US1947056A

US1947056A - Draft gear

Info

Publication number: US1947056A
Application number: US333757A
Authority: US
Inventors: Alfred H Oelkers
Original assignee: American Steel Foundries
Current assignee: American Steel Foundries
Priority date: 1929-01-21
Filing date: 1929-01-21
Publication date: 1934-02-13
Anticipated expiration: 1951-02-13

Description

Feeb. 13, 1934. A QELKERS 1,947,056

@y s@ @am .g

f77-wem' Qfnd H @a/16725;

Feb. 13, 1934. A. H. oELKERs DRAFT GEAR Filed Jan. 21, 1929 2 Sheets-Sheet 2 mm NN Q m% i Patented Feb. 13, 1934 UNITED STATES PATE-T FFE DRAFT GEAR Application January 21,

9 Claims.

lproved draft gear and means for mounting the draft gear, which is highly eiiicient in operation, is of greater simplicity in construction, is stronger and is adapted for attachment with the conventional type of American railway car.

This invention is an improvement on the type of draft gear disclosed in the applicants United States Patent No. 1,644,658, patented October 4th, 1927, and embodies certain improvements thereover, making for simplicity in construction and cheapness in manufacturing cost and maintenance.

The present invention differs from the patented invention in construction, in the provision of a unitary, integral element adapted to be secured between the standard American Railway Association center sills and having as an integral part thereof, the several elements associated with the draft gear proper, to form a complete operative rigging.

This element may be of any construction but is preferably a casting of general U-shape construction comprising the center plate reinforcement; the buff and draft follower abutments and guiding bearing surfaces for the draft gear yoke all formed as a unitary, integral structure.

The invention further contemplates embodying the features of the wedging portion of the gear as shown in the patent referred to with a draft gear yoke pivotally connected with a coupler yoke, while providing means for guiding the draft gear yoke for movement in a longitudinal direction only.

The integral casting above referred to, also constitutes a reinforcement for the web portions of the center sills, particularly around the margins of the opening through which the wedge blocks extend and also supporting surfaces for the wedge and yoke portions of the draft gear.

The device further embodies means constituting bearing surfaces between the yoke, and wedges and the stopabutments of such construction that a larger bearing surface is provided to take the buiiing loads than the surface taking the loads of draft.

The present invention is illustrated as embodied in a construction which seeks to retain the general dimensions of the car construction developed as standard, by the American Railway Association as relates to spacing, size and design o-f the center sills, the position of the bolster in relation to the end of the car, the design and dimensions of the car coupler and the position and attachment of the coupler to the draft gear yoke.

Under these conditions, the construction provides a draft gear extending through and mount- 1929. serial No. 333,757

ed in openings, cut through the webs of the center sills, the unitary casting above referred to providing the usual center sill ller at the body bolster of the car or center plate reinforcement with the two forwardly extending arms forming reinforcements around the openings in the webs of the center sills providing abutment stops for both buff and draft, and supporting bearing surfaces for the wedge and yoke elements and guiding bearing surfaces for the draft gear yoke.

In the present illustration, the yoverall length of the friction mechanism of the draft gear is somewhat less than the conventional standard length and thereby permits the combination of a special coupler attachment in the form of a pivoted yoke; the pivot of which is placed between the draft gear and the butt end of the standard coupler.

The detailed description hereinafter given is merely of one illustrative embodiment of the present invention and is not to be construed as limiting the invention, but the nature and scope of the invention are to be determined by an understanding of the present disclosure and with the knowledge that it is merely one embodiment and with the full appreciation of the advantages that the present invention produces in this particular illustrative form.

In addition to the above stated objects, it is an object of this invention to provide other features and advantages not enumerated and detailed irnprovements which will readily appear to one skilled in the art as the description proceeds.

The invention will be better understood by referring to the accompanying drawings, in which;

Figure l is a plan view in cross section of a draft appliance including center sills and draft gear constructed in accordance with the present invention.

Figure 2 is a side elevation in cross section, of the construction shown in Figure 1.

Figure 3 is a plan view partly in cross section, of the unitary element adapted for attachment between the center sills.

Figure 4 is an end elevation of Figure 3, as seen from the right.

Figure 5 is a cross sectional elevation taken on the line 5 5, of Figure 3, looking in the direction of ythe arrows.

Figure 6 is a cross sectional elevation taken on the line 6 6, of Figure 7, looking in the direction of the arrows.

Figure 7 is a central longitudinal section, of Figure 3.

Figure 8 is a side elevation of the pivotally connected draft gear and coupler yokes, and

Figure 9 is a plan View of the construction shown in Figure 8.

By referring to the drawings, it will be noted Yso CTL'

The inner ange portions at the end of the cen' ter sills are cut away as at 13, to provide sufficient clearance for the introduction of the parts when the draft gear is assembled.

Mounted between the center sills is the unitary integral element disclosed in Figure 3, designated in its entirety as 14 and comprising the center plate reinforcement 15, at one end and the forwardly extending arms, 16, each of which is provided with openings 17, extending therethrough. The vertical walls of the element 14, are provided with holes, 18, for receiving rivets 18 or similar means, whereby the element is secured to the vertical webs of the center sills and holes 19, serving as means for securing with rivets, 19 to the flange of the center sills. This manner of attachment is important, because the construction illustrated permits a transmission of the bufng and draft shocks to both portions of the center sill, that is, to the vertical web and to the flange which makes for considerable additional strength, eliminating all tendency for buckling of the center sill webs.

Formed as an integral part of the element 14, are the forward abutments 20, reinforced as by anges 21, which abutnients are rounded as shown in Figure 7, and adapted to serve as abutment seats for the forward longitudinal wedge in draft. At the opposite end of the opening, the abutments 22, having vertical faces and the abutments 23, having curved faces are provided for cooperation with the opposite longitudinal wedge under conditions of buff. These latter abutments are reinforced by the reinforcing webs 24 and the intermediate horizontal web 25, of the center plate reinforcement of center sill filler, the latter of which is of the usual construction.

Adjacent the inner end of the opening 17, at the top and bottom of both arms 16, that is on both sides of the construction, are provided lugs 26, the opposed edges of which are adapted to contact portions of the draft gear yoke and serve as guide bearings therefor. The space between these opposed surfaces, is substantially that of the width of the portion of the draft gear yoke occupying the space between these surfaces in operation so that the bearing surfaces serve to guide the draft gear yoke for movement in a longitudinal direction only.

Similarly, at the opposite end of the opening 17, bearing surfaces 27 are provided on the opposed surfaces of the top and bottom reinforcing flanges 21, which anges are slightly modified to present a suitable guiding bearing surface for engagement with the forward end of the draft gear yoke. Likewise, these bearing surfaces 27, are so spaced as to guide the yoke for longitudinal movement only.

These guiding surfaces supplied by the four rearward and the four forward lugs, maintain the draft gear yoke against any displacement such as would be detrimental in operation, causing damage or wear due to the application of buff or draft forces to the device, as when the coupler is disposed at an angle to the longitudinal center of the car at the time of application of force. The lower surfaces 28, of the openings 17, constitute supporting bearing surfaces for the wedge elements of the draft gear.

The wedging mechanism comprises

longitudinal wedges

29 and 30 and transverse wedges :3l-31. These wedges are constructed and arranged in substantially the same manner as set forth in the applicants patent above referred to, except insofar as said features hereinafter described which more readily adapt the wedge elements to the present construction.

The vertical wedge 29 is provided as at 32, with an abutment having a vertical face adapted to cooperate with the vertical face 22 on the element 14, whereas the outer portion, namely face 33, is of circular contour so as to cooperate with the round face 23 of the element 14. At the intermediate portion of its back surface, a depression 34, is provided, adapted to cooperate with and form a seat for the draft gear yoke 35.

The transverse wedges 31-31, are provided with central openings, 36, and are positioned on a transverse bolt 37, equipped with springs 38 and 39 in engagement with the plate 40, thereof. The springs are retained in position by means of the Washers 41 and nuts 42, which in addition, permit an adjustment of the tension of the springs.

This assembly operates to normally maintain the transverse wedges in a maximum inward position or in such position that their inner ends are in contact with the frictional faces 43 and 44 of the transverse and longitudinal wedges in engagement. This arrangement causes the longitudinal wedges to be normally urged in their maximum separated position, or in other words, separated until their back portions are in intimate engagement with the buff and draft abutments. It will be noted that the outer longitudinal wedge 30, is provided as at 45, with a rounded abutment constructed for engagement with the rounded abutment stop 20, provided on the integrally formed element 14. The draft gear yoke is more clearly shown in Figures 8 and 9 and is of particular construction, having at its forward end, the laterally extending portions 46, provided with bearing surfaces 47 extending vertically and adapted to contact the bearing surfaces 27.

The side surfaces 48 of the yoke proper, constitute means for engagement with the bearing surfaces on the lugs 26 which serve to guide the yoke for longitudinal movement only, in the above described manner.

The forward end of the draft gear yoke isy provided with a transverse web 49, having the concave cylindrical surface 50 and the upper and lower extensions 51 provided with bearing openings 52. This constitutes a portion of the pivot connection between the draft gear yoke of the draft gear yoke has a projecting portion 58 thereon adapted to be received in the depression 59, in the longitudinal wedge 30. This is similar to the depression 34 which receives the opposite end of the draft gear yoke 35 and serves to maintain the draft gear yoke and the wedge shocks occasioned in buff operation which are '1' greater in area than those surfaces provided for receiving the draft loads. It will be noted that those portions of the back surface of each of the

longitudinal wedges

29 and 30 which lie between the center sills, constitute bearing surfaces and that in both cases, they are limited in width, to the distance between the center sills and are consequently equal but that in the case of the inner longitudinal wedge 29, a relatively small portion of this surface is in engagement with the draft gear yoke 35, whereas a relatively large portion is in contact with the abutment surfaces 22 and 23. On the contrary, at the forward end, namely, on the longitudinal wedge 30, a relatively large portion is in contact with the draft gear yoke 35 and a relatively small portion in engagement with the abutment surfaces 20. This is why the forward end of the yoke is wider than the inner extremity. It is found in operation, that the buiiing loads are greatly in excess of the loads occasioned in draft and consequently the draft gear contemplated in this invention is constructed to include suitable bearing surfaces for properly handling this condition.

'I'he coupler yoke is provided with slots 60, through its arms for connecting the coupler yoke to the coupler shank 6l, by means of the key 62. The key has its ends extended projecting through opening 63 in the webs of the side sills whereby this part of the draft rigging is supported by the key. The key is free to slide longitudinally on the lower edge of the opening as a bearing surface.

Preferably the weight of the mechanism is supported on the surface 6e of the striking plate casting 65, secured in the end of the center sill. The extensions of this casting extend backwardly as shown in Figure l and are provided with openings 66, having the lower bearing surfaces 64 as described.

From the above it will be noted that this invention provides a highly efficient and novel form of draft gear, embodying all of the above stated advantages.

It is to be understood that the present disclosure is not to be considered as limiting the invention in any respect but that the scope of the invention is to be determined from the appended claims.

I claim:

l. In a draft rigging, the combination of center sills, a draft appliance therebetween, said appliance including a plurality of friction elements, a yoke associated with said elements, certain of said elements being formed with stepped portions engaged by said yoke, and means associated with said sills and engageable with said yoke for maintaining said elements against lateral displacement.

2. In a draft rigging, the combination of center sills, a draft appliance therebetween, said appliance including a plurality of friction elements, a yoke having spaced strap members for embracing certain of said elements, certain of said elements being formed with stepped portions engaged by said yoke, and means associated with said sills and engageable with the straps of said yoke for guiding the same and to maintain said elements against lateral displacement.

S. In a draft rigging, the combination of draft sills, a draft appliance therebetween, said appliance including a plurality of friction elements, a yoke associated with said elements, said yoke and certain of said elements being interlocked to prevent relative lateral movement, and means associated with said sills and engageable with said yoke for maintaining said elements against lateral displacement.

4. In a draft rigging, the combination of draft sills, a draft appliance therebetween, said appliance including a plurality of friction elements, a yoke having spaced strap members for embracing certain of said elements, said yoke and certain of said elements being interlocked to prevent reiative lateral movement, and means associated with said sills and engageable with the straps of said yoke for guiding the same and to maintain said elements against lateral displacement.

5. In a draft rigging, the combination of draft sills, a draft appliance therebetween, said appliance including a draft gea-r, a yoke associated with said draft gear, said yoke and draft ge r eing interlocked to prevent relative lateral movement, and means associated with said sills and engageable with yoke for maintaining said draft gear against lateral displacement.

6. In a draft rigging, the combination of draft sills, a draft appliance therebetween, said appliance including a draft gear, a yoke associated with said draft gear, said yoke and draft gear being interlocked to prevent relative lateral movement when in normal operating position, means associated with said sills and engageable with said yoke for maintaining said draft gear against lateral displacement when in normal operating position, and means for guiding said yoke during movement of an end of said yoke away from said draft gear either in buff or draft.

7. In a draft rigging, the combination of draft sills, a draft appliance therebetween, said appliance including a draft gear, a yoke associated with said draft gear, said yoke and draft gear bein interlocked to prevent relative lateral movement, and means for maintaining said draft gear against lateral displacement, said means including members secured to said sills and having inwardly disposed flanges engageable with said yoke.

8. In a draft rigging, the combination of slotted draft sills, a draft appliance therebetween, said appliance including a draft gear extending through and beyond said slots and comprising cooperating friction elements, said yoke and certain of said elements being interlocked to prevent relative lateral movement, and means associated with said sills and engageable with said yoke for maintaining said elements in operative position in said slots and preventing lateral displacement of said gear within said slots.

9. In a draft rigging, the combination of slotted draft sills, a draft appliance therebetwee said appliance including a draft gear extending through and beyond said slots and comprising friction elements, said yoke and certain of said elements being interlccked to prevent relative lateral movement, and means for maintaining said draft gear against lateral dispiacement and 31 v for guiding said yoke, said mea-ns including members secured to said sills and having slots substantially coextensive with the slots of said sills, said slots being defined by inwardly extending flanges providing stops for said friction elements and being engageable with said yoke to prevent lateral movement thereof and for guiding the saine during operative movements.

ALFRED H. OELKERS.

itil'