US1951319A - Draft rigging - Google Patents

Description

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March 13, 1934. D. s. BARROWS DRAFT RIGGING 1930 3 Sheets-Sheet 2 Filed June 27 March 13,1934. D. s. BARROWS DRAFT RIGGING Filed June 27, 1930 3 Sheets-Sheet 3 o o 0 Q Q YTYJKB J Q Q o 0 o Iowa 0 jB/YEEO ws Patented Mar. 13, 1%354 DRAFT RIGGING Donald S. narrows, Rochester,

The Symington Company, New York, N.

N. Y., assignor to Y., a

corporation of Maryland Application June 27, 1930, Serial No. 464,287

6 Claims.

This invention relates to railway draft rigging, and more particularly to such in which the draft sills are slidably mounted. with respect to the remainder of the underframe.

The principal object of my invention, generally considered, is the provision of a railway vehicle underframe and associated draft rigging in which cushioning mechanism is mounted between sills movable will respect to the underframe and connected to the relatively fixed portion of the underfrarne for actuation upon movement of said sills, with respect thereto, drawbars being connected to the ends of the movable sills and separate cushioning mechanism, if desired, being provided for cushioning movement of the drawbars with respect to said sills under the action of buffing forces.

Another object of my invention is the provision of a railway vehicle underframe in which the draft sills extend from one end to the other and are mounted for limited movement with respect thereto, cushioning mechanism being supported between said sills and intermediate the ends thereof, and comprising a housing, and means extending through said sills for connecting said housing to the vehicle underframe for cushioning relative movement of said sills with respect thereto.

A further object of my invention is the provision of a railway vehicle underframe involving relatively fixed sills and relatively movable sills mounted therebetween and slidable longitudinally, said fixed sills being connected by bolster cover plates and center filler castings supporting said movable sills, said movable sills being connected by striking castings at their ends and back stop members therebetween, cushioning mechanism being mounted between said movable sills and back stop members, and a key extending from said cushioning mechanism through said movable sills with its ends received in slots in said fixed sills for connection with said fixed sills whereby, upon relative movement of said movable sills, said cushioning mechanism is actuated.

A still further object of my invention is the provision of a railway vehicle underframe with relatively moveable draft sills between which, at each end, are key-connected associated drawbars or couplers, cushioning mechanism being desirably disposed rearwardly of each drawbar and actuated only under the action of bufiing forces, said sills also carrying cushioning mechanism intermediate the end cushioning mechanisms whereby not only is relative movement of the coupler with respect to the movable sills cushioned, but relative movement of the movable sills with respect to the underframe is cushioned, the mechanism being preferably l double-ended with its housing connected to the underframe and the resilient means at each end engaging back stop members fixed to the movable sills, whereby relative movement of said movable sills in either direction is cushioned, the arrangement thereby providing for cushioning draft forces by the intermediate cushioning mechanism and for cushioning buffing forces by said mechanism and the corresponding end cushioning mechanism associated with the drawbar.

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:- i V Figure 1 is a fragmentary vertical longitudinal sectional view of a railway vehicle underframe illustrating one embodiment of my invention, the associated drawbar or coupler being shown in side elevation.

Fig. 2 is a fragmentary vertical longitudinal sectional View of a railway vehicle underframe supplementary to the View shown in Fig. 1 so as to illustrate that portion immediately adjacent and rearward of the part shown in Fig. 1.

Fig. 3 is a fragmentary plan of the underframe and mechanism shown in Fig. 1 with parts in horizontal section.

Fig. 4 is a fragmentary plan of the underframe and mechanism shown in Fig. 2 with parts in horizontal section.

Fig. 5 is a fragmentary end elevation of the underframe with the drawbar shown in section on the line 55 of Fig. 1, looking in the direction of the arrows.

Fig. 6 is a transverse sectional view on the line 6--6 of Fig. 1, looking in the direction of the arrows.

Fig. 7 is a transverse sectional view on the line 77 of Fig. 1, looking in the direction of the arrows.

Referring to the drawings in detail, like parts being designated by like reference characters, there is illustrated as one embodiment of my in vention a portion of a railway vehicle involving longitudinal framing or relatively fixed sills 1 connected by end sills 2, only one of which is illustrated. The sills 1 and 2 preferably have connected adjacent the intersections thereof bracket castings 3 with inwardly extending flange or ledge portions 4 upon which are movably or slidably mounted the draft or movable center sill assembly 5 involving longitudinal draft sills 6.

In the present embodiment, the sills 6 are formed as channels with outwardly extending flanges '7, the upper of which rests directly on the flange or ledge portions 4 of the bracket castings 3 whereby relative movement therebetween develops friction at the engaging surfaces. The sills 6 are preferably connected by top cover plates 8 and bottom cover plates 9, only one of each of which is shown. The ends of the sills preferably have applied thereto combined striking castings and sill tie members 10.

Connecting the sills 1 intermediate the ends thereof are bolster center filler castings 11 disposed between the bolster cover plates 12 and 13, and the bolster transoms 14 which extend outwardly from the framing sills 1. The center filler castings are apertured or notched, as indicated at 15, for the passage of the movable draft sills 6 on either side of the bodies of said castings. The lower flanges of the preferably structural members, which form the sills 6, desirably rest on those portions of the center filler castings 11 which define the bottoms of the openings 15, it being understood that friction is developed upon relative movement between the movable sills 6 and the castings 11. A center plate 16 may be connected to each bottom bolster cover plate 13 beneath the center filler casting 11, as is usual.

In the present embodiment, the coupler or drawbar 17 is slotted, as indicated at 18, to receive a horizontal draft key 19, the ends of which are received in corresponding slots 20 in the draft sills 6 and associated combined cushioning machanism housing and cheek plate member 21 whereby draft forces applied to the coupler 17 are directly transmitted through the key 19 to the draft sills 6.

The housing 21 desirably encloses cushioning means which, in the present embodiment, takes the form of a coil or helical spring 22, preferably held under initial stress by spring retainer plates or followers 23 and 24 through which pass a retaining bolt 25 threadably engaged by a nut 26. The end of the housing 21 preferably is apertured to receive the nut 26 and the front follower or retainer plate 24 is preferably inwardly embossed to receive the head of the bolt 25, as shown most clearly in Fig. 1, whereby the follower 27 may directly abut the spring retainer plate or follower 24 and be disposed between the butt of the drawbar or coupler 17 and said retainer plate. The follower 27 is desirably supported on a carry iron 28 connected to the lower flanges on the sills 6 and is limited in its forward movement by shoulders 29 on the casting 21, and in its rearward movement by the front flanges 30 of the housing portion of said casting.

From a consideration of Figs. 1 and 3 particularly, it will be seen that the butt of the drawbar or coupler 17 normally engages the front face of the follower 27 and the slots 18 and 20, or one of them, are so elongated that rearward movement of said drawbar, under the action of buffing forces, for compressing the spring 22, is permitted, while forward movement thereof results in corresponding bodily movement of the sills 6. In this way, I provide cushioning mechanism for assisting the central cushioning mechanism, hereinafter described, under the action of buffing forces, while under the action of draft forces, the central cushioning mechanism only is effective.

In order to provide for cushioning relative movement between the movable sills 6 and the fixed sills 1, additional or central cushioning mechanism 31 is provided. In the present embodiment, the cushioning mechanism 31 is shown as a double end friction draft gear comprising a housing or friction shell 32 open at each end for receiving friction elements or wedges 33 with inclined friction surfaces 34 engaging corresponding friction surfaces on the housing 32, and held in frictional engagement therewith by curved plate springs 35. The inner ends of the wedges may have shoulders interlocking with corresponding shoulders on the housing to limit outward movement thereof, as is well known to those skilled in the art, and release springs of known form may be employed, if desired. It will, therefore, be understood that I am illustrating conventionally a double ended draft gear which may be employed, but I do not wish to be limited to the details of the gear.

The cushioning mechanism or draft gear 31 is desirably supported between the sills 6 by a carry iron or bottom cover plate 36 connected to the lower flanges of said sills in any desired manner, as by means of bolts 37. An upper cover plate 38 is desirably disposed immediately above the mechanism 31. Connecting the sills at either endof said mechanism is a pair of preferably cast sill connecting or back stop members which adapt said sills to function as a yoke for stressing the gear 31, the distance between the stop faces of said members being such that the cushioning mechanism 31 and followers 40 are snugly received therebetween. For connecting the mechanism with the underframe or fixed sills 1, the housing 32 is desirably slotted, as indicated at 41, and a key 42 passes through said slot, and the ends thereof are desirably snugly received in corresponding slots 43 in the fixed sills 1 or check plates 44 thereon. The size of the slots 41 and 43 is such that they snugly receive the ends of the key 42, so that relative movement of the movable sills in one direction actuates the cushioning mechanism at one end of the housing 32 by pushing the friction wedges 33 into the housing which is held by the key 42 and relative movement in the other direction effects a corresponding movement of the cushioning mechanism at the other end of the housing. In this way, it will be seen that when either draft of buiiing forces are transmitted to the sills 6 from either of the couplers, such forces are cushioned upon relative movement of said sills 6 in either direction.

From the foregoing disclosure, it will be seen that I have devised a railway vehicle underframe and associated cushioning mechanism and draft rigging so arranged that under the action of both draft and hurting forces relative movement of the movable sills is cushioned by the double ended draft gear, the drawbars or couplers being connected for directly transmitting draft forces to the movable sills without any cushioning action, cushioning means being provided, however, for absorbing builing shocks between the drawbars and movable sills, and thereby augmenting the cushioning capacity of the central or intermediate draft gear for the absorption of such buffing forces.

Although the mechanism at one end of the vehicle only is illustrated, it will be understood that each coupler desirably has a corresponding spring or cushioning device associated therewith for absorbing buffing forces. By key connecting the couplers or drawbars to the draft sills without any provision for cushioning relative movement therebetween under the action of draft forces, the train slack is kept at a minimum, while at the same time the vehicle lading is amply protected by having the necessary cushioning effect provided for absorbing both draft and buifing forces upon relative movement of the movable sills, buffing forces, as previously explained, being taken care of by the provision of additional cushioning capacity upon relative movement between the coupler and movable draft sills.

Although a preferred embodiment of my invention is illustrated, it will be understood that modifications may be made within the spirit and scope of the appended claims. It will also be understood that although I have shown the drawbar key connected to the draft sills with provision for cushioning relative buffing movement of said drawbar with respect to said sills, if desired, I may key connect said drawbar to said sills with provision for no relative movement therebetween, or, as a further alternative, the drawbar may be connected to the sills with provision for cushioning relative movement thereof in either direction.

I claim:

1. In railway draft rigging, sills movably mounted between relatively fixed sills forming part of a railway vehicle underframe, cushioning mechanism mounted between said movable sills, means connected to said movable sills and normally engaging the ends of said cushioning mechanism and acting on said mechanism upon movement of said movable sills with respect to said fixed sills, said mechanism comprising a housing open at both ends for receiving friction elements with resilient means disposed therebetween, said housing being formed with a slot therethrough, and a key passing through said slot and elongated slots in said movable sills and with its ends snugly received in slots in said fixed sills whereby movement of the movable sills with respect to the fixed sills in either direction is cushioned.

2. In railway draft rigging, sills movably mounted with respect to the relatively fixed portion of a railway vehicle underframe, cushioning mechanism associated with said sills, means connected to said sills and underlying and supporting said cushioning mechanism, mechanismstressing members connecting said movable sills and lying forwardly and rearwardly of said cushioning mechanism, a key passing through corresponding slots in said mechanism and with its ends received in slotted cheek plates relatively fixed with respect to said vehicle underframe, the slots in said movable sills through which pass said key being elongated in both directions to permit movement of said movable sills with respect to the underframe for actuating said cushioning mechanism.

3. In railway draft rigging, sills movably mounted with respect to a railway vehicle underframe, said underframe comprising a bolster with a center filler casting apertured for receiving and supporting said sills, cushioning mechanism disposed between said movable sills, a plate connecting said sills and underlying said cushioning mechanism, means connected to said sills and lying forwardly and rearwardly of said cushioning mechanism and normally engaging the ends thereof, and a key passing through corresponding slots in said mechanism and with its ends snugly received in slotted portions of said underframe outwardly of said sills whereby upon movement of said movable sills in either direction with respect to said underframe, the mechanism is actuated.

4. In a railway vehicle underframe, fixed longitudinal sills connected at their ends by end sills and intermediate their ends by bolster cover plates and center filler castings, draft sills disposed between said longitudinal sills and slidable between said cover plates and supported on portions of said castings, brackets on the ends of said fixed sills slidably supporting the ends of said movable sills, stop castings connecting intermediate portions of said draft sills, striking castings connecting the ends of said draft sills, cushioning mechanism disposed between said draft sills, a supporting plate for said mechanism connected to the lower portions of said. draft sills, said stop castings connecting said draft sills normally engaging the ends of said cushioning mechanism, and means connecting said cushioning mechanism to said fixed sills whereby said mechanism is stressed upon movement of said draft sills with respect to said fixed sills.

5. In a railway vehicle underframe, relatively fixed longitudinal sills connected by end sills and cover plates, brackets bracing the connection between said sills, draft sills disposed between said longitudinal sills, slidably supported adjacent their ends by said brackets and slidable between said cover plates, castings connecting intermediate portions of said draft sills, a carrier plate connecting the lower portions of said draft sills between said castings, double ended cushioning mechanism mounted between said draft sills and comprising a housing supported on said carrier plate and open at both ends to receive friction elements and associated resilienti means, followers disposed between said friction elements and castings at each end of the mechanism, said followers normally engaging said castings and friction elements, said housing being slotted intermediate the ends thereof, and a horizontal key snugly received in said slot, the ends of said key passing through slots in said draft sills and snugly received in cheek plates connected to said fixed sills, portions of said cheek plates being extended toward the movable sills to increase the bearing area for the ends of said key, the slots in said movable sills being extended forwardiy and rearwardly of the normal position of said key to permit movement of said movable sills with respect to said fixed sills for stressing said cushioning mechanism.

6. In railway draft rigging, relatively fixed laterally spaced sills forming parts of a railway vehicle underframe, center filler castings connecting said sills, laterally spaced draft sills substantially coextensive with and movably mounted with respect to said fixed sills, said center filler castings having laterally spaced apertures receiving said draft sills so that the bodies of said castings lie therebetween, a drawbar connected to said draft sills, cushioning mechanism mounted between said draft sills and comprising a housing enclosing spring actuated friction elements, transversely extending castings connecting said draft sills and normally engaging opposite ends of said mechanism, and a draft key extending through a corresponding slot in said housing and with its ends snugly received in corresponding slots in said fixed sills to provide for cushioning movement of the draft sills with respect to said fixed sills.

DONALD S. BARROWS.

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