US2640603A

US2640603A - Cushioning mechanism for railway vehicles

Info

Publication number: US2640603A
Application number: US182750A
Authority: US
Inventors: Willison Donald; Hubert L Spence
Original assignee: National Malleable and Steel Castings Co
Current assignee: National Malleable and Steel Castings Co
Priority date: 1950-03-18
Filing date: 1950-09-01
Publication date: 1953-06-02
Anticipated expiration: 1970-06-02

Description

June 2, 1953- D. WILLISON El AL CUSHIONING MECHANISM: FQR RAILWAY VEHICLES 4 Sheets-Sheet 1 Filed Sept. 1, 1950 INVENTORS DONALD WILL/SON HUBERT L. SPENCE ATTORNEY June 2, 1953 D. WILLISON EIAL 2,640,503

I CUSHIONING MECHANISM FOR RAILWAY VEHICLES Filed Sept. 1, 1950 v 4 Sheets-Sheet 2 BUFF v GEAR TRAVEL /N INCHES DRAFT INVENTORS DONALD WILL/SON HUBERT L4 SPENCE A TTORNE Y June 2, 1953 D. WILLISON EI'AL cusm oums mzcmmsm FOR RAILWAY' VEHICLES Filed Sept. 1; 1950 4 Sheets-Sheet 5 INVENTORS DONALD W/LL/SON HUBERT L SPENCE By ATTORNEY June 2, 1953 D. WlLLlSON ETAL 2,640,603

CUSHIONING MECHANISM FOR RAILWAY VEHICLES Filed Sept. 1, 1950 4 Sheets-Sheet 4 INVENTORS DONALD WILL/SON HUBERT L. SPENCE BY M ATTORNEY IIIIIIII' III l|||||||||||||| Patented June 2, 1953 CUSI-IIONING MECHANISM FOR RAILWAY VEHICLES Donald Willison, Cleveland, and Hubert L. Spence, East Cleveland, Ohio, assignors to National Malleable and Steel Castings Company, Cleveland, Ohio, a corporation of Ohio Application September 1, 1950, Serial No. 182,750

18 Claims.

Our invention relates to cushioning mechanism for use in draft rigging of railway vehicles and more articularly to rubber cushioned draft gears of the compensating type.

In the copending application of Donald Willison, Serial No. 150,473, filed March 18, 1950, is disclosed a draft gear of the above mentioned compensating type which automatically eliminates all free slack between the cushioning mechanism and the yoke which surrounds the cushioning mechanism, and betweenthe cushioning mechanism and the draft gear pocket.

Our invention, which comprises a novel arrangement of a plurality of rubber pads and related metallic followers, provides various improvements over previous forms of cushioning mechanisms of both the compensating and noncompensating types. v

Our cushioning mechanism can be used in A. A. R. freight car construction with any conventional type yoke and with the A. A. R. standard or alternate standard coupler shank.

Our invention provides for more travel and capacity in buif than in draft.

Also, our invention when used in conventional A. A. R. freight car construction, in conjunction with the A. A. R'. standard or alternate standard coupler shank, provides greater travel and capacity in buff than that provided for by conventional types of draft gears in use at the present time.

Also, our invention is one that is simple in construction, cheaply manufactured and easily assembled.

Other various features and advantages of our invention will be set forth in the accompanying description taken in conjunction with the drawings in which:

Fig. 1 is a plan view, partly in section, of our draft gear applied to afreight car of conventional construction. I

Fig. 2 is a side elevational view partly in sec: tion, of our draft gear shown in Fig. 1.

Fig. 3 is a sectional plan view of our draft gear partially compressed in buff.

Fig. 4 is a perspective view of the compensating follower of the draft gear.

- Fig. 5 is a typical compression curve illustrating the draft and bufiing characteristics of the draft gear shown in Figs. 1-4. Fig. 6' is a perspective view of the-cushioning follower in its assembled relation with the yoke, with a portion of the yoke shown in dot-dash lines.

- Fig. '7 is a cross sectional viewo'f the cushion- 2. ing followershowing the manner of assembling the follower in the yoke.

Fig. 8 is a side elevational view, partly in section, showing the preferred method of inserting our draft gear and yoke assembly into the draft gear pocket. Fig. 9 is a cross sectional view taken along line 9--9 of Fig. 8. M

Fig. 10 is a sectional plan view of our draft gear showing means employed .to provide an alternate method of insertion of the draft gear and yoke assembly into the draft gear pocket.

Referring to the drawings, and more particularly to Figs. 1 and 2, we have shown the usual car sill. construction at l-I, a draft gear pocket 3 having rear buffing lugs or abutments 2-2 and front draft lugs 44, and a draft gear yoke 6 which may be ofany conventional type but which for purposes of illustration is an A. A. R. standard vertical plane horizontal key yoke, known as the Y-40. v

The shank 1 of the carcoupler is connected to the yoke by means of horizontal key 9 which extends laterally through slots la in the center sills [-4 and side walls [9 of the striking castin 5. Slots l0 are of sufiicient length that the ends thereof are at no time engaged by key 9 during draft or buffing movements of the coupler and yoke.

Slot 20 in the coupler shank is preferably of slightly greater length than the width of key 9, thus leaving a clearance as at 2| between the key and'the forward end of the slot when the mechanism is in neutral position, as in Fig. 1.

The main cushioning unit 8 and the compeneatin or forward cushioning unit I0 each comprise a group of compression pads ll, preferably of the type claimed in our copending patent application, Serial No. 138,614, filed January 14, 1950. Each pad consists of a metal plate [2 with a cushion of rubber bonded to each face. The surface of the rubber is corrugated as we'have found that a cushioning pad of that type combines very desirable compression qualities with a high degree of durability and sturdiness. Each group of pads terminates in end pads I3 which have rubber bonded to one face only, thus avoiding any rubber to metal contact at the working faces, of the end pads.

Extending between the front end of the main cushioning unit 8 and the front draft lugs 4-4 is the main cushioning follower l4 comprising a transverse follower acting base portion Md and a pair of forwardly extendin rectangularloop portions [45 integral therewith. Each loop "por- 3 tion comprises a pair of horizontal load transmitting arms I40 extending forwardly from the transverse follower acting base portion Ma, and vertical connecting arms Md having draft lug engaging faces Me. The vertical spacing of the horizontal load transmitting arms I40 of each loop is substantially the. same as the. spacing of. the yoke arms 25, thus permitting the use of the same dimension rubber pads in the compensating cushionin unit H] as in the main cushioning. unit 8. It will be observed in Fig; 6 that the faces of loop portions Mb lie in vertical planes and are essentially parallel to. one another. Also.,. the horizontal spacing of the. loop portions is;

such that a passageway providedfor the upper and lower yoke arms 26. It will be noted that yoke arms 26 are overlapped by. arms. Me. of. the loops and in effect are recessed into follower l4.

It will also be observed that the inner sides of arms: Mo? are bevelled; as. at [475* at their for:- ward ends so as to provide clearance for the adjacent: head. of. a yoke: during any rearward Increment: thereof. Although this clearance; is not: necessary in. connection with the: type of: yoke illustrated, since the yoke is not; moved rearwardly in buff... iti necessary when other types of yokes which are moved rearwardly in buff are: used; with: our draft: gear. Also... the front surfacesiof vertical: connecting: arms; Md; are tapered: at the: vertical extremities: thereofi. as at 149,, the: reasom for. whicln will he; hereinafter explained;

Disposed; between. the frontv end of the. compensating: cushioning unit I01 and; the end surface. 21 of; the; coupler shanlc, T, and: within the loop; portions; M11 of the main cushioning. fol.- lower: I24; is: the compensating. follower 22 which, as best shown in. Fig. 4;. comprises a; base: portionz 23;... and; a. forward: abutment 24. spaced from the base portion 23 by

webs

25 and 25a.. In the arrangement showm. the; forward abutment in yoke-.6 is formedrby endsurfaee' 21; of: the. coupler shank. In this. construction, abutment: of: the compensating fohower engagesasurfac'ezl. How:- ever; it. will; be understood; that other types of yokesa whichmayibe: used are: formed with an intag-rah forwardi abutment for. engagement; with the compensating follower. The central web 2512 is; formed. with: a; pair of shouldersv 2'52) facing end'surfaoes: H: of; the-:yokeheazd, foruse in connection; with the. assembly of. the mechanism; The base: portion. 23; is. extended: laterally of the webs 25- and: 25m so as to: provide. abutment surfaces 28; within: the: lODIJJIJDHZiDIlS. Mb of' cushioning;follower I41. It wilLbeanotedthatzthe' area ofbase portion 23: is. substantially the same; as that of; base; ortiorr Ma; of. thezmairr. follower. The compensating; follower is. so: formed that when the; compensating. follower: inassembled relationship; as. seen; in-.Eigs'.. L and 2, the forward faces portion 24 thereof is located: forwardly of the draft. lug; engaging: faces v Me of the main cushioning; follower: M1 by 'an amount indicated at a. in Fig.1. Also: the. abutment surfaces- 28 of the; compensating; follower: 22: are: spaced rearwardly from the-rear: surfaces lflk-ofthe'vertical connecting: portions; Md, thereby: providingfor forward motion of the compensating follower relative .to r the. main cushioning follower. ishrdlu shrdluv shrdlu;

Itwill' be. observedin Figs. 1- and; 2. that the outer. sides of. horizontal load transmitting-r arms We of the. main follower. M. are; formed: with recesses. i'fih. at the.- forward; extremities thereof,

thus providing shim seats Mi. Also the inner side of base portion 23 of the compensating follower 22 is formed with vertical notches at the lateral extremities thereof to provide shim seats All, in opposed relationshi to and spaced from shim: sea-ts I412; the use. of which will. behereinafter described. The lateral depth: of the notch is at least equal to and preferably greater than the depth of the recesses Mh in the main cushioning follower.

Disposed between'the rearward end of the main cushioning unit 8 and the rear abutment or pulling. surface 3llof= the-yoke 6 is the rear cushioning follower l'tl: comprising a transverse follower acting portion 32- having a pair of rearwardly extending rectangular projections 33 disposed at the. lateral extremities thereof and adapted to engage rear stop lugs 2-2. Follower 3| also has pairsbf tapered lugs 38 disposed on the top and bottom sides thereof. The purpose of these lugs will. be explained; in: connection with. the assembly; ofthe mechanism. The rear-surface 34 of follower: acting; portion: 3-2; is engaged.- by the pull.- ing surface 35 of yoke 6.. Theamount of forward. offset shown: at. a! in. Fig, l.- b'etween. the.- yoke engaging, surface 34; and the rear draft lug engaging; surfaces 35- is; preferably the same as; the previously. mentioned offset a? at the: forward. end! of the assembly:. Thustheyoke 6 andcomse uentlythecoupler shank- Lareoffsetforwardly. of the draft gear. pocket in relation; tothe 1108i? tion they would: occupy were it not. for this. oifset construction of. our draft. gear. Thus-the bufilng clearance between. thecoupler horn i5 and. the front face 66 of: the-strikingwasting: 5 is increased correspondinglyto: allow for. theadditiona-L buff.- ing travel producediby our'draft gears Our draft gear is assembled in: the: yoke anddraft gear pocket preferably as-followsz:

The main.- cushioning: follower l 4: is-inserted; be.- tweenrthe yoke straps; 2:6,.v asishown'ini Fig. 7, and then rotated. into; its proper position, as: shown in Fig. 6.- Theassociated compensating follower 22 is then inserted transversely throughtheloops.

of the .main cushioning. follower.

Next the. rear cushioning follower 312 is inserted. between. the; yoke; arms: and. moved rearwardlyinto contact... with the pulling; surface: 3.!) of the yoke. Thenthemain groups of .cushion-ingipads is. inserted: between the.- main: cushioning; follower:

and the rear cushioning follower. The yokecomtaining. the. parts thus far assembledz is placed rear. end downward. inv a. press-l. Suficient: force is then applied to the draft lu engaging; faces Me. of. the. cushioning, follower. to compress the cushioningunitt Gilthfit; the compensating follower. can bera-iseda .sufiicient amountrto :allow the insertion of the compensating group: In. of cushioning pads. It will be:- noted that the: dimensions of.- thecoupler. shank engaging-v portion 24' of the compensating follower are suchithat' it carrbe:moved-forwardlyinto. therear of. theiyoke head until its; surfaces.- 2e. engage rear surfaces Mic. of. vertical. arms Md; ofthe. main follower, thereby providing. suflicient clearance. between bases. 23. and Iiimof: compensating follower and the main follower,.res-pectively, for the insertion of arequired number of cushioning: pads If to form thecompensatinggroup I it:

After the insertion. of. the: group: 10' of. come pensatingcushioning-pads; the: force. is released from the: draft orstop: lug. engaging faces l'4ea of themain followerrl-4 andvieapplieditol the coupler shank engaging portion 24 of the compensating. fOHQWBIa The: force should: be: sufficientl allow for the insertion of shims 31 into recesses 14h at the forward end of the main follower, as shown in Figs. 8 and 9. .The force against portion 24 can then be released, whereupon the main cushioning unit 8 expands, thus forcing the shoulders b of compensating follower 22 into engagement with rear surfaces 11 of the yoke head.

Shims 31 are formed with wedging surfaces 40. While surfaces are not needed during the assembly of the draft gear and yoke in the draft gear pocket, they have a definite use during disassembly of the mechanism, as will be hereinafter explained. The thickness of shim 31 is such that the distance across the shims as seen in Fig. 9 is slightly less than the spacing of the car center sills [-1. The length of shim 31 is sufficient to assure a good bearing against seats I41 and 4| on the main follower and compensating follower, respectively, after the draft gear and yoke assembly has been removed from the press. Also, the width of each shim is such that upon removal of the draft gear and yoke assembly from the press, the compensating follower 22 is so positioned relative to the main follower 14 that the distance 1) shown in Fig. 9 between the forward face portion 24 of the compensating follower and the draft lug engagirg faces Me of the main cushioning follower is slightly less than the amount'indicated at a in Fig. 1.'

It is to be observed in Fig. 8 that afterthe removal of the draft gear and yoke assembly from the press, the distance between the front and rear stop lug engaging faces, Me and 35, of

the main follower and rear follower, respectively, is greater than the distance between the front stop lugs 2-2 and rear stop lugs 4-4 of the draft gear pocket. This occurs because upon removal from the press the main cushioning unit 8 which has been held under compression is free to expand until the shoulders 25b on compensating follower 22 engage surfaces 11 on the head of the yoke. In this position of the parts, the main cushioning unit 8 remains under substantial compression.

The draft gear and yoke assembly is now ready to be placed in position within the draft gear pocket. The assembly is raised until its position relative to the draft gear pocket is similar to that shown in Fig. 8. the aforementioned

tapered surfaces

149 and 38 of the main follower l4, and rear follower 3|, respectively, are in position for engaging the lower extremities of the draft gear pocket stop lugs upon upward movement of the draft gear assembly. surface 43 of the yoke is clear of rear surface of striking casting 5. Upon the application of sufficient upward force to the assembly the wedging action of surfaces 14g and 38 moves the main follower and rear follower towards one another allowing the assembly to be raised into the draft gear pocket. As the followers are moved towards one another during this operation, the yoke is freed for limited longitudinal movement, thereby allowing it to be moved rearwardly and assuring sufficient clearance between nose 43 of the yoke and portion 45 of the striking casting.

After the yoke anddraft gear assembly has been forced into position within the draft gear pocket, the usual yoke or draft gear support plate 39 can be secured to the car sills l-l. The couplershank 1 may then be inserted into the yoke, the draft gear key 9 applied, and the shims 31 removed, whereupon the compensating follower It will be observed that i It will be observed that the forward.

22 moves forwardly into engagement with the rear abutting surface 21 of the coupler shank "I, thus placing the draft gear in tight engagement with the yoke.

' It will be noted that the draft gear is now in tight engagement with front and rear stop lugs 2-2 and 4-4 of the pocket and it is also in tight engagement with the yoke. While at the rearward end the yoke directly engages the gear, at the forward end the engagement takes place through the coupler shank 1 and yoke connecting key 9. It will be clear that end surface 21 of the coupler shank functions in the same manner as though it were an integral front abutment in a yoke, the operation of the draft gear bein the same in either case.

An alternate method of assembling the mechanism is illustrated in Fig. 10 in which slugs 45 and 48 are inserted into the positions shown, while the draft gear parts are being assembled in the yoke. The slugs are of such dimensions that they may easily work themselves out between existing clearances and will not hang up within the gear. Also these slugs may be made of a suitable crushable material. Prior to the insertion of the main group 8 of cushioning pads, the rear positioning slug 48 is inserted between the rear surface 34 of the rear follower 3i and the pulling surface 30 of the yoke, and is positioned at a point centrally located with reference to the rear surface 34.

It is necessary that the length of slug 48 be at least as great as the amount of offset, as shown at a in Fig. 1. This positions the yoke a sufficient amount rearwardly so that the nose 43 thereof will clear portion 45 of the striking casting when the assembly is raised into the draft gear pocket.

The draft gear and yoke assembly is then placed in a press and the main cushioning unit 8 and the compensating cushioning unit [8 are inserted in the manner previously described. Thereafter, the force is released from the draft or stop lug engaging faces Me of the main follower and is reapplied to the coupler engaging portion 24 of compensating follower 22. The force should be sufficient to allow for the insertion of the front positioning slugs 45 between the rear surfaces ll of the yoke head and shoulders 25b of the compensating follower. The length of slugs 45 is such that after the force of the press upon the compensating follower has been released, the distance between the stop lug engaging faces 35 and Me of the rear and main cushioning followers, respectively, is less than the distance between the front 4-4 and rear 2-2 stop lugs of the draft gear pocket.

The draft gear and yoke may then be removed from the press and raised into position within the draft gear pocket, after which the support plate 39 may be secured to the car sills l-i. Next the coupler shank 1 is inserted into the yoke and the draft gear key 9 applied. The front and rear slugs may then be easily removed by subjecting the draft gear to several substantial buff- -ing blows, thus releasing the pressure on the slugs and allowing them to drop clear of the mechanism.

Disassembly of the mechanism is effected as follows: Shims 31 are utilized during this operation, the wedge portions 48 thereof being inserted from the underside of the mechanism into recesses M72. in main follower l4 and the shims thenbeing driven upwardly, thus forcing the compensating follower 22 rearwardlyout of enanemone gagenient with end surface 27; of the. coupler shank. 7-". This: facilitates removal of the draft gear? ltey 9 and permits withdrawal oi. the coulpler shank from the yoke. The yoke support plate: 39: may then; be removed; after which the draft gear and yoke assembly can be forced:- out of? thedraft gear pocketby means of pry bars or other; suitable implements Ituwi-ll be: noted that the composition and thick- HESS-f therubber padsthenum-ber of pads, and the: distance between the maincushioning fol lower t4: and rear follower-3i are so. arramged that when the draft gear is: compressed: 130* its: normal assembled length withim the draft pocket. of the the cushioning unit 8: is under a sub.- stantial compressive load on about; 2!);060 pounds for example; Similarly, the above-mentioned factors andthe distance between the compensat ingt' follower 22 and the: main cushioning, follower M are such: that the compensating cushioningunit is maintained under a compressive load of. about 1'O;000'pounds.. The 20,000 pound load reacts, partly, directly against the front and: rear draft lugs of the draft gear pockets-11d: partly.

to the extent of 10;.000' pounds, against'both ends of the" yoke through the compensating unit-. It will thus be: seen that. the draftgear isiheld tight in: the draft gear pocket and also in the yoke; regardless of the ordinary length variations to whiclithese parts are subject,

In Fig. 3 We have shown.- our draft gear partiallycompressedunder a curling load. The rear abutment surface 2.! of the coupler shank. transmitsv this bufiing load to: the compensating followerrz causing it to further compress the compensating cushioning unit to which, as noted heretofore,v is pro-compressed under a l-OgOQQ pound load when assembled. As the: buffing load increases and the compensating cushioning unit compresses, its resistance correspondingly increases and when it equals the. initial compression; 2&000: pounds,. on the main.- cushinning: unit 8,. the latter starts to' compress. in series with the compensating unit. As main cushioning unit 8' is compressed, draft lug.- engagingi faces; We: of; the main follower i4. leave contact; with the. front stop lugs 3 4;- as shown alt-42 in: Fig. 3.. Further increase; ins the buffing load! causes the compensating and'main cushion, irig units-to continue to compressiin series.- until the shocks has been completely dissipated;

A-featureof: our draft'gear residesfinthe elim inatiorr ofalL metal to metal limiting stops; such as; have" to-be' used in friction type draft gears. Thusthe normal running. shocks of draftand as wel-l as theshock-s resulting from abnormal operations. oncollisions arecushioned by rubber;

' Ui'iderapulling'or draft-load thecouplec shank transmits: the" load through the: yoke key 9 and rear? pulling. surfacein cfthe yoke to the rear cushioning; follower 31: causing it. to/ move forwardlm. thus: compressing the. main cushioning unit 8 At thesame timey because-of the forward movement of-the. coupler shank, the compermeating follower 22 moves forward. under the expairisiorr of. the compensating unit til until further expansion is prevented by contact of the compensating follower with: sin face l-Meon the cushioning follower. Thusthe. pulling force reuired: to start: compression. of the main cushionin'g unit- Br is. equal to; the diiierencein: the preoo'm-pression loadings of main; cushioning unit- 8 and compensating. cushioning unitiii. For the compression. valu'esrgive'ri aboveiaifonce of; 10;,000

, 8 poundsrequired. in. drafttocompress unit- 8 As the: pulling load increases itcauses main cushioning unit 8 to continue to compress until the entire pulling load has: been dissipated:

In the: form as shown, chosen for illustration of our: invention; our draft gear iscapable of providing? travel in draft of approximately 1%- inches and in buff of approximately 3 inches at a loading of 600,000 lbs., a seen in Fig. 5. In the conventional draft gear and coupler ap plicationt which. allows a maximum draft. gear travelinbuif or draft of- 2%: inches, the coupler horn i5 is' located approximately 3 inches: from the front face 46. of the strikingv casting 5- so that the draft gear may compress its full 2%; inches without allow-ingthe couplerhorrr to con-' tactthe: striking: casting.

In. our draft. gear, whichis designed: touse couplers, yokesand car construction-.madeimac cordance with A. A. R. standards,- we have provided. for considerably more than the CGDVEHP tionalamount of draft gear travel in. b-uiT. We have accomplished. this ina very simple andef.-- fectivemannen As was earlier pointed outliersin,-therear follower 31 is formed with a suhstan tial offset between its draft lug engaging. portions. 35- and its yoke engaging surface 3.4 It was also: pointed outthat. the. coupler or yoke engaging surface 24. of the-compensating follower 22 is likewise offset forwardly of the draft lug engaging faces 14:: of the-main follower M by the same amount This onset construction. at both ends of our draft. gear provides sufficient clearance between. the coupler horn I 5 and the front face-4t of the striking casting. to enable the coupler to mc verearwardly irrbufr: an additional- 1 inch over that amount of horn clearance provided for in the conventional draft gear. construction, V

Fig. 5 shows. a typical compressiondiagram produced. byour compensating. draft gean. It will be observed that in the range of loadsup to about 60,000 pounds. such as encounteredduring stop ping, starting and running cperations-,- the travel in bufi" of our draft gear amounts to approximately 2 inches It willv also. be observed: that in bufi' ourdraftv gear provides. anadditional 1% inches of. travel.over which to dissipate: the shock loads of high intensity...

We-haJ/e illustrated the application of our com"- pensating selective travel. draft gear with the XVQHr-kl'lOWllA. A. R... vertical lane horizontal key yoke Y -40'. It. should: be. understood that any ccnventionaltype ofyoke of standard l'engthma-y be used. without efi'ecting. the novel operation of our draft gear in buff. and in draft.

While we have mentioned certain figures which we believe: are desirable for the initial compresa sion. of the. compensating unit and main coshioning. unit, it should. he understood that these particular values. are not essential to the proper functioning of the draft gear. The various parts of this. draft. gear,, the yoke andv the draft gear pocket are subject to manufacturing toleramzes and certain of these variations aifectthe. space available for the rubber pads, and necessarily result deviations from the particular values specified above. The essential requirement is that, under the loosestconditionallowed by any combination of tolerances, and variations in the rubber padsthc main cushioningunit should be under an amount of compressiongreater-than the compensating unitso that the gear wilt-fit tightly against thestop-lugsof. the. draft gear pocket? The. terms andiexpressions which: we have em ployed are used in a descriptive and not a limiting sense and we have no intention of excludin such equivalents of the invention described or of portions thereof, as fall within the purview of the claims.

What we claim is:

1. A draft gear for assembly with a draft gear yoke and between the front and rear stop lugs of a draft gear pocket, said gear comprising a rearward group of cushioning pads, a forward follower and a rear follower for compressing said pads, said followers having portions engageable with said front and rear stop lugs to place said pads under initial compression upon assembly of said gear in said pocket, said stop lug engaging portions of said forward follower comprising a pair of forwardly extending loop portions, and a forward group of cushioning pads carried by said loop portions reacting against said forward follower and a forward abutment in said yoke, both said forward and rearward groups of pads being compressible in buff, and in draft only said rearward group being compressible.

2. A draft gear for assembly with a draft gear yoke and between the front and rear stop lugs of a'draft gear :pocket, said gear comprising a forward follower and a rear follower positioned to engage said front and rear stop lugs, a group of cushioning pads under predetermined initial compression for urging said followers into tight engagement with said lugs upon assembly of said gear in said pocket, longitudinally extending loop portions extending from said forward follower, and another group of cushioning pads received by said loop portions, saidlast-named pads being under predetermined initial compression for holding said gear tightly between front and rear abutments in said yoke, both said forward and rearward groups of pads being compressible in buff, and in draft only said rearward group being compressible.

3. A draft gear for assembly with a draft gear yoke and between the front and rear stop lugs of a draft gear pocket, said gear comprisinga main cushioning unit, followers for placing said unit under predetermined initial compression between said front and rear stop lugs, said follower for engagement with said front stop lugs comprising a transverse base portion engaging said unit and a pair of rectangular 100p portions extending forwardly from said base portion, the ends of said loop portions being positioned to engage said front stop lugs, said follower for engagement with said rear stop lugs having a portion engageable with the rear abutment in said yoke, and a compensating cushioning unit carried by said loop :portions for holding said gear tightly insaid yoke, said compensating unit being under predetermined initial compression between said base portion and the forward abutment in said yoke.

4. A railway draft gear comprising a rearward cushioning unit, follower means for compressin said rearward unit, said means comprising followers for engaging the front and rear stop lugs of a draft gear pocket, said follower for engaging said front stop lugs comprising a transverse base portion engaging the forward end of said cushioning unit and rectangular loop portions extending forwardly from said base portion, the ends of said loop portions being positioned to engage the front stop lugs of the draft gear pocket, a com pensating cushioning unit received by said loop portions, and a compensating follower received by said loop portions and being engageable with the front abutment of a draft gear yoke, said 10 compensating unit reacting against said base portion and said compensating follower.

5. A railway draft gear for assembly between the front and rear stop lugs of a draft gear pocket and between the front and rear abutments in a, draft gear yoke in which the longitudinal spacing of said abutments is substantially the same as the distance between said front and rear stop lugs, said gear comprising a rear follower having portions for engagement with said rear stop lugs, said follower having a portion offset forwardly of said rear stop lug engaging portions and being positioned to engage the rear abutment in said yoke, a forward follower for engaging said front stop lugs, cushioning means under initial compression between said followers, said front follower comprising longitudinal loop portions positioned to engage said front stop lugs, a compensating follower received by said loop portions and having a surface for engagement with theforward abutment in said yoke, and cushioning means carried by said loop portions interposed between said compensating follower and said forward follower, said last-named cushioning means being under initial compression for urging said compensating follower into tight engagement with said front abutment.

6. A railway draft gear for assembly between the front and rear stop lugs of a draft gear pocket and between the front and rear abutments in a draft gear yoke in which the longitudinal spacing of said abutments is substantially the same as the distance between said front and rear stop lugs, said gear comprising a front follower havinga transverse base portion and forwardly extending loop portions positioned to engage said front stop lugs, a rear. follower having surfaces for engage ment with said rear stop lugs and a rear surface for engaging the rear abutment in said yoke, said rear portion being offset forwardly of said stop lug engaging surfaces, a group of resilientpads under initial compression between the rearward side of said base portion and said rear follower to urge said loop portions and-said rear follower into tight engagement with said stop lugs, a group of resilient pads carried by said loop portions and engaging the forward side of said base portion, and a compensating follower carried by said loop portions interposed between the forward endzof said last-named pads and the front abutment in said yoke, said last-named pads being under initial compression to urge said rear follower and said compensating follower into tight engagement with said yoke abutments. i

'7. A railway draft gear for assembly between the front and rear stop lugs of a draft gear pocket and between the front and rear abutments in a draft gear yoke in which the longitudinal spacing of said abutments is substantially the same as the distance between said front and rear stop lugs, said gear comprising a front follower having a transverse base portion and forwardly extending loop portions positioned to engage said front stop lugs, a rear follower having surfaces for engagement with said rear stop lugs and a rear surface for engaging the rear abutment in said yoke, said rear surface being offset forwardly of said stop lug engaging surfaces, a group of resilient pads interposed between said base-portion and said rear follower, said pads being under initial compression to urge said loop portions and said rear follower into' tight engagement with said stop lugs, a compensating follower carried by said loop portions and being movable longitudinally thereof, a group of resilient pads carried by said loop portions interposed between said base portion and said compensating follower, said compensating follower extending forwardly of said loop portions and being urged into tight engagement; with said front abutment in said yoke -by said last-named resilient pads upon assembly of said gear in said yoke.

8. A railway draft gear for assembly betweon the front and rear stop lugs of a gear pocket and between the front and rear abutments in a draft gear yoke in which the longitudinal spacing of said abutments is substantially the same as the distance between said front and rear stop lugs, said gear comprising a rear follower having portions for engaging said rear stop lugs, said fol-lower having a yoke engaging portion offset forwardly of said stop lug engaging portions, a group of resilient pads engaging said folicwer, a forward follower engaging said pads and having loop portions for engagement with said front stop jugs, said pads being compressible upon forward movement of said rear follower by said yoke, a forward group of pads engaging said forward follower-and being arranged. in series with-saidfirstnamed pads, a compensating follower interposed between the forward. abutment in said yoke and said said forward group of pads, said compensating follower being movable rearwardly to compress said groups of pads, said forward group of pads and said compensating *foilower being canried by said loop portions, said compensating follower extending forwardly beyond said -loop portions and being urged into tight engagement; with the forward abutment in said yoke upon assenrbiy of said gear-in said yoke,

9. *In railway draft rigging a draft gear pocket having front and rear stop lugs, a draft gear in said pocket, said gear comprising a front follower engaging said front stop *lugs and a rear follower engaging said rear stop lugs, a cushioning unit under predetermined initial compression between said --followers, said front fol-lower "having a pair of longitudinal loop portions engaging said front stop lugs, a compensating cushioning unit carried by said loop portions, and a compensating fol-lower for compressing said compensating cushioning unit, a yoke encircling said gear and having a rear abutment engaging said rear follower, said yoke engaging portion of said rear follower being offset forwardly of said rear stop lugs, a car couplerhavi-ng a shank portion operatively connected to said yoke, the end of said shank portion having an abutment surface positioned forwardly of said front stop lugs :bygan amount cgual to the forward offset of said yoke engaging portion of said rear follower, said c mp nsating cu hionin .unit ing underpredetermined initial compression for urging ,saidcompensating follower into tight enga ement with said shank abutment surface.

1.0. In a railway draft gear a pair of relatively movable followers, one of said followers having a transverse "base portion and a pair of loop portions extending forwardly longitudinally from said base portion, each of said loop portions comprising-upper and lower arms, the other of said followers being carried by said loop portions and having a surface positioned to engage an abutment in an associated draft gear yoke, and resilien-t means carried by said loop portions and being compressible between said base portion and said other-follower, the'outer sides of the upper and lower arms of each of said loop portions being recessed to allow insertion of shims therefor engaging :portions of said other follower 12 durin assembly of sa d sear ina draft s ar pocket to maintain said yoke ens-a urface in predetermined l10ition rearward .of an abutm nt in the associated yok 11. A railway draft gear comprising a :pair of relatively movable followers, .one .of said followers havin a ran verse base :portion and .a pair of loop portions extending forwardly longitudinally from said *baseportion, the other of said follow- .ers being received by said loop portions and being movable toward and away from said base portion, resilient :m ans nterposed between said base pontion said other follower, the outer side of each of said loop portions being recessed in a vertical direction to allow insertion of shims therein for engaging said other follower to maintain the latter in predetermined relationship to said first-named fol-lower against the resistance of said resilient means during assembly .of said soar in a draft gear p k t.

12. A :rai lway draft gear comprising a pair of relatively movable followers, one of said followers having a transverse :base portion and a pair of loop portions extending forwardly longitudinally from said base portion, the other of said followers being carried by said loop portions and being movable toward and away from said base portion, resilient means interposed between said base portion and said other deflower, said other follower having abutment means arranged adg'acent the inner sides .of said loop portions for engagement :with an assembly slug for urging said fol lowers inwardly of the draft gear when the gear is within an associated yoke.

13. A follower for a railway draft gear, comprising a pair of stop lug engaging portions, a draft gear yoke engaging portion offset forward- 1y of said stop lug engaging portions, and tapered portions at the upper ends of said stop lug en gaging portions adapted for wedging engagement with the associated stop lugs of a draft gear pocket upon raising of the draft gear, during the assembly of the gear a car, to "bring said stop lug engaging portions into contact with the associated stop lugs.

14. A follower for a railway draft gear, comprising a pair of spaced transversely extending rectangularly shaped abutment portions, the rearward one of said abutment portions having vertically extending notches at the lateral ex-- tremities thereof for guiding an associated assembly shim into place, the forward one of said abutments being of such dimensions as to be received the head of an associated draft gear yoke during assembly of the draft gear in the yoke, and abutment means positioned to engage the head of the yoke to limit the extent to which said forward abutment --portion is received inthe yoke head.

1*5. A follower for a railway draft gear, comprising a transverse'base portion, a pair of longitudinal loop portions extending in one direction from the lateral extremities of said base portion, the ends of said loop portions having vertical surfaces for engagement with the stop lugs of a draft gear pocket said loop portions having tapered surfaces adjacent the upper ends of said vertical surfaces and forming continuations thereof, said tapered surfaces being positioned for wedging engagement with said stop lugs upon raising of the draft gear, during assembly of the gear in a car, to bring said vertical surfaces into contact with said stop lugs.

16. A railway draft gear comprising a plurality of follower members, certain of said members having surfaces positioned to engage the front and rear stop lugs of a draft gear pocket, resilient means for opposing relative longitudinal movement between said members, said members being so arranged that the distance across the front and rear stop lug engaging surfaces of said members upon assembly of said draft gear in a yoke being greater than the longitudinal spacing of the front and rear stop lugs of the pocket, said stop lug engaging members having inwardly tapered surfaces at the upper ends thereof for wedging engagement with the front and rear stop lugs of the pocket upon raising of said gear and yoke, during assembly thereof in a car, to force said members inwardly of the gear and thereby enable movement of said gear into the pocket.

17. A railway draft gear comprising a pair of relatively movable followers, one of said followers having a transverse base portion and portions extending forwardly from the lateral extremities of said base portion for engagement with the draft lugs of a railway car draft gear pocket, the other of said followers arranged between said forwardly extending portions and being\ 25 movable toward and away from said base portion, and resilient means interposed between said base portion and said other follower, said followers having opposed abutment means for engagement with an assembly shim for holding said resilient means compressed during the insertion of said draft gear into said draft gear pocket.

18. In a draft gear of the compensating type a pair of relatively movable followers and resilient shock absorbing means between said followers arranged to compress and expand upon movement of one follower relative to the other of said followerrs, one of said followers having forward extensions for engagement with draft lugs of a railway car draft gear pocket and the other of said followers being arranged between said extensions, said last-named follower and said extensions having opposed abutment means for engagement with an assembly shim for temporarily holding said resilient means compressed between said followers for assembly purposes.

DONALD WIILISON.

HUBERT L. SPENCE.

References Cited in the file of this patent UNITED STATES PATENTS Number Name Date 1,853,696 Olander Apr. 12, 1932 2,147,034 Heitner Feb. 14, 1939 2,184,936 Clark Dec. 26, 1939 2,186,267 Page Jan. 9, 1940