US1989639A

US1989639A - Drawbar

Info

Publication number: US1989639A
Application number: US653954A
Authority: US
Inventors: John S Keen; Wallace Allen; Edward O Elliott
Original assignee: Individual
Current assignee: Individual
Priority date: 1933-01-28
Filing date: 1933-01-28
Publication date: 1935-01-29
Anticipated expiration: 1952-01-29

Description

Jan. 29, 1935.

J. S. KEEN El AL DRAWBAR Filed Jan. 28, 1933 3 Sheets-Sheet 2 INVENTORS John S. Keen AHznwallacz Jan. 29, 1935. J. 5. KEEN ET AL DRAWBAR Filed Jan. 28, 1933 S Sheets-Sheet. 3

INVENTORS J chn S. Keen Allen Wallace Patented Jan. 29, 1935 UNITED STATES DRAWBAR t John S. Keen, Philadelphia, Pa., Allen Wallace, 1

Moorestown, N. J enkintown, Pa.

- Application January 28,

J., and Edward 0. 'Elliott, I I

1933, serial Nmasa;

6 Claims. (01; 213-3) This invention relates generally to a locomotive and tender draw bar and an improved combination of elements therewith, and more particularlyto an improved draw bar of the flexible safe: ty type adapted to maintain a fixed relation between the locomotive and tender.

Large present day locomotives areexceedingly hard to counterbalance on account of not'only the revolving parts but also the reciprocating weights, and while the counterbalancingfor such a locomotive forms no part of the present invention yet it is important to understand that one of the characteristics of the revolving and reciprocating weights is that there is often too much longitudinal vibration of the locomotive for the best performance. This vibration is materially lessened if the mass of the locomotive is larger and heavier. In order to increase the mass it is desirable'to attach. the tender more rigidly to the locomotive than is the practice at present, thereby. considerably increasing the total mass and reducing theeifects of longitudinal vibration.

However, in attempting to combine the mass of the tender with that of the locomotive by'means of a rigid connection between the same it becomes apparent that a very strong draw bar construction must be provided. Such a construction and the arrangement of parts associated therewith is usually further complicated due to the desirability or necessity of using a safety draw bar with the service draw bar. The result has been in certain prior constructions that an undue amount of space is required, particularly in modern locomotives where a great many flexible pipe and hose connections must be maintained leading from the locomotive to the tender and cars.

One object of our present draw bar arrangement is to take care of the necessary bufiing and pulling stresses with a very strong draw bar construction and at the same time provide a relative- 1y simple and-compact arrangement for the safety or emergency draw bar.

In addition to the foregoing object and advantages, it is a further object to provide an improved relation between the draw bar and an emergency buffer whereby the draw bar is adapted to take the entire bufling or compression forces between the locomotive and tender and yet in the event of failure of the draw bar there will be no dangerous telescoping of the locomotive, and tender. A further result is that in normaloperation thisim proved arrangement provides a complete cover for the draw bar. I I

Other objects and advantages will be more apparent to those-skilled in the art from the following descriptionof theaccompanying drawings in which:

Fig. 1 is a fragmentary elevational view of adjacent ends of a locomotive and its tender with oneform of our improved draw bar illustrated therewith to show details of construction;

3 is plan View of he ervice,dravs -b r Figgi isa vertical transverse section taken on the line;4- 4; ofFig. 2; 1; I

a Fig. 5 is a ,verticaltransverse section taken on the line 55 of Fig. 2;; 1 7 e I Fig, 6 is a modification shown inelevation similartoFig.2;

Fig.7: is a plan view. of draw bar per se; I r l I Fig. ,8 is a transverse section taken online 8-8 of the service bar; o

Fig. 9 is a section oftheball; I

Fig. is a view showing one-halfof asplit ball socket. I v r 1 In the illustrated embodiment of;theinven: tion, I have diagrammatically shownalocomo tive 1 and its tender 2. The locomotiveis provided with a usual frame terminating in a rear end plate or foot plate Band a draw barpocket 4-while the tender is provided with a front end 5 and draw bar pocket 6. To provide a rigid-connection between the locomotive and tender, a servicedraw bar indicated at 7 is provided at its ends with vertical cylindrical openings 8 and 9 to receive bushings 10 and 11 which as shown in Fig; 10 are diametrically divided to' receivesemi-spherical balls 12 and 13, each of which is providedwith a vertical opening to snugly receivedraw pins 14 and 15. The draw pins also project-through and are journalled in opposed bearings 16, 17 and-16917 car'- ried by the walls forming the draw bar pockets i and6..

Itwill be noted that the rear; end of the locomotive and front end of the tendereachhavea pairof downwardly projecting

sides

13, and 19, Fig. 5, connected by a cross member 19 to provide an emergency draw bar pocket 20 while astill further transverse support 2lforms a keeper pocket 22. Each of .the draw pins projects downwardly through'a suitable bearing 23 and terminates in a reduced end to receive a keeper 24;

A safety or emergency draw bar 25 has enlarged ends provided to receive the drawpins 14 and 15' through holes 26 of only-slightly larger diameter than that of the pins, Due to the rigidconnection afforded by the servicedraw bar there is no necessity 'of having relatively largeopenings 26 in the emergency draw bar as is usual nor-is it necessary to have oblong holes therein to permit usual slack inythe service-draw; bar connection.

the-modified service p'Ioafford the utmost-strength intheyservice draw bar and yetpermit a compact arrangement with the safety draw bar, we have constructed the service draw bar so that the safety bar may pass within the confines thereof. To accomplish this the service bar in cross section is made of substantially U- form as shown in'Fig. 4 having sides 27 and 28connected by atop 29. It is usual to have the service bar of box shape in cross section as this affords the greatest possible strength. Hence in order to retain this strength and atthe same time permit close cooperation between the safety and service bars, the normally lower wall of the box section is transformed into

lateral flanges

30 and 31. with sufficient cross sectional area that the center of gravity about either the horizontal or vertical axes is substantially the same as in a box section. This arrangement thus provides an opening 32 in which the safety bar 25 1s disposed to'thus insure the utmost compactness of the unit. To give full strength to the service'bar and -also-" to limit the maximum vertical-displacement or the safety bar, we have provided a pair of transverse ribs or webs 33 connectlng-the sidesi- As a result of this construction it is seen that the T-bearing's 8 and Q' -lie nearer to a plane containing the top 29 of the service bar and'inadditionthis arrangement" permits the locomotive foot plate 3 to be considerably strengthened underneath as-by-having a-rib 3i extend longitudinally from adjacent the bearings 16' to the head 35 of an emergency buifer} thereby considerably strengthening the buffer in addition to the strengtha'fiorded by an upper rib 36. Similarly a heavier or stronger; construction is afforded for the front end 5 of thet'ender. The ends 5 and 6 Carry independentradial'buffer' teeth or lips 3'7 to form an emergency buffer which will engage only upon fallure of thedraw bars, these buffers extending across-a substantial portion of the front and rear ends of the locomotive and tender thus affording ample cover for the draw bars. The arrangement or the draw bars, however, particularly as shown inFig. Z'permits these buffers to be made of considerable strength and to be brought into: close cooperating relationwith theservice bar. The toothed buii'ers may be detachably connected-to, but preferably are integral with, the oxides and 5 orthe-loeomotive and tender;-

In the-modification shown in Fig. 6 the service draw-ba ge has-the sam'e'end bearing construction as in thepreferred form although in Fig. 6 th'e'bar is of the box type as shown in Fig. 8. The draw bar also tapers down above the top and under surfacesto-the-bearings at each end of the bar. The safety draw bar 41 is connected to the draw pins-42 and'43 in the manner described in the preferred form, although it will be noted that the rear end or foot plate '3' of the locomotive and thefrontend of the tender 5' are supported with under webs or flanges 44 of somewhat less depth and length than in the preferred form. Ineither modification, howevenit will be noted that the rear and front ends of the locomotive and tender extend outwardly'over the draw bars to within sufficient proximity to each other that they may effectively carry independent radial buffers having teeth 45 which extend across a substantial portion ofthe ends'of the locomotive and tender and thus provide not only an adequate cover for the draw bars but also prevent telescoping of the locomotive and tender in case of accident.

From the foregoing description of the two modifications shown herein it is seen that we have provided a relatively simple arrangement whereby a rigid longitudinal connection may be maintained between the locomotive and tender and at the same time the service bar and safety bar are disposed immediately beneath the rear and front end plates of the locomotive and tender, these plates being so extended or otherwise constructed that they may be brought into close cooperating the spirit of the invention'as set forth in the ap-' pended claims. We claim:

1. The combination comprising a service draw barvhaving a hollow portion, means for pivotally connecting the respective ends thereof to a locomotive and its tender so as to maintain the same in longitudinal relation at-all times, and asafety draw bar operatively connected with said 1000- motive and tender and extending within the hollow portion of said service draw bar. c,

. 2. The combination comprising a service draw bar having a hollow portion, means for pivotally connecting the respective ends thereof to a locomotive and its tender. to hold the same in fixed longitudinal relation, and a safety draw bar operatively connected. to the locomotive and its tender by a pivotal connection coaxial to the pivots of said service bar, said service bar being adapted to receive within its hollow portion'at least a portion of said safety bar. a

3. The combinationcomprising azservice draw bar, means for pivotally connecting the respective ends thereof to a; locomotive and its tender to'hold the same in fixed longitudinal relation, and a safety draw bar operatively connected to the locomotive and its tender by a pivotal connection coaxial to the pivots of said service bar, said service and safety draw bars being disposed in superimposed relation and said service, bar having a hollow portion to receive said safety bar.

4. The combination comprising a service draw bar having a longitudinal recess in one side thereof, connecting means at the ends of said bar, and a safety draw bar disposed in'said longitudinal recess.

5. The combination comprising a service draw bar having a substantially U-shape cross section, and a safety draw bar disposed substantially parallel to said service bar and disposed in the open side of the U-shape service bar.

6. The combination comprising a service draw bar having pivotal "supportsat its ends and a rela tively straight longitudinally extending top sur face, said bar having a vertical dimension intermediate its length that is materially greater than at its ends and a hollow portion in said bar at said intermediate point, and a safety draw bar disposable in said hollow portion of said service bar at the point of its greatest vertical dimension.

JOHN s. KEEN. v ALLEN WALLACE I EDWARD o. ELLIOTT,