US2129551A - Car construction - Google Patents

Description

Sept. 6; 1938. o. c. DURYEA CAR CONSTRUCTION Filed March 50, 1937 3 Sheets-$heet 1 Sept. 6, 1938., o. c. DURYEA CAR CONSTRUCTION 5 Sheets-Sheet 2 Filed March 30, 1957 Sept. 6, 1938. I o. c. DURYEA 2,129,551

GAR CONSTRUCTION Filed March 50, 1937 3 Sheets-Sheet 3 Patented Sept. 6, 1 938 UNlTED STA'iEd PATENT OFFICE CAR CONSTRUCTION Application March 30, 1937, Serial No. 133,895

13 Claims.

This invention relates to railway car underframes of the Duryea type that provide long travel for resisting draft and buffing shocks with low forces, together with train slack that is pre- 5 determined independently of and is preferably shorter than said long travel. In a well known form, said Duryea underframe embodies adraft and buifing columnthat is mounted for movement relative to the car body and bolsters of 10.. relatively large extent, said movement being cushioned by suitable long travel cushion gears. Couplers are mounted for movement of limited extent relative to said draft and buffing column to provide train slack that is predetermined in- 15. dependently of the travel of said column relative to the car bolsters, the coupled travel also being suitably cushioned. The present invention relates more particularly to novel long travel cushioning means.

One of the objects of the invention is to provide novel long travel resilient means for cushioning relative movement between the car body and the draft and bufiing column which means is strong and rugged in construction and effec- 25-. tive in action, consists of relatively few parts, and

is simple and inexpensive to manufacture.

Another object is to provide novel long travel cushioning means of the type characterized above embodying a friction element longitudinally slid- 30 able with the draft and bufiing column and extending through a central opening in the bolster together with wedge means between the bolster and said element arranged to urge the latter into frictional engagement with the side of said open- 35: ing.

A further object is to provide novel long travel cushioning means of the type characterized above embodying friction wedge means disposed. Within an opening in the bolster, preferably centrally 40. thereof, and arranged so that the pressure between relatively movable friction surfaces caused by the wedging action is exerted vertically against the upper and. lower sides of said opening.

Another object is to provide novel long travel resilient and friction means so arranged that lateral stresses on the draft and buifing column or on the bolster are substantially avoided.

Other objects will appear more fully hereinafter as the description of the invention proceeds. One embodiment of the invention has been illustrated in the accompanying drawings but it is to be expressly understood that said drawings are for purposes of illustration only and are not to be construed as. a definition of the limits of.

the invention, reference being had to theappended claims for this purpose.

In the drawings:

Figs. 1 and 10. together constitute ahorizontal section through one end of a car underframe embodying the invention;

Figs. 2 and 20L together comprise a vertical section taken on the center line of the construction shown in Fig. 1;

Fig. 3 is a section on the line 3-3 of Fig. 2;

Fig. 4 is a section taken on the line i-4 of Fig. 2;

Fig. 5 is a side elevation of a friction wedge member shown in cross section in Figs. 1 and 2';

and

Fig. 6 is a plan view of Fig. 5.

The car body (not shown) may have any suitable bolster construction which as shown in Figs. 1, 2 and 3 preferably comprises a center brace l and laterally extending bolster construction 2 (Fig. 3). As shown herein, the center brace I and the laterally extending structure 2 are cast integrally, but it will be understood that the manner of constructing the bolster constitutes no part of the present invention and that any suitable construction may be employed. As shown in Fig. 3, spaced openings 1 are provided in the bolster construction for the passage of a draft and buffing column which may suitably comprise two spaced parallel channels 5 extending slidably through the bolster openings 4 and embracing the center casting t. On either side of the bolster, the channels are connected togetherin any suitable manner as by means of upper and lower cover plates 6 which terminate at points spaced from the bolster in order to permit the desired longitudinal movement of the draft and buffing column. Adjacent the bolster where the cover plates are omitted, it may be desirable to provide strengthening plates 1 extending between the flanges of the channels 5, 5. Plates 6 and i may be secured to said channels in any suitable manner as by riveting or welding.

Draft and bufling forces are transmitted to the draft and buffing column by couplers mounted at the ends thereof, said couplers preferably being capable of movement of limited extent relative to the column to provide predetermined and limited train slack. One suitable method of connecting said couplers to the draft and buffing column is illustrated by Figs. 1a and 2d, showing one end of the car underframe. Cheek plates 8 are suitably secured to the inner faces of the webs of the channels 5, 5 and as shown herein said check plates are provided with ribs which extend through corresponding slots in the webs of the channels and are secured therein by welding. Certain of these ribs, as shown at 9 in Figs. 1a and 2a define the edges of slots it through which extends a suitable coupler key M having a flanged head l2 at one end and a slot l3 and pin i l at the other end. The coupler shank i5, which extends between the cheek plates 8, is slotted at E6 to receive the key l i. As shown herein, said coupler is mounted so as to be capable of limited inward movement relative to the draft and buffing column to provide train slack on buff and to this end slots l0 and iii are longer than the key ll. Draft forces, however, are transmitted from the coupler to the key M and thence directly to the draft and buffing column without train slack. It Will be understood that this arrangement can be varied as desired.

As indicated above, suitable means are provided for cushioning the travel of the draft and buffing column relative to the car body and bolsters and also for cushioning the limited movement of the coupler l5 relative to the draft and bufiing column. While in some cases it may be desired to provide separate cushioning means for these purposes, the construction shown herein provides for cushioning the coupler travel by the same means which cushions the long travel of the draft and buffing column. In the case of draft forces, there is no relative movement of the coupler and column and hence no provision need be made for cushioning the coupler travel. In the case of buffing forces, the limited inward movement of the coupler relative to the draft and buffing column is cushioned by the initial compression of resilient means forming part of the long travel cushion gear described hereinafter, and thereafter the coupler and column move inwardly together resulting in further compression of said resilient means and actuation of said gear. To this end the spring ll and its supporting link or stem [8 and head l9 are disposed so that the head I9 is engaged by the butt of the coupler l5, a follower plate Zil being preferably interposed between them. The outer ends of the spring and stem are suitably supported and guided in a casting 29 secured to the column in any suitable manner, as by laterally projecting portions 22 which extend through openings in the webs of the channels 5, 5 and are welded therein. The outer end 23 of this casting may and preferably does serve as means for limiting the relative inward movement of the coupler 15 by engagement of the follower plate 2! therewith, the space 24 between the follower and casting thus determining the train slack. Upon such engagement buffing forces are transmitted through said casting to the draft and buffing column and thereafter the coupler and column move inward ly together.

Suitable means are provided whereby the compression of the spring ll directly resists longitudinal movement of the draft and buffing column, and this movement is also resisted by the frictional engagement between suitable relatively movable friction elements one of which is moved longitudinally together with the draft and buffing column. Preferably and in the form shown herein said friction means comprises a longitudinally movable friction member or column which extends slidably through an opening in the center brace casting l, one side of said friction member having frictional engagement with one side of said opening. This frictional engagement is maintained by suitable friction wedge means interposed between the bolster and the friction member and preferably said friction wedge means also comprise friction surfaces engaging said longitudinally movable friction element whereby the friction member is held under pressure between two friction surfaces. While separate resilient means may be employed in conjunction with said wedge means, the construction shown herein is arranged so that the compression of the spring I? as the column moves in either direction relative to the bolsters is utilized for this purpose.

One suitable construction for accomplishing these ends is illustrated in the drawings. The center brace casting intermediate the channels 5, 5 is provided with a central opening 25. As shown in Figs. 2 and 3, the upper side 26 of the opening preferably is flat and extends the full Width of the opening to provide a substantial friction surface. The opposite side of the opening, as shown in Fig, 2, comprises oppositely inclined wedge surfaces 2'! and 28 which meet adjacent the central portion of the opening and are inclined downwardly toward either end of the opening. Extending slidably through said opening 25 is a friction member or column 29 Figs. 2 and 3), the upper surface of which is of substantially the full width of the opening and is in engagement with the upper friction surface 2: of said opening. Said friction member 29 may, if desired, be suitably tapered and as shown in Fig. 2 is thicker at its ends than at its central portion. Said friction member may also have any suitable cross section to provide greater stiffness, and as shown in Fig. 3, it is thicker at its edges than at its central portion, the lower surface thereof being V-shaped in transverse cross section.

The frictional engagement of the friction member 29 with the upper friction surface 26 is maintained by suitable outer and inner friction wedges or shoes 36 and 3|, respectively, each of which is substantially triangular in longitudinal cross section (Fig. 2). The upper surfaces of said friction wedges are shaped to conform with the lower surface of the friction member 29 as shown in Figs. 2 and 3 and provide additional friction area to resist the longitudinal movement of said friction member. The adjacent downwardly inclined walls of said friction wedges 30 and 3| are adapted to engage the inclined lower walls Z'l' and 28 of the opening 25 so that when pressed against said inclined walls by the spring ll as hereinafter described, the friction member 29 is held under pressure between the upper friction surface 26 and either the shoe 30 or the shoe 3!.

Any suitable means may be provided for causing the longitudinal movement of the friction member 29 with the draft and buffing column 5, 5. In the form shown, said draft and bufing column is provided with outer and inner stops 32 and 33, respectively, that are adapted to engage the center brace casting I to limit the movement of the draft and buffing column relative to the bolster. Said stop members 32 and 33 preferably extend between and connect the channels 5, 5 and as shown in Figs. 1, 2 and 4 may suitably be provided with downwardly extending legs fitting between and against the opposed webs of the channels 5, 5, said stop members being secured to the channels in any suitable manner as by welding. Preferably said stop members also constitute means for moving the friction member or column 29 longitudinally through the opening 25 and to this end said friction member 29 extends between said stop members and engages the same at either end so that in effect the friction member 29 and the draft and buffing column 5, 5 are a unit as respects longitudinal movement.

As described above, the outer end of the spring ll is adapted to be engaged by the coupler on inward movement thereof. The inner end of said spring, as shown in Figs. 1 and 2, rests against the outer friction wedge 30 and normally maintains the same wedged between the inclined wall 21 of the bolster opening and the friction member 29, this wedging action being increased correspondingly as the spring is compressed on inward movement of the coupler and draft and buffing column. Any suitable means is provided whereby outward movement of the draft and buffing column in the case of draft forces causes compression of the spring I! against the head 19 of the stem [8 and whereby this compression is operatively applied to the inner friction wedge 35. As shown herein, the stem or link It is crossshaped substantially throughout the length of the spring (Fig. l) to serve as a spring guide and is then flattened and extends freely through aligned openings in the walls of the outer friction wedge 30, in the walls 21 and 28 of the bolster, and in the walls of the inner friction wedge 3i. At is inner end said link is provided with a key 34 which engages the inner friction wedge 35, said key preferably extending through an opening or slot in the enlarged inner end of the link 88 and being held in place by a suitable pin 35.

For compressing the spring I! in case of draft forces, the outer friction wedge 30 may also serve as a follower for the inner end of the spring. To this end said friction wedge 30, as shown in detail in Figs. 5 and 6, is provided with outwardly extending arms 36 which terminate in a head 3i surrounding and supporting the spring ll. As shown in Fig. 1, said head 3i is provided with laterally extending lugs 38 disposed on the outer side of the stop member 32, whereby outward movement of the draft and buffing column causes outward movement of the wedge 30 and compresses the spring against the head l9 and operahandled and assembled with the other parts of the underframe as a unit, the gags being removed after the assembly is completed to permit the spring to assume its normal condition as shown in the drawings and described above.

The operation of the device is as follows: In the case of a draft force, the draft and buffing column 5, 5 is moved outwardly without train slack as above described.- The stop member 32 being in engagement with the lugs 38, the combined friction wedge and spring follower'moves outwardly with the column compressing the spring i1 against the head 19 of the link it which in turn wedges the inner friction wedge 35 against the inclined surface 28 whereby the friction mem- 7 ,.ber 28 is engaged under pressure between said 75. with the draft and buffing column 5, 5, is resisted also by the friction between member 29 and upper friction surface 26 and between member 29 and the friction wedge 3 i, the frictional effect increasing as the spring is further compressed. The

extent of movement of the column depends on the magnitude of the draft force, and if the latter is large enough, will be limited positively by engagement of the stop 33 with the bolster. Thereafter the spring l l expands and restores the friction wedge 30, draft and buffing column 5, 5, and friction member 29 to the normal position shown in the drawings.

In the case of a buffing force, the coupler-I5 first moves inwardly relatively to the draft and builing column 5, 5 through the distance 25, this coupler travel being yieldingly resisted by com pression of the spring ll against the outer friction shoe 38. However, no frictional resistance is offered to the coupler travel by the friction elements described, as there is no movement of the friction member 29. As soon as the coupler has traveled through the distance 24, the follower 29 engages the end 23 of the casting 2| whereby thebuffing force is transmitted to the draft and buffing column and said column and coupler move inwardly as a unit. Such further inward movement results in continued compression of the spring ll against the outer friction shoe 3!] and also in movement of the friction member 29 which is engaged under pressurebetween the ups per friction surface 26 and the upper friction sur-' the car has been shown in the drawings, the same or a similar cushion gear will be interposed between the bolster and column at the other end of the car. Hence a draft force at the end of the car shown in the drawings will be resisted by the action of the gear described above and also by the gear at the other end of the car which in effect is subjected to a buffing force. In case of a buffing force at the end of the car shown in the drawings,

inward movement of the column is resisted by the action of the gear described above and also by dc gear at the other end of the car which in effect is subjected to a draft force.

It will be observed that the construction is strong and rugged and that it is effective in action while comp-rising few parts and being relatively simple and inexpensive to manufacture. Due to the fact that the stresses set up by the wedging action are not lateral, there is no lateral strain on the bolster and no tendency to spread or separate the channels 5, 5 which constitute the draft and buffing column. Substantial friction area is afforded since both sides of the friction member are utilized as friction surfaces, while at the same time only one pair of friction wedges is employed. By operating the friction gear within an opening in the bolster, one side of the opening may constitute a friction surface and the other side of the opening may be formed to provide inclined wedge surfaces. Since all of these surfaces are cast integrally with the bolster center brace the number of parts is reduced and the cost of manufacture is reduced correspondingly.

While only one embodiment of the invention has been described and illustrated in the drawings, it is to be expressly understood that the invention is not limited thereto and that changes may be made in the form. details of construction and arrangement of the parts without departing from the spirit of the invention. Reference is therefore to be had to the appended claims for a definition of the limits of the invention.

What is claimed is:

1. In a railway car, the combination of a car body and bolster, a draft and buffing column movable longitudinally relative to said bolster, a friction member movable longitudinally with said column and extending through a central opening in said bolster, said opening being spaced from said column, friction wedge means having an inclined wedge surface engaging said bolster and a friction surface engaging said member, and resilient means compressed against said wedge means on movement of said column, said inclined surface being disposed so as to maintain said member in frictional engagement between said wedge means and one side of said opening.

2. In a railway car, the combination of a car body and bolster, a draft and buffing column movable longitudinally relative to said bolster, a coupler mounted for movement of limited extent relative to said column, a friction member movable longitudinally with said column and extending through a central opening in said bolster, said opening being spaced from said column, friction wedge means having an inclined wedge surface engaging said bolster and a friction surface engaging said member, and resilient means tending to wedge said means between the bolster and member whereby the member is maintained in frictional engagement with one side of said opening, said resilient means being compressed on movement of said coupler throughout said limited extent and on further movement of said coupler and column together,

3. In a railway car, the combination of a car body and bolster, a draft and bufiing column movable longitudinally relative to said bolster, said bolster having an opening centrally thereof and spaced from said column, one side of which comprises a friction surface and another side comprises an inclined wedge surface, a friction member movable longitudinally with said column and extending through said opening, the opposite sides of said member comprising friction surfaces one of which engages said bolster friction surface, a friction wedge between. the other surface of said member and the other side of said opening, and resilient means engaging said wedge and compressed on movement of said column.

4. In a railway car, the combination of a car body and bolster, a draft and buffing column movable longitudinally relative to said bolster, said bolster having an opening centrally thereof and spaced from said column, the upper side of which comprises a substantially horizontal friction surface and the lower side comprises an inclined wedge surface, a friction member movable 1ongitudinally with said column and extending through said opening, the opposite sides of said member comprising friction surfaces bne of which engages said bolster friction surface, a friction wedge between the other surface of said member and the lower side of said opening, and resilient means engaging said wedge and compressed on movement of said column.

5. In a railway car, the combination of a car body and bolster, a longitudinally movable draft and bufiing column comprising spaced parallel members extending through openings in said bolster and slidably embracing a portion thereof, stop means connecting said members at both sides of said bolster, said stop means being spaced from said bolster when said column is in normal position and adapted to engage said bolster portion to limit the movement of said column, a friction member extending between said stop means and slidable thereby in a separate opening in said embraced bolster portion in frictional engagement with one side of said opening, friction wedge means interposed between said bolster and friction member, and resilient means engaging said wedge means and compressed on movement of said column.

6. In a railway car, the combination of a car body and bolster, a longitudinally movable draft and buffing column comprising spaced parallel members extending through openings in said bolster and slidably embracing a portion thereof, stop means connecting said members at both sides of the bolster, said stop means being spaced from said bolster when said column is in normal position and adapted to engage said bolster portion to limit the movement of said column, a friction member extending between said stop means and slidable thereby in a separate opening in said embraced bolster portion, the upper side of said member having a substantially horizontal friction surface frictionally engaging the upper side of said opening, the lower side of said opening comprising an inclined wedge surface, a friction wedge between the lower side of said opening and the lower side of said member, and resilient means engaging said wedge and compressed on movement of said column.

7. In a railway car, the combination of a car body and bolster, a draft and buffing column movable longitudinally relative thereto, a friction member extending slidably through a central opening in said bolster that is spaced from said column, said friction member being in frictional contact with one side of said opening, the opposite side of said opening comprising oppositely inclined surfaces, friction wedge members engaging said inclined surfaces and having friction surfaces engaging said friction member, reslient means compressed and operatively connected with one or the other friction wedge member as said column moves in one or the other direction, and means for moving said friction member with said column.

8. In a railway car, the combination of a car body and bolster, said bolster having a central opening therethrough with a substantially flat upper surface and a lower surface that inclines downwardly from its central portion toward the inner and outer faces of said bolster, a friction member extending through said opening and having a substantially flat upper surface in frictional engagement with the upper surface of said openfriction wedges between said downwardly inclined bolster surfaces and the lower surface of said member, a draft and buffing column movable longitudinally relative to said bolster independently of said opening, means operatively connecting said member and column, and resilient means for resisting movement of said column, said resilient means also being operatively connected with said wedges.

9. In a railway car, the combination of a car body and bolster, a draft and buffing column comprising parallel members extending freely through spaced openings in said bolster and slidably embracing a portion thereof, a substantially horizontal friction member extending separately from said column slidably through an opening in said embraced portion, means operatively connecting said member and column, friction wedge means maintaining said friction member in frictional engagement with the upper side of said opening, and resilient means for said friction wedge means.

10. In 'a railway car, the combination of a car body and bolster, a coupler, a draft and bufiing column movable longitudinally relative to said bolster and slidably embracing a portion thereof, said portion having an opening therethrough one side of which comprises a friction surface, a friction member movable longitudinally through said opening separately from said column with one face in engagement with said friction surface, means for moving said friction member with said column, friction wedge means interposed between said member and bolster, and resilient means disposed between said bolster and coupler, said resilient means being operatively interposed between said column and wedge means.

11. In a railway car, the combination of a car body and bolster, a coupler, a draft and buffing column movable longitudinally relative to said bolster and comprising spaced parallel members slidably embracing a portion thereof, said portion having an opening therethrough the upper side of which comprises a friction surface and the lower side comprises oppositely inclined wedge surfaces, a friction member movable longitudinally through said opening separately from said column with one face in engagement with said friction surface, means for moving said member with said column, outer and inner friction wedge means interposed between said member and inclined wedge surfaces, resilient means disposed between said parallel members and between said bolster and coupler, and means for compressing and operatively connecting said resilient means with one or the other wedge means as said column moves in one or the other direction.

12. In a railway car, the combination of a car body and bolster, a draft and buffing column movable longitudinally relative to said bolster, a coupler mounted for movement of limited extent relative to said column and for further movement therewith, a friction member extending slidably through an opening in said bolster, means for moving said member with said column, friction wedge means interposed between said member and bolster, resilient means operatively engaging said wedge means, and means operatively connecting said resilient means with said coupler and column for compressing the same on movement of said coupler throughout said limited extent and on further movement of said coupler and column.

13. In a railway car, the combination of a car body and bolster, a draft and buffing column movable longitudinally relative to said bolster, a coupler mounted for movement of limited extent relative to said column and for further movement therewith, a friction member extending slidably through an opening in said bolster, means for moving said member with said column, inner and outer friction Wedge means interposed between said member and bolster, resilient means operatively interposed between said outer wedge means and coupler and compressed on inward movement of said coupler, means operatively connecting said column with the inner end of said resilient means on outward movement of said column, and means operatively connecting the outer end of said resilient means with said inner wedge means.

OTHO C. DURYEA.

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