US2176652A

US2176652A - Draft rigging

Info

Publication number: US2176652A
Application number: US739348A
Authority: US
Inventors: Donald S Barrows
Original assignee: Symington Gould Co
Current assignee: Symington Gould Co
Priority date: 1934-08-10
Filing date: 1934-08-10
Publication date: 1939-10-17
Anticipated expiration: 1956-10-17

Description

D. S. BARROWS DRAFT RIGGING Filed Aug. 10, 1954 2 Sheets-Sheet 2 gnbentol Joya/d5 EQP/OWS Patented Oct. 17, 1939 UNITED STATES DRAFT RIGGING Donald S. Barrows, Rochester, N. Y., assignor to The Symington-Gould Corporation, Rochester, N. Y., a corporation of Maryland Application August 10,

8 Claims.

This invention relates to railway draft rigging and, in combination therewith, friction cushioning mechanism for providing a greater travel and greater energy absorbing capacity for the associated coupler or drawbar under the action of bufiing forces than when subjected to draft forces.

The principal object of my invention, generally considered, is to provide, in'combination with a car underframe, a friction draft mechanism or gear involving elements preferably enclosed in a housing, shell or column member and operating in series, said member desirably having a slot for receiving a connecting draft key and so arranged that the mechanism will function to absorb a greater amount of energy under buff than under draft.

Another object of my invention is the provision of draft rigging associated With the center or draft sills of a railway vehicle and involving cushioning mechanism connected to the coupler of the vehicle by a yoke device involving upper and lower link portions connected at their forward ends by a pocketed diaphragm, a normally vertical key serving to connect said yoke device to the cushioning mechanism, the stem of the associated coupler being received in and pivotally connected to the pocketed diaphragm portion of the yoke device, the draft sills being provided 39 with stops serving to limit forward movement of the mechanism, and a backstop for limiting rearward movement thereof, the mechanism in the front end of the housing only-being stressed on draft, and all the mechanism being stressed under the action of buffing forces.

A further object of my invention is to provide means for securing increased cushioning capacity on buif, as compared with that on draft, for the coupler of a railway vehicle, said means involving the use of a double-ended or double-acting friction draft gear with a slotted housing or column containing friction elements at each end and associated follower means, which latter engage stop members on the vehicle underframe, the coupler of the vehicle being connected to the housing by a vertical yoke device, the rear end of which is key-connected to the housing with lost motion provided so that the yoke device may move rearwardly with respect to the housing on buff.

A still further object of my invention is the provision of a unitary yoke device involving a pocketed diaphragm portion from which arms extend rearwardly for embracing an associated draft gear, and for connection to the housing of 1934, Serial No. 739,348

(Cl. 213-47) I such gear, said pocketed portion serving to pivotally receive the stem of an associated coupler.

Other objects and advantages of the invention relating. to the particular arrangement and construction of the various parts will become ap- ,5 parent as the description proceeds.

Referring to the drawings illustrating my invention, the scope whereof is defined by the appended claims: I

Figure 1 is a vertical longitudinal sectional view 10 between the sills of a railway vehicle underframe illustrating the forward or outward portion of one embodiment of my slotted double-ended series draft gear, associated draft rigging and stops, said gear being illustrated in side elevationand partly in vertical longitudinal section.

Figure 1 is a vertical longitudinal sectional view corresponding to Figure 1, but illustrating the rearward or inward portion of the illustrated embodiment of my double-ended series draft gear, associated draft rigging and stops, said figure supplementing Figure 1.

Figure 2 is a fragmentary horizontal sectional view of the forward or outward portion of the rigging and associated'parts of the vehicle underframe shown in Figures 1 and 1 portions of I the draft gear and associated parts being illustrated in plan,

Figure 2 is a fragmentary horizontal sectional view of the sills and a fragmentary plan view of the portion of the backstop rearward of that illustratedin Figure 2. V

Figure 3 is a fragmentary transverse sectional view on the line 33 of Figure 2, looking in the direction of the arrows.

Because of the present day weight of, and speed at which railway vehicles travel, the limit within which the accompanying energy can be absorbed without damage to said vehicleshas passed beyond the conventional two and one-half and two 40 and three-quarter inches regardless of the energy absorbing capacity of cushioning mechanism having such limits of movement. In a draft gear for absorbing large amounts of energy, it is desirable that the capacity thereof be greater on buff than on draft because a greater amount of energy is necessarily absorbed under buff. It is also desirable, for the same reason, that the distance the coupler and associated draft gear parts move in absorbing energy be greater on buff, than under the action of draft forces, in order that the slack to be taken up in starting a train is maintained relatively low, while at the same time provision is made for absorbing the requitachments would be greater than with a gear of normal static capacity. Thedesired characteristics can be obtained by maintaining a moderate mean static capacity, with a travel under bufiing forces of twice the travel under pulling forces, by using both sets of friction elements under buff and only one set under pull. It will, of course, be understood that the static capacity of two identical sets of friction elements operating in series is no greater than that of either set alone, but that the absorption of the two in series is twice that of either alone. By this arrangement the travel, mean static capacity and resulting absorption under pull are maintained substantially as with a conventional gear, the absorption under buff is increased about 100%, and .no radical changes in car construction are required.

My invention is intended to provide a selective travel arrangement employing a, coupler and yoke device directly swivelled thereto, said yoke device involving rearwardly extending arms which embrace the cushioning mechanism and avoid unnecessary weight by terminating short of the rear end of said mechanism. The yoke .device of the embodiment illustrated involves a forward pocketed diaphragm portion connecting the front end portions of the upper and lower draft link portions or arms and receives and is pivotally connected to the butt or rear end portion of the shank of a swivel shank coupler. The arrangement is desirably used with a striking casting and standard front draft lugs either integral with, or

separate from, said striking casting, said lugs being slotted to receive a supporting normally horizontal key, and the striking casting portion being either inverted U-shape, or' of the integral I standard American Railway Association design,

with a removable coupler carrier block, the requirement being that when the block is removed a sufiicient space is provided for allowing the insertion and removal of the enlarged rear pr-.

I tion of the coupler shank.

, in the forward end of the draft gear housing.

A backstop and center filler casting is desirably employed. with a front bufiing face positioned as when used with a standard gear and horizontal yoke, said casting being desirably of the reversible type so that when turned end for end it presents rear draft lugs at the proper location for employment with a standard vertical yoke and associated draft gear. Such a backstop is utilized in order to allow the employment of a. carry iron provided closelyadjacent the front face thereof and at a height which would interfere with the standard form of vertical yoke rear stop members, said carry iron underlying and serving to support the rear end of the draft gear housing and associated rear follower.

Referring now to the drawings in detail, like parts being designated by like reference characters, there are shown portions of an underframe adapted for use with railway vehicles and comprising center or draft sills I connected by a backstop or combined backstop and center filler casting 2, and a striking casting 3. In the present embodiment, the striking casting is shown of standard A. R. A. construction except that the key slots 4 in the cheek plate or front draft lug portions 5 are extended or lengthened forwardly in order to provide for the desired amount of forward travel of the associated coupler 6 from normal position, with the coupler initially positioned a distance forward from that when used with a standard single acting gear. Such a striking casting is inverted U-shape in end elevation, and the lower portion is normally closed by a removable coupler carrier block I supported on inwardly extending lugs 8 and held in position by a horizontal bolt 9 and associated nut H1.

Instead of employing such a striking casting it will, of course, be understood that I may employ one of the general type illustrated in my Patent No. 1,804,082, in which the integral casting portion completely surrounds the coupler f shank with a removable carrier block normally restricting the opening, the requirement, however, being that when the carrier block is removed, the stem receiving opening is sufficiently large to allow for passage of the enlarged rear end or butt of said coupler stem.

Connected to the stem of the coupler 6, as by means of a normally vertical pin I I, is a yoke device l2, said device comprising upper and lower arms or link portions l3 and I4 extending from an integral connecting pocketed diaphragm portion E5. The pocketed portion I5 is, in the embodiment illustrated, formed of normally horizontal webs or flanges I6, I! and I8 connected by a M transverse web or wall 19 and normally vertical horizontally spaced side walls 20 providing pockets 2! and 22, the forward surfaces of which are desirably cylindrical and concentric about the axis. of the connecting pin II. The coupler desirably has rearwardly extending flanges 23 and 24, respectively, received in the pockets 2| and 22, with the rear surfaces of such flanges curved cylindrically to correspond with the engaging surfaces of the pockets 2| and 22 to allow for pivotal motion of the coupler with respect to the yoke device about the axis of the connecting pin l l, the engagement between said flanges 23 and 24 and the cylindrical surfaces on the pocketed portion of the yoke device, desirably supplemented by engagement between the coaxial cylindrical front surfaces of the flange portions of the yoke device, which define the pockets 2| and 22 and the correspondingly curved surfaces on the coupler stem above and below the flanges 23 and 24,

providing the necessary bearing area for the transmission of buffing forces through the pocketed portion of the yoke device to the cushioning mechanism 25 embraced between the arms I3 and IA of the yoke device.

In the present embodiment, the draft gear or cushioning device 25 comprises a housing, casing or column member 26, open and receiving cushioning elements in both ends. Inasmuch as the elements in one end are identical with those in the other, I will describe the cushioning elements in one end only. These involve the central friction element and follower 21 with inwardly converging friction surfaces 28 at its inner end, engaging corresponding friction surfaces on thewedges 29, pressed together by curved plate springs 30. A coil or helical release spring 3| is desirably provided and the parts are held in assembled position by means of a longitudinal bolt 32 which passes through a retainer 21 in the member 21 and a transverse wall or diaphragm 33 of the housing, the mechanism being generally as" shown in my application Serial No. 711,247, filed February 14, 1934. However, it will be understood that some other form of friction draft gear may be employed, if desired.

The yoke device is connected to the column member 26 by means of a normally vertical key 34, desirably snugly received in a corresponding slot 35 in the column member 26 with full bearing for its entire length in said member, except where the bolt apertures occur in the walls 33, and with its ends received in

slots

36 and 31 in the arms l3 and I4 of the yoke device, said slots being desirably elongated forwardly of the normal position of the key 34 therein, so as to allow the desired lost motion, for rearward movement of the yoke device and associated coupler with respect to the cushioning mechanism 25, in

order to compress the cushioning elements in the front as well as the rear end thereof under the action of buffing forces. In order to increase the bearing area between the arms l3 and I4 and the key 34', bosses 38 desirably surround the rear ends of the

slotted portions

36 and 31. The key is retained in position by lateral lugs 39 at its top end normally resting on the top arm I3. Undesired upward movement of the key 34 is prevented by a cotter or other retaining device 40 extending through the lower end portion thereof beneath the arm l4.

The gear 25 and associated yoke device l2 are supported by a front carry iron 4| connected to the sills by bolts, or the like, 42, and underlying the lower arm l4 of the yoke device I2, and a rear carry iron' 43 connected to the sills by bolts 44, or the like, and underlying 'the rear end portion of the housing or column member 26 and the associated rear follower 21. The front horizontal key 45 serves as an additional support for the yoke device [2 and the associated coupler 6, the portion of the coupler stem forwardly of its connection with the yoke device being, of course,

. supported on the carrier block I.

From the foregoing description, taken in connection with the accompanying drawings, it will be seen that under the action of, draft forces the front follower 21 is held stationary against the front draft lugs and the coupler stem 6 pulls the yoke device I2 forwardly through the connecting pin II which, in turn, pulls the housing 26 through the connecting key 34, causing said housing to push forwardly over the front follower device 21, thereby actuating the front cushioning elements, sothat draft forces are cushioned by only one-half of the total capacity of the doubleended gear, and the travel of the yoke with respect to the draft sills is only one-half, of the total permissible compression of the gear. It will also be understood that under the action of such draft forces the rear friction elements are pulled forwardly, with the housing, without energization thereof, said rear follower 21 going out of engagement with the front face of the backstop 2.

Under the action of buffing forces, the coupler pushes the yoke device and the front follower 21 into the housing 26, actuating the front cushioning elements and simultaneously moving the housing rearwardly to energize the rear cushioning elements, the rear follower of which is held stationary against the front face of the backstop 2 so that full compression of the gear on buff may be effected, thereby providing not only for increased buffing capacity, but for coupler travel equal to the aggregate travel permitted by the friction elements at each end of the gear. Although, for convenience and economy in manufacture, the gear is desirably made symmetrical so that the travel and capacity provided by each end is identical, yet this is not essential, and the capacities and travels of the two ends of the gear may be either equal or different, as desired.

In order to use front stops positioned for engagement by the front follower of a standard or normal single acting gear, the coupler is initially positioned a distance forward from normal by thickening the pocketed portion of the yoke device, between the front cylindrical surfaces of the pocketed portion and the rear surface of said portion which engages the front follower 21, so that on full buffing movement the horn of the coupler will not engage the striking casting. In order to allow for the desired forward movement of the key 45 on draft, the slots 4 are lengthened forwardly the desired amount so that upon full compression of the mechanism at one end of the housing 26 the key does not engage the front ends of said slots. By positioning the coupler forwardly or outwardly, as compared with its position when used with a single acting draft gear, I avoid the necessity of extending the slots 4 rearwardly an amount suiiicient to bifurcate the follower-engaging faces of, the front draft lugs 5.

Although I have shown a backstop of the type described and claimed in the Wright Patent No. 1,458,792, which, when turned end for end, provides rear draft lugs adapted to function as stops for the rear follower of a single acting gear when used with a standard vertical yoke, it will be understood that I may instead employ rear stop lugs secured to the front face of a horizontal yoke backstop, as described and claimed in my Patent No. 1,799,078, or, if this interchangeability is not essential, I may use a'standard horizontal yoke backstop with no provision for accommodating a single acting conventional draft gear.

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

I claim:

1. In railway draft rigging, in combination with a coupler, a yoke device having a plurality of pairs of vertically aligned openings, pivot means extending through said coupler and the forward pair of said openings for operatively connecting said coupler to said yoke device for simultaneous longitudinal movement in both directions for the transmission of forces, a column member positioned to the rear of said coupler and opening forwardly and rearwardly for the reception of cushioning means, force-transmitting means projecting above and below the upper and lower surfaces of said column member and extending through the rearward pair of said aligned openings, said last-mentioned pair of openings being elongated so that the yoke device may move rearwardly with respect to said column member, for the actuation of the front cushioning means. A

2. In railway draft rigging, in combination with draft sills, a backstop connecting intermediate portions of said sills, a coupler with a stem "re ceived between said sills, a yoke device disposed between said sills and having a pair of vertically spaced arms and a plurality of pairs of vertically aligned openings, a pivot means extending through the rear portion of the coupler stem and the front pair of openings for operatively connecting said coupler to said yoke device for simultaneous longitudinal movement thereof in both directions and the transmission of forces, a column member having cushioning mechanism associated with each end portion, positioned to the rear of said coupler, and disposed between the arms of said yoke device with the rear cushioning mechanism normally engaging said backstop, force-transmitting means projecting above and below the upper surfaces of said column member and extending through the rearward pair of aligned openings, and means for supporting said yoke device and associated column member comprising a carry iron underlying the yoke device forwardly of said rearward pair of aligned openings and another carry iron underlying the rear portion of said column member and disposed immediately forward of said backstop. f

3. In railway draft rigging, in combination with draft sills, a yoke-acting device comprising integrally connected vertically spaced arms, a coupler pivotally connected to the forward portion of said device, and both longitudinally movable simultaneously in both directions upon the application of forces, a double-acting draft gear comprising a housing, embraced between the arms of said device, and having a cushioning unit in each end, a backstop normally engaged by the rear end of said gear, and means connecting said device and gear housing while allowing rearward movement of said device independently of said housing, whereby the latter is pulled forward on draft, for actuating only the front unit, and both units are actuated on buff.

4. In combination with cushioning mechanism comprising a housing with a slot intermediate the ends thereof and pockets opening forwardly and rearwardly from portions defining the longitudinal extent of said slot, front and rear cushioning units mounted in said pockets, a yoke device normally engaging the front cushioning unit, with arms embracing said housing, and provided with slots normally registering with the housing slot, a draft-transmitting key received in said yoke device and housing slots, with the provision of lost motion to allow said yoke device to move rearwardly, with respect to said housing, for compressing the front cushioning unit, and a coupler pivotally connected to the forward portion of said yoke device and adapted to move the latter simultaneously therewith in both directions.

5. In a railway draft rigging, in combination with apertured draft sills, a coupler comprising a head and an apertured stem portion having an end bearing surface, a horizontal key extending through said stem portion and draft sill apertures, a striking casting, a yoke device formed with an integral bridge portion connecting the forward ends of vertically spaced arms, a doubleacting cushioning mechanism interposed between said arms, spaced parallel flanges projecting forwardly from said bridge portion adapted to cooperate with the associated coupler stem, the distance between the rear surface of the coupler head and the end bearing surface of the coupler stem portion being substantiallyan amount such as would provide a space between the rear surface of'the coupler head and striking casting substantially'equal to the amount necessary therebetween for the compressive movement of a single acting gear,'said bridge portion being increased in thickness longitudinally of the draft rigging by an amount sumcient to normally' position the coupler head forward from said striking casting to allow for a rearward movement of said coupler corresponding with the full compression of the double-acting cushioning mechanism, and said draft sill apertures being elongated sufiiciently to allow a full compressive movement of the cushioning mechanism during the application of draft forces to the draft rigging.

6. In a railway draft rigging, in combination with apertured draftsills, a coupler comprising a head and an apertured stem portion having a rear bridge engaging portion, a horizontal stem portion supporting key extending through said stem portion and draft sill apertures, a striking casting: positioned rearwardly of said coupler head, a yoke device comprising vertically spaced arms integrally connected by abridge portion, a double acting cushioning mechanism interposed between said arms, a vertically disposed key connecting the cushioning mechanism to the spaced arms, said key being in fixed relation with the cushioning mechanism and in sliding engagement with the spaced arms, spaced parallel flanges projecting forwardly from said bridge portion adapted to cooperate with the associated coupler stem, pivot means extending through, said parallel flanges and coupler stem, the distance'between the rear surface of the coupler head and the rear bridge engaging surface of the coupler stem being substantially an amount such as would provide a distance between the coupler head and striking casting substantially equal to the normal amount necessary therebetween for the compressive movement of a single acting gear, said bridge portion being increased in thickness longitudinally of the draft rigging by an amount sufficient to normally position the coupler head forwardly-from said striking castingto'allow for-a rearward movement of said coupler corresponding with the full compression of the double acting mechanism, and said draft sill apertures being elongated forwardly from the normal position of the horizontal key an amount sufficient to allow a full compressive movement of said cushioning mechanism during the application of draft forces to the draft rig- '7. In a railway draft rigging, in combination with a coupler, a, yoke device having a plurality of pairs of vertically aligned openings, pivot means extending through said coupler and the forward pair of said openings for operatively connecting said coupler to said yoke device for simultaneous longitudinal movement in both directions for the transmission of forces, a column member positioned to the rear of said coupler, cushioning means at each end of said column member, a key intersecting said column member and bearing for substantially the full height of said member on walls thereof, said key projecting above and below upper and lower surfaces of said column member and through the rearward pair of said aligned apertures, said rearward pair of aligned apertures being elongated forwardly of the normal position of said key to allow the yoke device to move rearwardly with respect to said column member under the action of buffing forces.

8, In combination with a cushioning mechanism comprising a housing with a slot intermediate the ends thereof and pockets opening forwardly and rearwardly from portions defining the longitudinal extent of said slot, front and rear cushioning units mounted in said pockets, a yoke device having spaced arms integrally joined intermediate their ends by a bridge portion, said bridge portion normally engaging the front cushioning unit, the rearward portion of said arms embracing said housing and provided with slots normally l0 registering with the housing slot, a draft-transmitting key received in said arm slots and housing slot with provision of lost motion to allow said yoke device to move rearwardly with respect to the housing for compressing the front cushioning unit, and a coupler pivotally connected to the forward portions of said spaced arms and adapted to move said yoke device simultaneously therewith in both directions.