US1988426A - Draft rigging - Google Patents

Description

Jan. 15 1935. D. s. BARROWS DRAFT RIGGING File-:1 Feb. 5, 1951" 2 Sheets-Sheet l gwumto o Jan. 15, 1935.

D. s. BA R ws DRAFT RIGGING Filed Feb. 5, 1951 2 Sheets-Sheet 2 Jmeml oz Patented Jan. 15, 1935 Donald B WS, fiflfihester; N. "Y., as signor to" Y i The Symington Company; New York; N. a,

I corporation of Maryland Application. February. 5,

' 10 Claims.

This invention relates to railway draft rigging and, more particularly, to such associated with draft gears of the friction type, and so arranged that a. greater amount of travel and" cushioning chest is. provided for the. absorptionof buffing forces than for the absorption of draft forces.

The principal object of my invention, generally. considered, is to. provide 2, preferably double-end'ed" friction draft gear or cushioning device so: associated with a vertical yoke and held in position by a horizontal supporting key which also. functions as front stop means that the mechanism will function to provide a greater energy absorbing capacity for buffing forces thanfor.

draft forcesi Another object of my invention is to provide draft rigging involving a drawbar suitably connected to a vertical yoke which, in turn, embraces friction shock-absorbing mechanism adapted to resist movement of the drawbar under both buffing. and draft, said mechanism being disposed between draft sills andheld in position by a centrally disposed horizontal key passing through a slot in the mechanism housing and through corre. sponding slots in the draft sills, which sills are preferably reinforced by slotted cheek plates so that only part of the capacity of the, mechanism is utilized for absorbing draft forces, while all acts to absorb boning forces.

A further object, of my invention is the provision of railwaydraft riggingcomprising an operatively connected drawbar and vertical yoke, with 2. preferably double-ended friction draft gear disposed between the arms of the yoke and rearwardly of the drawbar, said mechanism being supported by transverse means, the ends of which are, in turn, supported by the draft sills of the associated, railway Vehicle, and the supported gear serving, in turn, for the support of the yoke, said gear preferably having spring and friction elements at each end, said friction elements being so interlocked with the gear housing that no means need be provided to hold them assembled with said housing when the coupler and yoke move. forwardly under the action-of draft forces.

A still further object of my invention is the provision of railway draft rigging involving a vertical yoke embracing a double-ended friction draft gear supported between the sills of the associated railway vehicle by means of a horizontal key, the ends of which are received in .the slots in said sills, said key functioning as a front stop means for the cushioning mechanism in the rear end of the gear, so that said mechanism only is iesnsefiar No. 513,683:

actuatediuponthe application of draft-forces, said gear comprising spring and friction elements at; eachend and associated followers, the front; follower being prevented from floating. forwardly out of position with respect tosthegear when the associated coupler-andiyoke. move away. under the action of draft forces by diminutive lugs. or front stop means. preferably formingapart of the striking casting of the vehicle, and/or thecheek plates which receive the coupler and yoke connecting draft key, said lugs being preferably nor mally spaced from .the front of said follower to facilitate assembly. r a Y Other objects'and advantages of the invention relating to the particular arrangement: and construction of the various. parts. willibecome ap parent'as the description proceeds. I Referring to the drawings illustrating my invention, the scope whereof is defined by the ap-- pended claimsz- Figure 1 is a partial, horizontal sectional View through the draft sills of a railway vehicle, illus trating one embodiment of my double-ended series draft gearor cushioning mechanism, with associated draft rigging and supporting'key", the draft gear and associated vertical yoke being shown partly in plan and partly in horizontal section to more-clearly illustrate the construction.

Figure 2 is avertical, sectional view-illustrating the embodimentof my gear and associated rigging shown in Figure '1, the associated yoke and. said gear being shown partly in side elevation and partly in vertical section to more clearly show the constructions L Figures 3 and 4 are views corresponding, respectively, to Figures 1 and 2, but showing a modification. 1 r u Referring to' the drawings in' detail, like parts being designated by like reference characters, and first considering the embodiment of my invention illustrated 'in Figuresland 2, there are shown portionsof a railway vehicle underframe comprising center or draft sills 1 connected by a rear draftlug casting or combined backstop and center filler casting 2 and a striking casting and sill tie member 3 at the ends thereof. v

The sills 1' are slotted, as usual, for connection with associated draft rigging, and preferably have connected thereto cheek plates 4 which, in the. present. embodiment, are formed as rearward continuationsof the combined striking casting and sill tie member. 3. Said cheek plates are slotted at 5 with the slotted portions preferably rigidified by flanges 6 defining the edges of said slots to adapt said cheek plates for the transmission of large forces. Disposed between the sills 1 and received in the opening 7 provided through the combined casting 3, is a drawbar or coupler stem 8 connected to a vertical yoke 9 by means of a horizontal key 10, the ends of which are received in the slots 5 in the cheek plates 4 for the support of said key and associated parts.

Disposed rearwardly of the drawbar 8 and embraced between the arms of the yoke 9 is a draft gear 11 of the double-ended type or involving a plurality of cushioning devices 12, one at each end thereof. The draft gear 11 comprises a housing or casing 13 formed with partitions 14 anda web 15 slotted, as indicated at 16, to receive connecting and supporting means 17, which, in'the present embodiment, takes the form of a horizontal draft key, the ends of which are received in slots 18 in cheek plates 19 and/or the sills l'of the vehicle. The partitions 14 provide compartments 20, one at each end of the housing, for receiving the cushioning mechanism 12, the outer ends of said compartments 20 being partially closed by flanges or webs 21, leaving, however, an opening 22 for receiving the mechanism 12 which, in the present embodiment, comprises resilient means or curved plate springs 23, friction shoes 24, only one of which is illustrated in Figure l, and the double wedge member 25. The wedge member and shoes are shown formed with double cooperating friction surfaces and shoulders causing interlocking between the parts when in normal position, the outer or large end of the double wedge member 25 being preferably formed with an integral follower portion 26. Movement of the wedge member 25 is limited by forming a slot 27 in the double wedge portions thereof and-slots 28 in the upper and lower walls of the housing 13, and inserting a key 29 through said slots 27 and 28, said key being desirably r'etainedin position or interlocked by engagement between a lug 30 on the wedge 25 and a notch 31 in said key. The necessary inward movement of the wedge 25 at each end of the housing is permitted by the outward elongation of the, slot" 27. It will be understood that although the mechanism at only one end of the housingis illustrated, corresponding mechanism is preferably used at the other end. Because of this keyed connection, the cushioning mechanism is self-contained with respect to the housing and will stay in .place, as shown in Figure 1, even when the coupler and yoke move forwardly away from the front wedge member'25 upon the application of draft forces.

From the foregoing description, it will be seen that underthe action of draft forces the housing 13 is held'stationary'by the key 17, the ends of which are received in the slots 18 in cheek plates 19, so that said key functions as front stop means for the rearwardly disposed mechanism 12, and the coupler pulls the yoke 9 forwardly through the connecting draft key 10, moving the rear follower portion 26 and associated central wedge portion 25 between the wedge blocks 24, compressing the springs 23, thereby actuating only the rear mechanism as the coupler and yoke move away from the forward mechanism which thereby is idle under the action of draft forces, so that only onehalf, or a portion, of the total capacity of the double-ended gear is utilized, and the coupler moves only one-half or a portion of the total permissible or normal compression of the gear.

Under the action of bufling forces, however, the drawbar or coupler stem 8 engages the front follower 26, pushing the wedge portion 25 into the front opening of the housing 13, and simultaneously moving said housing rearwardly over the rear'wedge 25, because of the rearward elongation of the slots 18 in the cheek plates 19 permitting the key 17 to travel rearwardly, so that a full compression of said gear on buff is permitted, thereby providing for not only an increased bufiing capacity, but for a drawbar travel equal to the sum of the travel permitted by the friction elements at each end of the gear. Although, for convenience and economy in manufacture, the gear is preferably made so that the travel and capacity provided by each cushioning device 12 is identical, yet this is not essential in accordance with the broadv aspects of the invention, so that the capacities and travels of the two ends of the gear may be either equal or different, as desired.

Referring now to the embodiment of my invention illustrated in Figures 3 and 4, a construction is there disclosed which is quite similar to that of the preceding embodiment and involves the sills 1 connected by a combined rear lug or backstop and center filler casting 2 and a combined striking casting and sill tie member 3, said latter casting being formed with integral cheek plates 4 slotted at 5 for receiving the draft key 10 which connects the drawbar or coupler stem 8 to the vertical yoke 9 As in the previous embodiment, a double-ended draft gear 11 is employed comprising a housing 13 receiving in each end a cushioning device 12 and slotted, as indicated at 16, to receive a supporting and connecting draft key 17 the ends of which are received in slots 18 in cheek plates 19 and/or the sills 1 of the vehicle.

The cushioning mechanism at each end of the housing 13 in the present embodiment preferably involves the formation of the housing double bellmouthed, that is, with inwardly converging friction surfaces 24 and inwardly disposed but preferably correspondingly inclined friction surfaces 24 with a shouldered portion therebetween. Cooperating with the friction surfaces and shouldered portions on the shell or housing 13 are friction shoes or wedges 25 provided with correspondingly inclined friction surfaces engaging the friction surfaces 24: and 24* on the shell and provided with shouldered portions therebetween for cooperating with the correspondingly shouldered portions on the housing and limiting outward movement of said friction elements with respect to the housing, when assembled therewith.

In order to urge the friction elements 25 into engagement with the friction surfaces on the housing 13 resilient means 23, preferably in the form of curved leaf springs, are provided between the friction elements 25 at each end of the housing. Said leaf springs preferably involve two sets at eachend bowed or curved concavely toward the adjacent friction elements 25 The outer or large end of the wedges 25 are engaged by a front follower 26 at the front or outer end of the housing and a rear follower 26 at the rear or inner end of the housing.

From the foregoing description, it will be apparent that the follower 26 will not stay in place because of its relation with the wedge blocks 25 when the drawbar 8 and housing S) move forwardly under the action of draft forces. Because of this, the cheek plates 4 are desirably provided with lugs or diminutive front stop means 32 preferably normally spaced slightly from the front surface of said follower 26 to facilitate assembly, but normally disposed adjacent thereto so that said follower is maintained in approximately the proper relation with respect to the housing 13 and associated 'mechanism when' the coupler and yoke move forwardly underthe'acti'on-of draft forces-.7 In the presentembodiment; the lug portions 32 are shown separated-by" abifurcatiorr of the cheek plates f to permit the necessar-y rearward-movementof the key 'forafull compression' of the gear I l but itwill be" understood that; if desired, suchmovement maybe provided for'by extending the key slotinthe drawbar 'forwardly to provide for such movement so that the-slot? may terminate forwardlyof the lugs-"32; 1mm: theforegoing disclosureyitwill be seen that the operation of the embodiment shown Figures 3 and 4 is substantially the" same as that shown in Figures-'1 andZ the rearward'mecha nism'1'2' only being actuated upomfo'rward movementof-the yoke 9 when theassociated coupler is subjected to draft forces because of the key ll? which acts as front stop means. Underthe action of bufiing forces, however, the friction wedges are pushed into the front of thehousihgld, while the housing" moves rearwardly due to the elongation' of the'slots'm in the cheek plates 19 and closes over the rear frictionwedges 25 resulting in a complete closure of theQgear and development of the full cushioning capacity upon a completebuffing'moveinent ofthe drawbar, In this way'y'as in the previous embodiment, more or double the'cushioning capacity and drawbar'move ment is provided forthe absorption of buffing forces than for the absorption of draft forces' a From the foregoingdisclosuref-itwill be seen that I have provided" railway draftriggifig shown in one form associated with a double" end orselective travelgear of the self-contained -type-,"or in which theend followers cannotseparate from the gear itself, and inthe other, one in which there are separate or loose followers in combination with a vertical yoke key-connected toa drawbar or coupler stem, the gears of both forms being supported and connected to the'sills' by horizon: tal means extending through the housings there of and functioning as front stop means for the rear cushioningmechanism, whereby a greater cushioning capacity and movement is provided for under the action of bufiing than-under the action of draft forces." In the formin which separate loose followers are used; diminutive lugs or front stop means are provided, normally spaced from the front face of the front follower, to keep said follower from floating away from the draft gear when the coupler shank is drawn out under pull. secondarily, of course, such lugs serve as an emergency front stop should the transverse housing key or any cooperating parts fail. In the first form of the invention, it will also be apparent that the key which connects the drawbar and yoke, although primarily a tension connection between said members, is secondarily a support for both and an emergency means should the yoke or anything else in the tension series break.

Although preferred embodiments of my invention have been illustrated, it will be understood that modifications may be made within the spirit and scope of the appended claims.

I vclaim:

1. In railway draft rigging, in combination with draft sills, a drawbar, a vertical yoke, means for operatively connecting the drawbar and yoke for the transmission of draft forces, cushioning means embraced by said yoke and comprising a housing open, and receiving friction elements urged thereagainst by resilient means disposed therebetweemat each end, followers engaging the outer ends of said friction elements at each end of the cushioning means; front stop means for limiting forward 'movement of the housing to effect compression-of: the-cushioning mechan'mm in the' rear end of'ithe housing ondraft; backstop 'means engaging-whereas follower, and di minutive front stop means normally spaced forwardlw of the front-follower a slight amount to merely serveto keep thefront-follower from floating away frmn the cu'shioning means when the iii-enforces. y

2.- Ini aiIway dr-aft riggingfin combination with draft sills, "a drawbar and vertical, yoke-acting means, a'u'fricti'on draft geari'comprising a column member provided with a-hOri'ZOntallongitudinally extending slot disposed adjacent the central portion thereof, a setof friction elements cooperating with column'memberat each end, a follower engaging said elements at each end of the drawbar moves forwardly' und'er' the action of v gear, 5 stop means 'norm'ally spaced; forwardly of thefront'follower forpreventmg undesired dis placement thereof and-stop means for preventing rearward movement of the rear follower from normal position, said-yoke-acting means embracing the gearand'followersa key passingthrough the slot -in the column: member and corresponding slots in the sills'to a'ct'as front stop means for said column: member, said sill slot's terminating at the normal position of the-front edge of the keys, so that the yoke-acting means actuates only the rear friction elements-'on-"draft, and rearwardly elongated to permit rearward movement of the key so that the friction elements at both ends of the gear are actuated when the-drawbar is subjected to buffing forces.

3. C-ushioning'mechanism -comprising housing means involving a pair" of walls spaced to snugly fit between the arms of a' vertical yoke and another pairof walls spaced 'tosnugly fitbetween associated draft sills; "said'housing means being open, and said last-mentioned pair of walls provided' with outwardly diverging friction surfaces,

atfront and backendsa set of 'friction elements f with cooperating corresponding friction surfaces disposed; in: said housing means at each end, resilient means at each end disposed between said friction elements for 'furging' =them into engagement-with said* housing means, and followers engaging the outer ends of said friction elements,

the walls of said housing means provided with said friction surfaces being-'slottewto' receive a key adapted to connect-said housing means with said sills.

4. In a railway draft rigging, in combination with draft sills, a drawbar, a vertical yoke, means for operatively connecting the drawbar and yoke for the transmission of draft forces, cushioning mechanism embraced by said yoke and comprisinga housing open, and receiving friction elements and resilient actuating means, at each end, front and rear followers associated with said friction elements, stop means disposed between the friction elements at the ends of the mechanism for limiting forward movement of the housing to effect compression of the cushioning means at the rear end of the housing on draft, backstop means for said cushioning mechanism, and means serving to keep the front follower from floating away from the draft gear when the drawbar moves forwardly under the action of draft forces.

5. In railway draft rigging, in combination with draft sills, a drawbar, a vertical yoke, means for operatively connecting the drawbar and yoke for the transmission of draft forces, cushioning mechanism embraced by said yoke and comprising a housing open, and receivingfriction'e'lementsand actuating resilient means, at each end, front and rear followers associated with said friction elements, a keyextending throughsaid 'housing between the friction elements and resilient means at the endsv thereof, the ends of said keyxbeing received inislots in said sills .to function as stop meansfor.said1housing,-to effect actuation ofthe frictionelements and resilient means at the rear end thereof when the drawbar is subjected to draft forces, said sillslotsbeing extended rearwardly, of the normal position of the rear edge ,of said key. to permit actuation of theentire mechanism on buff, backstop, means for said cushioningmechanism, and meansservingto keep thejfront follower from floating away from, the cushioning meohanismwhen the draw: bar moves forwardly under;the action of draft forces.

6., In railway draft sills, a drawbar,;a. yoke, means for opera tively connecting the, drawbar and yoke for. the transmission of draft forces, cushioning mechanism embraced by saidyoke' and comprisinga housing open, and receiving friction elements and resilient actuating means, at each end, front and rear followers associated with saidfriction elements, stop means disposed between the friction elements at the ends ofthe mechanism for limiting forward movement of the housing to effect compression of the cushioning means at the rear end of the housing on draft, backstop means for said cushioning mechanism, and means serving to keep thefront follower'from floating away from the draft gear when the drawbar moves forwardlyunder the action of draft forces.

i "I. Cushioning mechanism comprising. housing means involving a pair of walls spaced tosnugly fit between the arms of vertical yoke-acting means and another pair of walls provided with outwardly diverging friction surfaces at their ends, spaced, to snugly fit between. associatedsills, and slotted to receive a key adapted to connect said housing means to said sills, friction elements with corresponding friction surfaces engaging said diverging friction surfaces on the-housing means, resilient means acting on said friction elements to maintain said frictional engagement, and follower means engaging the outer endsof said friction elements. 8. Cushioning mechanism comprising housing means involving ,apair of :walls spaced to snugly draft rigging, in combination with 'inga housing adapted to receive friction elemamas.

' tion elements;resilient means, and follower members having portions; adapted to extend in the adjacent ends of said "housing meansfor actuating said mechanism, thewalls of said housing means adapted tocooperate with said friction mechanism being slotted to receive a key adapted toconnect said, housing means with said sills.

9. In railway draft rigging, in combination with draft sills, a coupler, a vertical yoke, means for operatively connecting the coupler and yoke forthe transmission of draft forces, cushioning mechanism embraced by said yoke and comprismer ts; and resilient actuating means at each end, front and rear follower members, associated with said frictionelements, stop means disposed intermediatetheends of the cushioning mechanism for limiting forward movement of the housing to effect compression of the cushioning means at the rear endof the housing on draft, backstop means forsaid cushioning mechanism, and means for maintaining the forward friction elements and associated followermember in position relative to the housingwhen the coupler moves forwardly under the action of draft forces.

, 10. In railway draft rigging, in combination with draft sills, a coupler, a yoke, means for operatively connecting the coupler and yoke for the transmission of draftforces, cushioning mechanism embraced by said yoke and comprising a housing open and receiving friction elements and resilient actuating means at each end, front and rear follower-acting means associated with said friction elements, stop means disposed rearwardly ofthe forward end of said cushioning mechanism'forlimiting forward movement of the housing to'effect compression'of the cushioning means at the rear end of the housing on draft, backstop means for saidcushioning mechanism, and means for preventing forward movement of said front follower-acting means upon draft movement of the coupler.

DONALD s. BARROWS.

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