmost gear 10a, is also disposed with its long axis horizontal rather than vertical, and a separate carry iron 42 is employed for supporting the follower 33a and the front end of the housing 14a for the rearmost gear 10a. The rear portion of said housing is desirably supported on the lower flange 43 of the center filler casting 2a, the vertical flange 32Zt of said casting acting as a backstop or rear stop lug for the rear gear 10a. As in the previous embodiment, miniature stops 3"!a and 38a are employed for the floating follower 33a. Except as specifically described in connection with the present embodiment, the construction and operation may correspond with that of the preceding embodiment.

Referring now to the embodiment of my invention illustrated in Figures 7 and 8, a construction is there disclosed which is identical with that of Figures 1 and 2, or Figures 3 to 6, inclusive, inasmuch as only the front and intermediate gears 10b are illustrated, except that the striking casting and sill tie member 3b has its side portions 7b extended rearwardly a greater distance than in the preceding embodiments, so as to include the front slots 6b completely without the necessity of being supplemented by cheek plates or supplemental portions of cheek plates.

The second or rear slots 9b are, as in the first embodiment shown in Figures 1 and 2, desirably formed in separate cheek plates 4b. Except as specifically described, the present embodiment corresponds with that of either Figures l and 2, or Figures 3 to 6, inclusive.

Referring now to the embodiment of my invention illustrated in Figures 9, 10 and 11, a construction is there shown involving sills 1c connected by a backstop and center filler casting 2c and a combined striking casting, sill tie member and front draft lugs 3c, said front draft lug portions being slotted, as indicated at 6C, to receive the front draft key 27C, which serves for connecting the drawbar or coupler stem 25c and 125 springs 24. No slots for receiving a connecting 135 draft key are employed in connection with the housings, 14C, thereby eliminating any front stop means for the intermediate cushioning device 10c and transferring the stopping of the front housing 14c to the front end thereof, where the front stop lugs 39c and ilc at the rear of the casting 3c act through the front follower 28c for limiting forward movement of the front friction elements 21, and so act as abutment means for the front draft gear 10c. As in the first embodiment, carryirons 11c and 12are employed for supporting the front of the fronthousing 14c and associatedfront follower 28C, and therear and floating followers30and33candtheadjacent ends of the associated housings 14C. As in the first embodi-` 150 ment, the housing 14:c of the rear gear or cushioning unit 10c is supported at its rear end on the bottom cover plate 34c and abuts the front wall 32c of the backstop 2C. For relieving the rear housing lic of overload bufling forces, rear stop lug members 35c are desirably employed, as in the first embodiment.

From the foregoing disclosure, it will be seen that under the action of draft forces the housing 14C of the forward and intermediate cushioning devices is moved forwardly simultaneously with the closing in of the friction elements 2lc at opposite ends as the drawbar 25c pulls the yoke 26c forwardly through the connecting key 27, the front follower 28c being stopped by the stop lug portions 39C and 41 on the striking casting and sill tie member 3C, whereby the front and intermediate cushioning elements are actuated, giving a cushioning effect on draft of a portion which, in the present embodiment,V

is two-thirds of the total capacity of the entire cushioning mechanism of he arrangement, assuming the capacities of thc three cushioning devices illustrated are equal, and the travel of the coupler on draft is, in the present embodiment, two-thirds of the total permissible movement allowed by said coupler under the action of bufmg forces, assuming the travel of each gear or cushioning device is identical.

When the drawbar or coupler is subjected to buffing forces, it engages the front follower 28C, pushing the front friction elements 2lc into the double-ended housing 14C and simultaneously moving said housing over the associated rear friction elements 21C, so that a full compression of the front and intermediate cushioning devices is permitted on buff, as well as a compression of the rear or innermost gear 10C, which latter compression is effected by simultaneous movement of the rear follower 30C, the yoke 2Sc and the fioating follower 33C effecting inward movement of the friction elements and associated springs of the rearmost gear 10, the housing 14C of which is stopped by the associated backstop and center filler casting 2C. It will thus be apparent that if the permissible compression of each gear 10c is 2", a movement of the drawbar on buff of 6' is provided for, while a movement of only 4" is allowed on draft.

Referring now to the embodiment of my invention illustrated in Figures l2 and 13, a slight modification of the arrangement of Figures 9 to ll, inclusive, is there illustrated involving a slotting of the sills 1d to the ends and a corresponding reinforcement of the side portions 7d of the striking casting and sill tie member 3d, so that the front slots 6d are formed entirely in said extensions 7d, thereby preventing the associated key 27d from coming in Contact with the sill webs. Pls in Figures 9, l0 and 11, the combined casting 3d has front draft lugs 39d and 41d which are adapted to cooperate with the associated mechanism, as described in connection with the preceding embodiment. Except as specifically described in connection with the present embodiment, the same may correspond with that of said preceding movement.

Referring now to the embodiment of my invention illustrated in Figure 14, a construction is there disclosed in which the lower front draft lugs are extended from sill to sill, forming a draft lug and rearwardly disposed sill tie portion 4l@ on the combined striking casting and sill tie member 3, the upper surface of said tie member 41e being disposed downwardly to clear the bottom of the associated drawbar or coupler 25e, and the front follower 28e being extended downward a corresponding amount so as to provide the necessary bearing area therebetween. Because of the extension of the front follower, the front carry iron 11e for the housing llle of the front cushioning unit 1Ge is correspondingly modified to provide a lower shelf portion 44 for supporting the front follower 28e and an upper shelf portion 45 for supporting the housing 14e. Except as specifically described in connection with the present embodiment, the same may correspond with that of Figures 9, 10 and 11.

Referring now to the embodiment of my invention illustrated in Figures 15 and 16, a construction is there disclosed corresponding with Figure 14, except that the lower front stop portion 41f is formed as a removable key rather than an integral portion, which key is received in corresponding slots 46 in the lower portions of the sides if of the combined striking casting and sill tie member 3f, said key 4lf acting as a lower front stop for the front follower 28f and the associated wedges 2lf of the front cushioning unit 10f. The front follower 28f is desirably formed T-shaped, or with extensions like the follower 28 of the first embodiment, so that it is supported from the associated yoke (not shown), thereby eliminating the necessity of a separate carrier therefor. Except as specifically described and illustrated, the construction may correspond with that of Figure 14.

Referring now to the embodiment of my invention illustrated in Figure 17, a construction is there disclosed which may be identical with that of Figures 9, 10 and 11, except that the yoke 26g is extended so as to embrace all of the gears or cushioning devices 10g with its rear end normally abutting the front face 32g of rear draft or backstop means, such as the center filler casting 2g. The front housing 14g is desirably double-ended, as in Figures 9, 10 and 11, to receive the friction wedges and resilient means for the front and intermediate gears, but is slotted, as indicated at 15g, to receive a supporting key 16S functioning as front stop means for the intermediate cushioning device 10S, and for that purpose having its ends received in slots 9g in cheek plates 4g connected to the associated sills 1g. As in the embodiment of Figures 9, 10 and l1, a front follower 28g is used, and the rear and floating followers are consolidated as a single follower 33g separating the friction elements or wedges 2lg of the intermediate and rearmost cushioning units 10g. The cushioning units and associated parts may be supported as shown in Figures 9, 10 and l1.

From the foregoing disclosure, it will be seen that under the action of draft forces the housing 1lig of the outer and intermediate gears 10g is held stationary by the key 16g, and the drawbar (not shown) pulls the yoke 26g forwardly, moving the rear friction elements 2lg into the front housing 14g, while at the same time forcing -1 the rear housing leig over the associated friction elements 21g, thereby actuating the intermediate and rear cushioning devices, and developing a cushioning effect of a portion, which in the present embodiment, is two-thirds, of the total capac- When the coupler is subjected to builing forces, it engages the front follower 28g, pushing the front friction elements 2lfg into the front of the double housing 14g, and simultaneously moving said housing, because of the rearward extension of the slots 9g, to close it over the friction elements 2lg at the rear, while simultaneously pushing the follower 33g and the rear friction elements 2lg into the associated rear housing 14, which is stopped by the rear portion of the yoke 26g and the backstop and center filler casting 2g.

From the foregoing disclosure, it will be seen that I have disclosed ways of combining friction draft gears so that all are effective for acting in series, as distinguished from tandem, and cushioning buifing forces, whereas only one or less than all are effective for cushioning draft forces,

thereby providing a greater cushioning effect and travel when the drawbar is subjected to bufng forces than when it is subjected to draft forces.

Although preferred embodiments of my invention have been illustrated, it will be understood that modifications may be made without departing from my invention as defined by the appended claims.

I claim:-

l. In railway draft rigging, in combination with draft sills, a drawbar, three cushioning units disposed longitudinally of one another between said drawbar and backstop, all of said cushioning units acting in series to resist buffing movement of the drawbar, each of said cushioning units involving housing means and a plurality of friction elements cooperating therewith and urged apart by resilient means into engagement with the housing means, said baokstop engaging and serving to prevent rearward movement of the housing means of the rearmost cushioning unit, means acting as a forward stop for the foremost of said cushioning units, a follower for the foremost of said cushioning units normally engaging said forward stop and engaged by the friction elements of said unit, a carry iron underlying and simultaneously supporting the follower and front end of the housing means of said unit, the housing means of the intermediate and rearmost units opening toward each other and receiving friction elements and resilient means urging said friction elements apart and into engagement with said housing means, follower means disposed between the friction elements of the intermediate cushioning unit and those of the rearmost cushioning unit, a carry iron simultaneously supporting the adjacent ends of the housing means for said intermediate and rearmost cushioning units and follower means therebetween, and yoke-acting means operatively connected to the drawbar and serving to communicate draft force to said intermediate cushioning unit, leaving one of the other cushioning units inactive during draft.

2. In railway draft rigging, in combination with draft sills, a drawbar, three cushioning units disposed longitudinally of one another between said drawbar and backstop, all of said cushioning units acting in series to resist buihng movement of the drawbar, each of said cushioning units involving housing means and a plurality of friction elements cooperating therewith and urged apart by resilient means into engagement with the housing means, said backstop engaging and serving to prevent rearward movement of the housing means of the rearmost cushioning unit, means acting as a forward stop for the foremost of said cushioning units, the housing means of the intermediate and rearmost units opening toward each other and receiving friction elements and resilient means urging said friction elements apart and into engagement with said housing means, follower means disposed between the friction elements of the intermediate cushioning unit and those of the rearmost cushioning unit, carry iron means supporting the adjacent ends of the housing means for said intermediate and rearmost cushioning units and follower means therebetween, and yoke-acting means operatively connected to the drawbar and serving to communicate draft force to said intermediate cushioning unit, leaving one of the other cushioning units inactive during draft.

3. In railway draft rigging, in combination with draft sills, a backstop rigidly connected to said sills, a drawbar, a plurality of cushioning units disposed longitudinally of one another between said drawbar and said backstop and acting in series to yieldingly resist buffing movement of the drawbar, one of said cushioning units being intermediate others and each of said units involving a friction casing and a plurality of friction elements cooperating therewith, said backstop engaging and serving to prevent rearward movement of the friction casing of the rearmost cushioning unit, means acting as a forward stop for an intermediate cushioning unit, yoke-acting means operatively connected to the drawbar, disposed forwardly of said rearmost unit, and embracing and serving to communicate draft force to said intermediate cushioning unit, and carry iron means supporting the adjacent ends of the friction casings of the intermediate and rearmost units.

4. In railway draft rigging, in combination with draft sills, a drawbar, 'a plurality of cushioning units disposed rearwardly of said drawbar, longitudinally of one another, said cushioning units acting in series to resist buffing movement of the drawbar, one of them being intermediate others, and each involving a plurality of friction elements relatively movable with respect to friction casing means cooperating therewith, a backstop member rigidly connecting said sills and associated with the rearmost of said cushioning units, means acting as a forward stop for the foremost of said cushioning units, yoke-acting means operatively connected to the drawbary and embracing and serving to communicate draft forces to the intermediate, and through it to the foremost of said cushioning units, another of said cushioning units being inactive when said yokeacting means executes a draft movement, and carry iron means supporting the adjacent ends of the casing means of the intermediate and rearmost of said cushioning units.

5. In railway draft rigging, in combination with draft sills, a backstop rigidly connecting said sills, a drawbar, a plurality of cushioning units arranged longitudinally of one another between said drawbar and backstop, said cushioning units acting in series to resist bufng movement of the drawbar and one of them being intermediate others, each of said cushioning units involving a friction casing and a plurality of friction elements cooperating therewith, said backstop serving to prevent rearward movement of the friction casing of the rearmost cushioning unit,

cate draft force to the rearmost cushioning unit, and carry iron means supporting the adjacent ends of the casings of the intermediate and rearmost cushioning units.

6. In a draft rigging, in combination with draft sills, a backstop rigidly connecting said sills, a drawbar, a plurality of cushioning units disposed longitudinally of'one another between said drawbar and backstop, said cushioning units acting in series to resist bufiing movement of the drawbar and one of them being intermediate others, each of said cushioning units involving a friction casing and a plurality of friction elements cooperating therewith, said backstop engaging and serving to prevent rearward movement of the friction casing of the rearmost cushioning unit, means acting as a forward stop for the foremost of said cushioning units, yoke-acting means operatively connected to the drawbar and serving to communicate draft force to said intermediate cushioning unit, the said friction elements of the foremost cushioning unit being movable rearwardly with respect to the friction casing with which they cooperate, the friction elements of said intermediate cushioning unit being movable forwardly With respect to the friction casing with which they cooperate and the friction elements of the rearmost cushioning unit being movable rearwardly with respect to the friction casing with which they cooperate, and common carrier means for the adjacent ends of the casings of the intermediate and rearmost cushioning units.

DONALD S. BARROWS.

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