US2345652A - Car construction - Google Patents

Description

April 4, 1944. w. A. BIERMAN EI'AL CAR CONSTRUCTION Fil'ed June 30, 1941 2 Sheets-Sheet 1 w No n v 7V 0 mm 1 m 2 J f u H 0 m r1. 6 m T m W? A AT .1 m.

April 4, 1944.

W. A. BIERMAN EI'AL CAR CONSTRUCTION v 1 Filed June 30, 1941 2 Sheets-Sheet 2 Patented Apr. 4, 1944 CAR CONSTRUCTION William A. Bierman, Pittsburgh, and Sigvard Simonson, Butler; Pa., assignors to 0. C. Duryea Corporation, Wilmington, Del., a corporation of Delaware Application June 30, 1941, Serial No. 400,466

Claims.

This invention relates to railway car underframes of the Duryea type which provide relatively long travel for resisting draft and buiiing shocks together with a relatively short and predetermined amount of train slack.

In one form which has been extensively used in practice, the Duryea underframe comprises a draft and buffing column extending substantially the length of the car body and movable longitudinally relative thereto, the couplers being mounted at the ends of the column for movement of limited extent relative thereto to provide train slack, usually in buff only. Draft and bufling shocks are resisted by cushion gears interposed between the car body and the draft and bufiing column, and since the travel of the column is independent of the train slack, the travel of the cushion gears may be made long with the result of providing the desired cushioning capacity while at the same time reducing the forces on the car body. Relatively light draft and bufiing shocks are absorbed by the initial travel of the cushion gears, and their resistance increases gradually as the column continues to move so that the full cushioning capacity is available in the case of relatively heavy shocks. On the other hand, the train slack movement of the couplers relative to the column has been cushioned either by the initial travel of the cushion gears or by the provision of separate coupler cushion gears.

Underframes of the above type have given excellent results in service. However, in addition to the long cushioning travel made possible by such underframes, it is desirable to provide greater selectivity of cushioning capacity to meet varying service conditions. For example the weight to be cushioned in the case of an empty car is comparatively small. In this case it is desirable that the draft and buffing column or center sill be movable against a small cushioning resistance, and the amount of cushioning travel required is also small. Where the car is loaded to its cubic capacity, but the weight is light and the lading fragile, somewhat greater cushioning capacity and travel are required, but the full cushioning capacity should not be called into action, at least under ordinary conditions of handling of the car. On the other hand, when the car is loaded to its weight capacity, as with coal, steel, etc., the full cushioning capacity must be available but it is important at the same time that the initial impact be as soft as possible and that the forces increase gradually as cushioning travel increases.

One of the objects of the present inventionis to provide novel cushioning means having a selective cushioning capacity whereby widely varying service conditions, such as those indicated above, are handled in a manner best suited to the requirements of each case, with sufficient cushioning capacity but at the same time minimum destructive forces.

Another object is to accomplish the above result without increasing the travel of the draft and bufiing column or center sill beyond, for example, a maximum of seven or eight inches which has heretofore been found satisfactory in service.

A further object is to provide novel long travel cushioning means wherein cushioning devices are brought into action serially and the cushioning capacity is thereby successively augmented as the draft and bufiing column moves away from its normal position.

A still further object is tocoordinate a plurality of cushioning means including those at opposite,

ends of the car to provide a serial action thereof as the draft and bufling column moves away from its normal position in either direction, whereby the equipment required and the cost and weight of the underframe are kept within practicable limits.

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 taken as a definition of the limits of the invention, reference being had to the appended claims for this purpose.

In the drawings:

Fig. 1 is a plan view in section of one end of a car underframe embodying the invention;

Fig. 2 is a vertical longitudinal section on the center line of Fig. 1;

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

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

Fig. 5 is a section on the line 55 of Fig. 2;

Fig. 6 is a section on the line 6--6 of Fig. 2;

Fig. 7 is a section on the line l--'l of Fig. 2;

Fig. 8 is a section on the line 8-8 of Fig. 2; and

Fig. 9 is an end view of the underframe from which the car coupler has been omitted.

While only one end of the underframe has been illustrated in the drawings, it will be understood that the same or any equivalent construction may be employed at the other end of the car. The car body, the fioor l and end sill 2 of which are shown in the drawings, is carried by body bolsters at opposite ends of the car which may be of the usual or any suitable construction. The drawings illustrate a part of one bolster comprising vertical diaphragms 3 and top and bottom cover plates l and 5 respectively which make up a bolster structure extending laterally from the center of the car toward each side. The bolster 5 structure at the center of the car may be suitably arranged to provide .an opening for the passage of the draft and bufling column described hereinafter, said laterally extending structure being connected in the form shown by the top cover plate 5 and by a center brace casting 6 adapted to rest on the car trucks (not shown). l

The draft and buffing columnor.center sill, which may be of any suitable construction; ex tends substantially the length; of th'e car body and is mounted for longitudinal movement relative thereto through the openings in the body bolsters. In the form shown,-said column'com prises Z-sections l, the lower flanges 8 of which are turned outwardly and rest slidably on the center brace casting S' and the upper flanges of which are turned'inward-lyand welded together at 9. The column 7 may'besupported and guided at the end of the car-in any suitable way, as by bars 46 welded to its upper corners and slidably supported by carrier castings I which are suitably secured to the end sill 2 of the car body. Intermediate the bolsters the column supports the weight of the car -floor I by means of a filler block HZ bearin'g' on a plate I3 which is connected at its ends-to the bolsters and friotionally engages the top of the column.

Couplers are mounted at'the ends of the column 'l in any suitable manner so as to be capable of movement of limited extent relative thereto to provide a predetermined amounto-f train slack, preferably in buff only; Irithe form shown, cheek plates I! are secured as by welding to the 0pposed inner faces of the draft and bufiing column and are provided with ribs defining openings aligned withsimil'ar openings in the draft and bufiing column, a-couple'rkey lb'passing through these openings and through an opening Win the shank of the coupler I'I.- A's'shown in Fig. 1, the inner edge of the openingnormally engages the inner edge of the key it and the outeredge of said key-normally engages the outer edges of the openings-inthe-cheek plates Hi, so that on draft said colunin is moved outwardly without train slack. However; the dimensions of the coupler key openings are greater than the dimensions of'the key so that'ori buff the coupler can move inwardly relative to'th'ekey and thereafter the coupler and key can move inwardly together relative to the column to provide train slack, the extent of which'is'predetermined and limited as hereinafter described. 7

On draft or buffing shocks, the column 7 will move relative to the car body in the appropriate direction and away from the normal position illustrated. The max'imumtravel of the column may be suitably. limited'by the engagement of outerstop plates lii withthe outer face of the bolster structure or by the engagement-of inner stop plates It? with the inner face of the bolster structure, and may'be assumed-for purposes of example to be seven inchesin either direction. In order to accomplish the ends stated above, this travelof the column is cushioned by'aplurality of cushioning means or devices arranged to come into action'serially as the -column moves away from its normal-position. Thus the total travel of the column is in eifectdivided into cushioning zones with additional cushioning capacity becoming operative-in each successive zone. The con-- struction may be arranged to provide the desired number and relative length of zones according to the service requirements to be encountered. By way of example, the drawings show an underframe having three cushioning zones; an initial zone of light cushioning capacity and very low forces which may be of the order of A"; a second zone of somewhat greater cushioning capacity which may be of the order of 1 /2"; and a third zone occupying the remainder of the total travel of the column wherein considerably greater cushioningcapacity is available but wherein the forces, due to the length of this zone, are initially low and increase gradually as the column continues to move.

The operation described above can be simply and effectively attained by providing cushioning devices'for each zone and arranging them to come intoaction in succession at appropriate points in the travel of the column '1. It is desirable in the interest of'standardization of equipment to duplicate the cushioning-meansat opposite ends of the car, however, and in the preferred form of the invention shown herein, advantage is taken of such duplication'by; coordinating similar cushioning devices at opposite ends of'the car so that they act in series as'the column moves in either direction to provide the first two zones. Since movement of the column in either direction results in draft operationat one end and buff operation at the other end, this-coordination can be accomplished by similarly delaying the action of the cushioning devices at opposite car ends either in draft orbufi Hence'in' both directions of movement-ofl-thecolumn, the operation will be the same, one or the other 'of said similar devices coming into action immediately and the other becoming. eifective :in' the second cushioning zone. To increase the cushioning capacity in the third zone, one or more additional cushioning means are provided which become operative only.

after the draft and buffing column has moved through the first and secondzones.

In the form shown, the action of the cushioning devices at opposite ends'of'. the car is delayed indraft, or on outward. movement of the column relative thereto, .sothat the initial travel of each gearon bufi may be utilized to cushion the inward train-slack movement of the coupler relative to thecolumn as Well as the further inward movement of the coupler and column together in the first cushioning zone, and the useof separate coupler cushion gearsis avoided. Hence thesercushioning devices; as-illustrated; at oneJend of the car, may suitably extend from' the:- outer. side of the bolster substantially to? the inner end of the coupler. The specific construction of these gears may be varied to suit conditions. A shown herein for. purposes of" illustration, eachgear comprises a coil spring 20, the outer part of whichis housed" in and supported by a casting' 2| secured to the. draft and buffing column in any suitable" manner, preferably by welding. Thev inner end of the spring extends partially into the opening in. the bolster and is seated on a twoi part spring washer'22 supported by a follower plate 23 which engages. an abutment 24 formed by the walls of the center brace castingB. A springlink 25 extends longitudinally through the'spring 2E! and through alignedopenings in the followerplate 23 and abutment 24 and through-a similar opening in a follower plate 26 at the outer end'ofthe spring 20. The outerend -of the link 25- carries a head 21 which retains said follower plate 26 on the end of the spring 20, and the inner end of the link is provided with a key 28 adapted to engage the inner end of the bolster abutment 24. but normally spaced therefrom as shown at 23 for a purpose hereinafter described.

The spring 20 is thus held in compression between the outer face of the bolster abutment 24 and a follower plate 30 interposed between the link head 21 and coupler butt H, the latter and the coupler key I being thereby maintained normally in their outermost position as shown in Fig. l and described above. Accordingly when the coupler moves inwardly relatively to the column under a bufling shock, the follower plate 30 moves the link 25 freely inwardly and compresses the spring 25 against the follower plate 23 and bolster abutment 24. Thus the inward train slack movement of the coupler relative to the draft and buffing column is cushioned by the initial compression of the spring until the follower plate 35 has moved through a space 3| into engagement with abutment walls 32 at the outer end of the casting 2!. The space 3| thus predetermines and limits the train slack, since thereafter the coupler and column move inwardly together.

Further inward movement of the coupler and column together results in further compression of the spring 20 throughout the first cushioning zone referred to above. Meanwhile the column is moving outwardly at the other end of the car so that the cushioning action at that end may be illustrated by the operation in draft at the end of the car shown in the drawings. As above pointed out, the column moves outwardly without train slack in the case of a draft force. Secured to the opposed inner faces of the column in any suitable manner, as by welding, are stop plates 33 the outer ends of which are arranged to engage and move the follower plate 23 on outward movement of the column. Hence said follower plate, the spring 20, the link 25, follower plate 35 and coupler I5 all tend to move outwardly as a unit with the column until the key 23 moves through the space 29 and is brought into engagement with the inner end of the bolster abutment 24. Thereafter the outer end of the spring 29 is held against movement by the link 25, follower plate 26 and link head 21, and continued outward movement of the column results in outward movement of the follower plate 23 and compression of the spring 20.

It will be seen that the distance through which the column moves in draft before the spring 20 comes into operation may be adjusted by regulating the space 29 and also, if desired, by providing a further space 34 between the outer ends of the stop plates 33 and the follower plate 23 when the parts are in normal position. The extent of spaces or 34, or the sum thereof, thus determines the distance through which the draft and boiling column must move inwardly before the cushioning spring 20 at the other end of the car comes into action, and hence likewise determines the length of the first cushioning zone and the point at which the second cushioning zone begins.

To provide additional cushioning capacity in the third zone, one or more additional cushioning devices may be arranged to become operative when the draft and buffing column has moved through the first and second cushioning zones. The number and arrangement of these additional cushioning devices will depend to a large extent on the amount of additional cushioning capacity desired as well as on considerations such as weight and cost. For example, two additional simultaneously acting springs may be employed, one disposed at the innerside of each bolster in tandem relation with the spring 20 as illustrated by the spring 35 at the end 0f the car shown in the drawings. The spring is supported in any suitable Way as by means of supports 35 secured to the draft and buffing column. The outer end of said spring engages a follower plate 3'! which rests against abutments 38 formed at the ends of walls 39, the latter extending inwardly from the bolster structure and being formed as part of the casting 6. A link 45 extends through the spring 35 and its outer end passes through an opening in the follower 31' and is pinned at .41 to the inwardly extending bolster structure 39. The inner end of the spring 35 bears against a follower plate 42 and the inner end of the link 45 passes through an opening in said follower plate and carries a key 43 whereby the spring is held under compression between the follower plateo 31 and 42.

On movement of the draft and bufiing column, the spring 35 is brought into action after the column has traveled the desired distance by means of suitable stops secured to the column and adapted to engage the follower plates 31 or 42 depending on whether the column moves inward- 1y or outwardly. In the form shown, the follower plate 3! is engaged on inward movement of the'column by the inner ends of the stop plates 33 which in normal position are spaced from the follower plate as indicated at 44. The sprin 35 is then compressed against the follower plate 42 which is held against movement by the link 48 and key 43. On outward movement of the column, the follower plate 42 is engaged by suitable stops 45 which in normal position are spaced from the follower plate as indicated at 46. The spring 35 is then compressed against the follower plate 31 and the abutment 33. Depending on conditions, the spaces 44 and 48 may be different or, as here shown, equal in extent. In the latter case the two springs 35 adjacent the two bolsters act simultaneously and come into action after the same extent of movement of the draft and buffing column in either direction to provide the desired additional cushioning capacity in the third cushioning zone.

The operation will be clear from the foregoing description and may be briefly summarized as follows. In case of a bufiing force at either end of the car, the coupler H first moves inwardly relatively to the draft and bufling column to provide train slack, the extent of which is predetermined and limited by the space 3|, this movement being cushioned by the initial compression of the spring 20. Thereafter the coupler and column move inwardly as. a unit to an extent depending upon the severit of the buiiin shock, the maximum amount of such inward movement being limited by the engagement of the stop plates IS with the bolsters. In the case of an empty car, for example, where the energy to be absorbed is ordinarily comparatively small, the inward movement of th draft and bufiing column may be limited to the first zone in which it is cushioned only by continued compression of the spring 20 and with correspondingly low forces. In the case of a loaded car where the weight is relatively light, the bufiing shock under the same conditions may be sufficient to move the draft and buffing column into: the secondscushioning; zone; or :the. same result might ;f011OW.lIIJ the case of very severe handlingiof anempty car; In..-

this CUShiOIlil'lg zone the cushioning .capacityis; increased by the spring .Zilcat the-other endlof; the car which operates a in..draft.: Where'the; buffingshock'is heavy, as in'the casei'of :arheav ily loaded car, the draft andbufiing-column may be moved into thethird cushioning zonein'which; eventthe cushionin capacity ofJthe two springs- 35 .is addedito that of the: two springs Zii:.and; thesresistance gradually increasesras th inward: movementtof :the column continues. toward its maximum.

Inv the caseofra'draft'force at the end of the car shown in the-drawings, the draft and bufiing:

column moves. outwardly immediately and without train slack-but the spring Qiidoes not'immee diately comezintoi action. At the other end of? the tear, however, the. columnamoyes as in ,bufi'i andtthe movement is cushionediinitially. by the springcZfiJ atithatendof the car. As th"Out-. ward movement of the column continues, v the cushioning capacity isincreased when the-spring 20 at the end shown in the drawings i brought into. action, and if the draft force is heavy; the columnmay move outwardly far enoughqto bring the two springs Stinto action. The maximum outward movement of the column is limited by the engagement of the stop plates. 59; witlrthe bolster.

It will be understood that whatever the direction of movementbf the column, themesistance of the springs is supplemented by the friction between the plate i3. and the. top. of the draft andqbufing column. Furtherwhen the energy of the draft or bufllngshockhas been either ab sorbed or dissipated, the springs restore the parts to the normal position shown in the drawings and. the return movement is snubbed by. the friction.- between the plate, l3 and the top of the draftand buffing column.

The invention thus combines the advantages of long cushioning travel, which. are inherent-in, underframes of the Duryea type, with a selective cushioning capacity. The resistance to move,- ment of the draftandbufiing column isproportionedrelative to the extentvofimovement there of to provide cushioningv capacity and. low; forces. best'suited to the widely varying requirements .of service The maximum cushioningv capacityqdesired in the case ofheavy shocks is. made fully available, while at the same time the initial impact in such cases is relatively low. For lesser shocks, a graduated cushioning capacity isavail-l able and the destructive forceslare correspond,- ingly reduced. Moreover by coordinating thecushioning devices at the opposite ends of the car in the manner described the desired gradm ated cushioning capacity may be provided. with-- out duplication of parts while at the same time the cushioning springs at the opposite'ends' of the car may be made to serve the additional'function of cushioning the train slack movement of the couplers relative to th draft and buffing column.

While only one embodiment of the invention. has been described and illustrated in the drawings it is to be expressly understood that the: in vention is not limited to this embodiment and, that various changes maybe 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 ammo-52:;

the appendedmlaims for a. definition of the limits of ,the inventiom.

What is. claimedis: 1.: In: a railway car, the combination with the carbody and bolsters :of a draft andbumng column extending substantially the-.lengthof the car body and longitudinally. movable relative thereto, couplers mounted at'the ends of said column for movement of limited extent relative thereto cushioningmeans at each end of the car, means operative on inward movement 'of one ofysaid couplers'relative to said column and on furtherv inwardv movement of said coupler and column together for actuating the cushioning :means adjacent to said-one coupler, means for actuating the; other of said cushioning means after-said column has movedioutwardly relative thereto by; a predetermined amount, additional cushioning;- means, and means for-actuating said" additionalcushioning means on movement of said column in either direction, said last-named means becoming operati've ,afterrsaid column has moved throughadistance greater than saidpredetermined amount.

2. In a railway car; the combinationwith the car body-and bolsters of a draft and bumng column extending substantially the length of the car body and longitudinally movable relative thereto, couplersmounted at the end of said column for 'movement of limited extent relative thereto, cushioning means at eachend of the car, means operativeon inward movement of one of said couplers relative to said column and on further'inward movement of said coupler and column together-forv actuating the cushioning meansiadjacentrtorsaid one coupler, cooperating stop-and follower-means for actuating the other of said cushioningmeans and arranged forengagement after-said columnhas moved outwardly, relativethereto by a predetermined amount,

additional cushioning means operative in either direction of 'movement of said column, and cooperating stop and follower means for actuating said additionaL cushioning means and arranged forengagement after said column has moved in either direction through a distance greaterthan said predetermined amount.

3.- In -arailway car, in combination with the car body-andbolsters, a draft and buffing column extending substantially the length of the car body and movable longitudinally relative thereto, means-.ateach end of the car for cushioning said relative movement, eachof said means being operative during inward movement of said column relative thereto and each becoming operative on outwardmovement of; said column relative theretoonIy-after; said column has moved through a predetermined distance, and additional cushioning means arranged to become operative after said column has. moved in either direction by an amount greater than said predetermined distance.

4. In a railway car, incombination with the car body and bolsters, a draft and bufiiing col-v umn extending substantially the length of the carbodyand movable longitudinally relative thereto, means at each end of the car for cushioning said relative movement, eachof said means being operative during inward -movement of said column relative thereto and each becoming 0p- -erative on outward movement of said column wardly at the other end of the car, after said column has moved an amount greater than said predetermined distance.

5. In a railway car, in combination with the car body and bolsters, a draft and buffing column extending substantially the length of the car body and movable longitudinally relative thereto, means at each end of the car for cushioning said relative movement, each of said means being operative during inward movement of said column relative thereto and each becoming operative on outward movement of said column relative thereto only after said column has moved through a predetermined distance, and additional cushioning means at each end of the car and each arranged to become operative, on outward movement of said column relative thereto, after said column has moved an amount greater than said predetermined distance.

6. In a railway car, in combination with the car body and bolsters, a draft and bufilng column extending substantially the length of the car body and movable longitudinally relative thereto, means at each end of the car for cushioning said relative movement, said column in either direction of travel moving relative to one of said means in an inward direction and relative to the other means in an outward direction, each of said means cushioning the movement of said column in one of said relative directions from its normal position and each being arranged to cushion the movement of said column in the other of said relative directions from its normal position only after said column has moved a predetermined amount in said other direction, and additional cushioning means operative in either direction of movement of said col umn relative thereto after said column has moved a distance greater than said predetermined amount.

7. In a railway car, in combination with the car body bolster, a draft and bufiing column movable longitudinally of the car relative to said bolster, and a plurality of cushioning means for resisting movement of said column in either direction relative to said bolster, one of said means resisting inward movement of said column and also being constructed and arranged to resist its outward movement after an initial outward travel of predetermined extent, and another of said means being constructed and arranged to resist movement of said column in either direction after an initial travel greater than said predetermined extent.

8. In a railway car, in combination with the car body bolster, a draft and buifing column movable longitudinally of the car relative to said bolster, a plurality of cushioning means for resisting said relative movement, one of said means being actuated by inward movement of said column, cooperating stop and follower means normally spaced apart a predetermined distance and adapted to engage to actuate said one means on outward movement of said column, and cooperating stop and follower means normally spaced apart a predetermined distance greater than the aforesaid predetermined distance and adapted to engage to actuate another of said cushioning means on movement of said column in either direction.

9. In a railway car, in combination with the car body bolster, a draft and bufiing column movable longitudinally of the car relative to said bolster, a coupler mounted at the end of said column for movement of limited extent relative thereto, a plurality of cushioning means one disposed outwardly and another inwardly of said bolster for resisting said relative movement, said outer cushioning means being engaged at its outer end and actuated on inward movement of said coupler, means on said column adapted to engage the inner end of and actuate said outer cushioning means after said column has moved outwardly a predetermined amount, and means on said column adapted to engage the outer or inner end of said inner cushioning means after said column has moved inwardly or outwardly, respectively, by a predetermined amount greater than the aforesaid predetermined amount.

10. In a railway car, in combination with the car body bolster, a draft and bufiing column movable longitudinally of the car relative to said bolster, a coupler mounted at the end of said column for movement of limited extent relative thereto, cushioning means disposed outwardly of the bolster, follower means between the outer end of said cushioning means and said coupler for actuating said cushioning means on inward movement of said coupler and column, cooperating stop means on said column and follower means for the inner end of said cushioning means, said cooperating means being normally spaced apart a predetermined amount and being adapted to engage and actuate said cushioning means on outward movement of said column, cushioning means disposed inwardly of said bolster having follower means for its inner and outer ends, and cooperating stop means on said column for the inner and outer ends of said inner cushioning means but normally spaced from their respective follower means by a predetermined amount greater than the aforesaid predetermined amount.

WILLIAM A. BIERMAN. SIGVARD SIMONSON.

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