US2147041A - Railway draft rigging - Google Patents

Description

V2 Sheets-Sheet 1 Filed April 13, 1956 G. A. JoHNsoN ET AL RAILWAY DRAFT RIGGING Feb. 14, 1939.

Feb. 14, 1939.'

G. A. JOHNSON ET Filed April 13, 193e RAILWAY DRAFT RIGGING 2 Sheets-Sheet 2 y WM Patented Feb. 14,1939

PATENT OFFICE RAILWAY DRAFT RIGGING- George A. Johnson and William M. Dwyer, Chicago, Ill., assignors to W. H. Miner, Inc., Chicago, Ill., a corporation of Delaware Application April 13, 1936,' Serial No. 74,009

4 Claims.

This invention relates to improvements in` railway draft riggings. One object of the invention is to provide in a. railway draft rigging having relatively long travel in both buff and draft coupler aligning and supporting means which in all positions of movement of the coupler effectively holds the latter inthe proper position'for cooperation with the coupler of an adjacent car.

Another object of the invention is toprovide a draft rigging for railway` cars includingV a shock absorbing mechanism of exceptionally high` capacity cooperating with the usual standard coupler, wherein the high capacity of the shock absorbing mechanism is obtained by compressing the same in both buff and draft, through a distance greater than that employed in standard practice, by a corresponding movementoi the coupler, and wherein the coupler is supported in such a manner in all positions of its movement as to effectively prevent drooping of the coupler head.

A more specific object of the invention is to provide in a railway draft rigging, means for properly supporting the coupler in all positions of its movement, including a supporting and carrying sleeve for the coupler and fixed guides cooperating with the top and bottom` sides of the rear portion of the coupler shank, the sleeve being movable outwardly with the coupler in draft and being slidingly guided between the draft sill members of the rigging in such a manner asto prevent displacement thereof in both vertical and horizontal directions, thereby providinga rm support for the coupler.

Other objects of the invention will more clearly appear from the description and claims hereinafter following.

In the drawings forming a part of this specilcation, Figure 1 is a longitudinal, horizontal, sectional view through a portion of the underframe structure at one end of a railway car, illustrating our improvements in connection therewith, the section corresponding substantially to the line I-I of Figure 2. Figure 2 is a longitudinal, vertical, sectional view, corresponding substantially to the line 2-2 of Figure 1. Figures 3 and 4 are transverse, vertical, sectional views,

' corresponding respectively to the lines 3-3 and 4--4 of Figure 2. v

In said drawings, the body bolster at one end of the car is designated by I0, the same being provided with the usual combined filler and stop casting I I, which is mounted thereon.` The angle end sill of the car is designated by I2. A saddle plate I3 serves to support the shock absorbing mechanism I4 cf the railway draft rigging. The shock absorbing mechanism illustrated is of a well-known friction type and' cooperates with front and rear followers I5 and I 6, but has longer travel than the standard type of shock absorbing mechanism generally employed. A standard coupler I1, which is shown partly broken away, cooperates with the shock absorbing mechanism I4 to compress the same in both buff and draft. In carrying out our invention, we employ broadly a center or draft sill structure A; a sliding coupler supporting member B telescoped Within the draft sill structure A of the car and operatively connecting the coupler to the shock absorbing mechanism; a carry iron plate C and guide members D-D for slidingly supporting the member B; combined front stops and coupler shank guide members E-E; and a coupler key F connecting the coupler to the sliding supporting member B.

The draft sill structure A, as shown, preferably comprises two members of Z-shaped cross section having the top anges thereof directed inwardly and welded together. The structure A extends from end to end of the car, and comprises spaced, vertical side walls I8-I8 formed by the vertical webs of the Z-members, a horizontal top wall I9 formed by the top flanges of said members, and laterally, outwardly extending, horizontally disposed bottom flanges 20-20 on the side walls I8-l8 formed by the bottom anges of said members. These side walls I8--I8 form, in effect, spaced center or draft sill members, and the top wall I9 is, in eiect, a cover plate which overlies the sill members I8--I8. 'Ihe sill .structure A is xed to the body bolster I Il and the filler block II in any well-known manner, the iiller block I I being mounted between the side walls I8-I 8 of the sill structure A, which side walls I8-I8, as hereinbefore pointed out, correspond to the usual spaced center or draft sills of the underframe of a car. The end sill I2 and the center sill structure A are secured together, the bottom ange of the end sill being riveted to the top wall I9 of said sill structure A. As shown in Figure 2, the sill structure A extends outwardly beyond the vertical plane of the end sill I2. As shown most clearly in Figures 1, 2, and 4, the saddle plate I3 and the carry iron plate C are secured to the under sides of the flanges 20-20 of the center or draft sill structure A. Although the spaced sill members formed by the walls I8-I8 of the draft sill structure A are disclosed as forming an integral part of said structure, our invention is not limited to such a construction, and may be employed in connection with the usual spaced center or draft sills of a railway car.

The sliding coupler supporting member B comprises a substantially rectangular sleeve member 2I and a yoke strap 22. The sleeve 2l is formed at the forward end portion of the member B and has theyoke strap extending rearwardly therefrom. The yoke strap 22 is preferably formed integral with the sleeve. The sleeve 2| has vertically disposed, spaced side walls 23-23 and horizontal top and bottom walls 24 and 25. The side walls 23-23 are extended rearwardly beyond the top and bottom walls, and said extended portions form the side arm members 26-26 of the yoke strap 22. As shown, the side arms of the` yoke strap 22 are connected at the rear ends by a transverse section 2l. The forward end portions of the side arms 26-26 of the yoke strap, and the side walls 23-23 of the sleeve 2| are thicker than the major portions of said arms, as most clearly shown in Figure l, and said thickened portions are provided with inward enlargements 28--28 which form guide abutments for the shank 29 of the coupler Il. As shown in Figure 1, each enlargement 28 has laterally inclined, front and rear surface portions Sii-30 merging at their adjacent ends with a short flat surface portion 3|. Sunicient clearance is provided between the sides of the coupler shank 29 and the abutment surfaces 3|-3I of the enlargements 23-28 to permit the required angling of the coupler in service. The top and bottom walls 2li and 25 are respectively inset with respect to the top and bottom edges of the side walls 23-23 of the sleeve 2| of the member B, as clearly shown in Figure 2, and have front and rear, vertically disposed, transverse, reenforcing flanges 32-32 which terminate flush with the top and bottom edges of said side walls. The wall 25 and the flanges 3232 thereof may be further reenforced by longitudinally extending webs or ribs, as indicated in dotted lines in Figures l and 3. The top and bottom walls 24 and 25 are vertically spaced apart to slidingly accommodate the shank of the coupler ll therebetween,

only slight necessary clearance being provided between the top of the coupler shank 29 and the top wall 2li.

The coupler I1 is operatively connected to the sliding member B by means of the coupler key F which extends through the coupler shank 29, slots 3333 provided in the member B, and guide slots 34-34 in the sill members Ill-IB. As shown in Figure l, the slots 34-34 of the sill members lf3-I8 are longer than the slots 33-33 of the member B, and said slots 30.-?:2 are reenforced by slotted cheek plates 35-35 secured to the outer sides of the walls or sill members |8-I8 of the draft sill structure A.

The carry iron plate C, Which is secured to the side walls lB-l underneath the sill structure A, serves to slidingly support the sleeve portion 2| of the sliding supporting member B. As shown most clearly in Figures l and 2, the plate C extends rearwardly a sufficient distance to slidingly support the front follower I5 in all positions of its movement.

The guide members D-D are disposed at opposite sides of the mechanism and serve to slidingly support the yoke strap 22 of the sliding coupler supporting member B. Each member D is in the form cf a bracket secured to the top of the saddle plate I3. As shown most clearly in Figure 4, each guide member or supporting bracket D is in the form of a bent plate having a vertical section 36 provided with top and bottom, inwardly extending, flanges 31 and 38. The bottom flange is relatively wider than the top flange and is riveted to the saddle plate I3. The guide members D-D respectively abut the walls l-i 8 of the sill structure A and have the top flanges 3l-3 thereof so disposed as to engage respectively beneath the side arms 22--26 of the yoke strap 22 to slidingly guide the latter in its movements.

The combined front stops and coupler shank guide members E-E are in the form of castings, respectively secured to the underneath side of the top wall I9 of the member A and the upper side of the carry iron plate'C. The castings E-E are in vertical alignment, as shown in Figure 2. Each casting E comprises a platelike portion having a transversely extending, vertically disposed, rear wall or flange 39 forming an abutment face for the front follower I5 of the draft rigging to limit forward movement of said follower. The flanges 35i-Sil of the top and bottom guide members E-E are in vertical alignment to cooperate with the top and bottom portions of the front follower I5 in the manner of the usual front stop lugs. The top and bottom castings E-E are formed respectively with depressed and raised central guide portions lill- QB extending lengthwise of said castings and presenting opposed flat top and bottom guide faces which embrace the rear portion of the coupler shank 29 to guide the same for longitudinal movement. At opposite sides of the guide por'- tion Q0, the plate section and the flange 39 of each casting E are preferably reenforced by a plurality of longitudinally extending ribs or webs 4|-4I and lil-4|, which may be inclined as indicated in Figure 2.

As clearly shown in the drawings, the sleeve member 2| of the sliding coupler supporting member B is of such dimensions that it slidingly ts between the side walls |8|8 of the sill structure A and also slidingly fits between the carry iron plate C and the top wall I9 of said sill structure A, and is thus positively held against both vertical and lateral displacement. It will be further seen that the yoke strap portion 22 of said sliding coupler supporting member B is of such a width as to slidingly fit between the side Walls I8|8 of the sill structure A and is thus guided between the side Walls and positively held against lateral displacement. The sliding coupler supporting member B forms, in effect, a sliding telescoped section of the draft sill or underframe structure A of the car. The parts are so proportioned that outward movement of the coupler I1 is restricted to an extent with respect to the coupler supporting member B, by engagement of the key F with the outer end walls of the slots 33-33 of said member B, that the overhang of the coupler when fully extended in draft will not be suicient to permit drooping of the coupler head. The maximum amount of extension of the coupler head with respect to the supporting member B is preferably not greater than the amount of overhang of the coupler with respect to the usual carry iron permitted in standard railway practice.

In Figures 1 and 2 of the drawings, the parts of the draft rigging are shown in normal position and it will be seen that the guide portions 40--40 of the combined front stop and guide members E-E are of such an extent in length that they will overhang the butt end of the coupler shank 29 when the coupler I'I is pulled outwardly to its limit in draft. In other Words, the rear end of the coupler shank is embraced and guided by the guide members 42-40 in all positions of movement of the coupler in both draft and buffing actions of the rigging.

The friction shock absorbing mechanism I4 herein illustrated forms a part of the present invention only insofar as it cooperates with thev other parts of the draft rigging to absorb draft and buing shocks, and therefore needs no detailed description, and any other type of mechanism capable of being compressed to absorb draft and bufling shocks may be employed in its stead. However, it might be briefly pointed out that the friction shock absorbing mechanism I4, herein illustrated, is of a well-known type, comprising a friction shell 42 containing the usual cooperating friction shoes and spring resistance means, not shown, an inwardly movable wedge block 43 at the front end of the shell for wedging the shoes apart and forcing them inwardly of the shell, and an inwardly movable spring cap 44 at the rear end of the shell.

As is clear from the disclosure in the drawings, the friction shock absorbing mechanism I4, as well as the front and rear followers I and I6, are disposed within the yoke, said shock absorbing mechanism being interposed between the followers and having the wedge 43 and the spring cap 44 thereof bearing respectively on said front and rear followers I5 and I6.

In the operation of our improved draft rigging, upon a pulling or draft force being applied to the coupler I'I, the sliding coupler supporting member B will be pulled outwardly by means of the keyed. connection of the coupler with said member, thereby pulling the rear follower I6, which is engaged by the yoke strap 22 of the member B,

forwardly and compressing the friction shock absorbing mechanism against the front follower I5 which at this time is held stationary by engagement with the fixed front stop members E-E. The slots 34--34 of the sill members I8-I8 are of sufficient length to permit full compression of the shock absorbing mechanism I4, compression of the latter being limited by engagement of the front and rear followers I5 and I6 with the opposite ends of the friction shell 42.

In buiiing action of the railway draft rigging the coupler I1 will be forced inwardly relatively to the sliding coupler support B and the sill structure A, forcing the front follower I5 rearwardly and compressing the friction shock absorbing mechanism against the rear' follower I 6, which at this time is held stationary by the combined stop and filler casting II and the interposed rear end section 21 of the yoke strap 22. Relative movement of the coupler with respect to the sliding coupler supporting member B is permitted by the key and slot connection between the coupler I1 and the member B, the slots 33-33 of the latter being of sumcient length to permit full compression of the friction shock absorbing mechanism I 4 as limited by engagement of the followers I 5 and I6 with the friction shell 42.

We have herein shown and described what we now consider the preferred manner of carrying out our invention, but the same is merely illustrative and we contemplate all changes and modifications that come within the scope of the claims appended hereto. l We claim:

1. In a railway draft rigging, the combination with the underframe structure of a car including longitudinally extending, laterally spaced, parallel draft sills and top and bottom parallel guide plates connecting said draft sills at their outer ends; of top and bottom transverse front stop members exten-ding between said sills,.said stops being spaced apart a vertical distance which is less than the vertical distance between said top and bottom plates; a coupler; a longitudinally movable coupler supporting member between said sills, operatively connected to the coupler, said supporting member including a section telescopically fitted between and having sliding bearing engagement with said'draft sills and top and bottom plates and guided thereby, said arms extending rearwardly from said section, and a transverse section connecting the rear ends of said arms, said arms being of reduced vertical height with respect to said first named section and accommodated for longitudinal movement between said top and bottom stop members; and a shock absorbing mechanism actuated by said coupler and coupler supporting member.

2. In a railway draft rigging, the combination with a coupler; of an underframe structure including a member fixed to` the car and a member movable lengthwise with respect to said fixed member, said fixed member having spaced parallel interior side walls and spaced parallel interior top and bottom walls defining a rectangular guideway therebetween at its front end, said fixed member having top and bottom front stops thereon extending transversely between said side walls and having opposed faces offset inwardly with respect to said top and bottom walls of said xed member, said movable member including side arms guided between said top and bottom stop members and an enlarged hood portion at the forward end thereof, said hood portion being of substantially rectangular cross section and having a telescoping sliding fit in engagement with and between said top, bottom, and side walls of said fixed member, said side arms being connected at their rear ends; shock absorbing mechanism between said arms of said movable member and actuated by said movable member; and a coupler operatively connected to said movable member.

3. In a railway draft rigging, the combination with an underframe structure of a car including a fixed draft sillstructure comprising a boxlike guide section of substantially rectangular cross `Section at its forward end having spaced interior side walls'and spaced interior top and bottom walls extending lengthwise of the car; of a coupler; a longitudinally movable coupler supporting member including a section of rectangular cross section having longitudinally extending top, bottom, and side guide faces, Vsaid rectangular section being telescoped within said boxlike guide section of said draft sill structure with said top', bottom, and side guide faces respectively in sliding engagement Vwith the interior, top, bottom, and side walls of said draft sill structure, said coupler being operatively connected to said supporting member; and a shock absorbing mechanism actuated by said coupler and coupler supporting member. y

4. In a railway draft rigging, the combination with a coupler; of a draft sill structure including fixed and movable members telescoped together at their forward extremities for guiding said movable member lengthwise of the car with respect to said xed member, the telescoped portions of said members having interengaging opposed top, bottom, and side guide faces extending lengthwise of the car; means operatively connecting the coupler to said movable member; and shock absorbing means actuated by said coupler and movable member.

' GEORGE A. JOHNSON.

WILLIAM M. DWYER.

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