US2801010A - Cushioning mechanism for railway vehicles - Google Patents

Cushioning mechanism for railway vehicles Download PDF

Info

Publication number
US2801010A
US2801010A US222218A US22221851A US2801010A US 2801010 A US2801010 A US 2801010A US 222218 A US222218 A US 222218A US 22221851 A US22221851 A US 22221851A US 2801010 A US2801010 A US 2801010A
Authority
US
United States
Prior art keywords
yoke
unit
cushioning
draft
gear
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Expired - Lifetime
Application number
US222218A
Other languages
English (en)
Inventor
Willison Donald
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
National Malleable and Steel Castings Co
Original Assignee
National Malleable and Steel Castings Co
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Priority to NL82409D priority Critical patent/NL82409C/xx
Priority to BE510796D priority patent/BE510796A/xx
Priority to NL7300821.A priority patent/NL168899B/xx
Priority to US222218A priority patent/US2801010A/en
Application filed by National Malleable and Steel Castings Co filed Critical National Malleable and Steel Castings Co
Priority to FR1063806D priority patent/FR1063806A/fr
Priority to DEN5404A priority patent/DE926731C/de
Priority to CH310684D priority patent/CH310684A/de
Priority to ES0203105A priority patent/ES203105A1/es
Priority to GB9943/52A priority patent/GB707343A/en
Application granted granted Critical
Publication of US2801010A publication Critical patent/US2801010A/en
Anticipated expiration legal-status Critical
Expired - Lifetime legal-status Critical Current

Links

Images

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61G—COUPLINGS; DRAUGHT AND BUFFING APPLIANCES
    • B61G9/00—Draw-gear
    • B61G9/04—Draw-gear combined with buffing appliances
    • B61G9/06—Draw-gear combined with buffing appliances with rubber springs

Definitions

  • My invention relates to cushioning mechanism for use on railway vehicles, and more particularly to a draft gear of the compensating type, in which all free slack between the draft gear and draft gear yoke, and between the draft gear and the draft gear pocket, is eliminated.
  • This invention pertains to a draft gear comprising a pair of cushioning units, one of which is encircled and carried by a draft gear yoke, and the other of which is disposed rearwardly of the yoke and within the confines of the draft gear pocket, the units being so constructed and arranged as to be compressed in series under bufiing loads, while under draft loads only one of the units is compressed.
  • a feature of this construction is that my draft gear provides for greater travel and capacity in buff than in draft, this being desirable in view of the fact that buffing loads are generally of greater intensity than draft loads.
  • Fig. 1 is a sectional plan view of a draft gear of the compensating type embodying my invention, the mechanism being applied to a freight car of conventional construction.
  • Fig. 2 is a side elevational view of my draft gear shown in Fig. l.
  • Fig. 3 is a sectional plan view of my draft gear pan tially compressed in buff. 7
  • Fig. 4 is a cross-sectional view taken along line 44 of Fig. 2.
  • Fig. 5 is a sectional plan view of a modified form of my invention.
  • Fig. 6 is a side elevational view of the modification shown in Fig. 5.- a
  • Fig. 7 is a sectional plan view of the modified form of my draft gear partially compressed in buff.
  • yoke 20 comprises head 22, horizontal straps 23 and transversely extending end portion 62 joining straps 23. Portion 62 preferably extends the full width of the spacing between center sills 10. It will be noted that yoke head 22 is similar in construction to the head of the Association of American Railroads (A. A. R.) standard vertical plane horizontal key yoke as the Y-40.
  • the shank 24 of the car coupler is connected to the yoke by the horizontal key 26, of conventional construction, which extends laterally through slot 27 in the yoke head and through aligned slots 28 in center sills 10 and in side walls 30 of the striking casting. Slots 28 are of sufficient length that the ends thereof are at no time engaged by key 26 during draft and buffing movements of the coupler and yoke. Slot 32 in the coupler shank is preferably of slightly greater length than the width of key 26, leaving a clearance as at 34 between the key and the forward end of the slot when the mechanism is in neutral position, as in Fig. l.
  • My draft gear comprises a pair of cushioning units 36 and 38 arranged in longitudinal alignment, each unit being formed of a group of compression pads 40, preferably of the type disclosed and claimed in the copending application of Donald Willison and Hubert L. Spence, Serial No. 138,614, filed January 14, 1950, now Patent Number 2,686,667, issued August 17, 1954.
  • Each pad, except the end pad of each group, consists of a metal plate 42 with a cushion of resilient material, such as rubber, bonded to each face.
  • the surface of the rubber is corrugated, as I have found that a cushioning pad of that type combines very desirable compression qualities with a high degree of durability and sturdiness.
  • the end pads of each group have rubber bonded to one face only, thus avoiding any rubber to metal contact at the working faces of the end pads.
  • Cushioning unit 36 has a forward follower 46 for engagement with draft lugs 14.
  • follower 46 comprises a forwardly extending abutment portion 50 for engagement with the end surface 52 of the coupler shank.
  • the abutment portion 50 may comprisea separate piece secured to the follower'as by welds 54, or it may be formed integral with the base portion. coupler forwardly to allow greater clearance between the coupler horn 49 and front surface 51 of the striking casting so as to utilize the greater travel of the draft gear in bufi.
  • forward cushioning unit 36 and follower member 46 are encircled and carriedby the yoke 20, the rear end of the cushioning unit engaging abutment surface 58 on end portion 62 of the yoke. It will be apparent that in draft, as the yoke is pulled forwardly by the coupler through key 26, unit 36 is compressed between follower 46 and surface 58 on the yoke.
  • the forward abutment within the yoke, for cushioning unit 36 is provided by end surface 52 of the coupler shank, while the rear abutment is provided by surface 58 on the yoke.
  • End portion 62 of the yoke may be cored, as at 69, to lighten the mechanism and yet maintain adequate strength.
  • rearward cushioning unit 38 Compressed between end portion 62 of the yoke and rear abutment member 68 is rearward cushioning unit 38.
  • rearward unit 38 reacts between forward unit 36 and member 68 to urge front follower 46 into engagement with stops 14 and member 68 in engagement with rear stops 16.
  • Unit 38 is preferably encircled by a retaining band 65 comprising a plate 64, to which is affixed a U-shaped portion 67. It will be observed that a clearance as at 70 exists between member 68 and the rearward end of the band to allow the unit to expand in draft from its initial precompressed condition, as will be hereinafter explained. It will be clear that member 68, which engages rear stops 16, serves as a base of resistance against which unit 38 is compressed in buff.
  • the primary function of the band is to aid in the assembly of my draft gear and to maintain the rear cushioning unit in alignment during operation of my draft gear. It will be noted that during the actual operation of my draft gear, plate member 64 acts merely as a shim between the front of cushioning unit 38 and the abutment surface 61 on the yoke.
  • the draft gear is assembled as follows: The forward follower 46 is inserted between the yoke straps 23 and moved forwardly into engagement with rear edges 74 of the yoke head. Next, the forward group 36 of pads 40 is The purpose of abutment 50 is to, move the 3 inserted intotheyokebetwe'enfollower 46 and abutment surface'58; Then the yoke is placed upright in a press, supported on surface 61 of end portion 62 of the yoke.
  • the assembly is ilien placed upright' inia 'pr'ess "supported on fth e bufljng plate memb'ei flhnd-pressure-isapplied to the buffing l ig V engaging face 79 of the abutment me mber'68 to 'com- :press the -cushioning unit,pthus permittingthe insiertion of nietallic-slugs slorother suitable fillers betweenfmember 8 ⁇ a1id the adjacent portion of band 65; as illustrated in Fig.
  • the operation of my draft gear under a bufiing load is as follows: The bufling load is transmitted by the coupler shank 24 to forward follower 46 and thence to cushioning units 36 and 38. It willbe apparent that upon the application of the bufli'u-g'lo'ad the gear will begin tocompress after the initial compression'of 10,000 pounds applied to rearward unit 38 is overcome. As the load exeeeds'l0,000 pounds rearward unit 38 alone will be compressed from its original assembledposi-tion, as shown in Figs. 1 and 2. Thus the bufling load is transmitted through forward unit 36 and end portion 62 of theyoke to unit 38 and the latter alone is compressed until the buflingfload equals the initial compressionload;of' 20;000
  • Fig. 3 the 'gear is shownsubjected to a'bufiing load which exceeds the initial compression applied co-forward unit '36 so that both units are shown compressed from- T0136 bs'el'ivediihai 23 slts'hollldbe"ifsilfficint i fi l g s 5 their initial assembled position.
  • slugsi fi fli-and' 81 may be'removed by applying'.:ai-b1iffing load. to "the gear sufficient*to'exceed-the initial compression-of forward cushioning unit'36.
  • Such a l'oad'in' bufi will release the slugs, allowing slugs *80 to fallrfreelysirom their positionbetween the yoke- ⁇ head andwthef follower member and allowihg slugs '81 to fallfreelylthrough the recesses 82 in 'ret-aininghahd65f .As'rwilli-be seen in Figs; Z-and 4, a ch-annel-shaped I aligning member 88 is-providedd'irectly above retaining band" and-i's afiixed,..prefer.ably by welds, to the-inner surfaces of the top web90'of the center sills 10.
  • the variousele ments of the draft gear are'so dimensionedand arranged that upon assembly the'reofin'the 4 draft gear pocket of the can-theforward cushioning unit- 36 ;isipl aced'i1nder a substantial compressiveloadof about 20,000 pounds, forex-ample, 'whilethe rearward cushioning 38'is'iplaced under a compressive load of about 10,000: pounds.-
  • pads in the forward unit affects only the characteristics of the gear in draft, the butting characteristics remaining the same so long as the total number of pads in the gear is constant.
  • the modification shown in Figs. 5, 6, and 7 is for use with a swivel butt type of coupler shank and yoke connection.
  • the shank 92 is shown connected to the yoke 94 by means of swivel pin 96.
  • the yoke 94 comprises head 98 which is similar in construction to the yoke head of the A. A. R. standard vertical plane swivel yoke, known as the Y-30.
  • horizontal key 26' extends laterally through slots aligned 28' in center sills and in side walls 30' of the striking casting and through coextending slots 100 and 102 in the coupler shank and in the yoke head, respectively.
  • horizontal key 26' serves no other purpose in this construction than that of an emergency alternate connection to prevent the coupler shank from being pulled free of the car in case of failure of yoke straps 118.
  • Slots 28' are of suflicient length that the ends thereof are at no time engaged bykey 26' during normal operation of the draft gear. Also, it will be observed that the coupler shank 92 and the yoke 94 move longitudinally as a unit during the application of draft and buffing forces to the mechanism.
  • the follower 108 In engagement with the front abutment 104 in the yoke is the follower 108 comprising a yoke-engaging abutment portion 112, and draft lug-engaging portions 114.
  • the rear abutment 106 in the yoke In engagement with the rear abutment 106 in the yoke is another follower 116.
  • the cushioning followers 108 and 116 are of lesser height than the spacing of the yoke straps 118 so that they can be assembled directly into the yoke in a lateral direction. Compressed between followers 108 and 116 is a group of rubber pads 40 which form the forward cushioning unit 36a of the gear.
  • abutment member 120 Disposed rearwardly of follower 116 and in engagement therewith is an abutment member 120 which bridges the end of the yoke.
  • Member 120 is U-shaped and comprises a transversely extending wall or base portion 122 spaced from the end of the yoke, and forwardly extending side wall portions 124 which are spaced laterally of the yoke end and have abutment surfaces 126 at the forward extremities thereof in engagement with follower 116.
  • a transversely extending abutment member 128 Compressed between member 120 and member 128 is a group of rubber pads 40 which form the rearward cushioning unit 38a of the gear. It will be observed in Fig.
  • a U-shaped retaining band 132 which is preferably secured by means of welding to abutment member 120.
  • the lower strap of band 132 is provided with recesses 82' for receiving assembly slugs 81 as in the previous form of the invention.
  • channel-shaped aligning member 88 is provided directly above band 132 to preclude any undue vertical displacement of rearward unit 38a in service.
  • the modified form of my draft gear is assembled in much the same manner and sequence as is my preferred form of draft gear, the main exception being that in assembling the modified form the forward cushioning unit 36a is compressed between its associated followers and is held compressed by a pair of O-type clamps 133, as illustrated in dot-dash in Fig. 7.
  • a drilled hole 134 on each side of follower 116 is provided for receiving one arm of each clamp while the other arm of the clamp is received in a notch 135 in follower 108.
  • the cushioning unit thus compressed, is placed into position within the yoke and the O-clamps removed with pry bars.
  • the yoke is next raised into place between the car sills with follo'wer108 in engagement with front stops 1 4 and then support plate 78 is applied.
  • Rear cushioning unit 38a which is held compressed between members and 128 by slugs 81' and band 132 is next raised into position and support plate 86 is then applied.
  • Slugs 81' will be released upon the application of a bufiing load sufficient to compress unit 38a beyond that which it is compressed for assembly purposes. After slugs 81 have been released the expansion of unit 38a between members 126 and 128 urges forward unit 36a forwardly so that follower 108 engages front steps 14.
  • the amount of precompression maintained in the cushioning units may be the same as that used for purposes of illustration in my previous form of draft gear, namely, 20,000 pounds in the forward cushioning unit and 10,000 pounds in the rearward cushioning unit.
  • unit 36a upon assembly of the gear in the car, unit 36a will be tight between the front and rear abutments in the yoke and also front follower 108 will be in tight engagement with stop 14 while member 128 will be in tight engagement with rear stops 16.
  • the operation in draft of my modified form is exactly the same as in my preferred form. r
  • This clearance is preferably of an amount greater than the distance that follower 108 moves toward follower 116 under the maximum buffing load encountered in service.
  • clearance 136 is such that end portion 138 of the yoke will not engage base portion 122 even under the severest service conditions. Therefore, upon the application of a buffing load to the draft gear, rearward cushioning unit 38a alone is compressed until its resistance equals the initial compression of forward cushioning unit 36a. Thereupon any additional increase in the butfing load will cause the forward cushioning unit and the rearward cushioning unit to compress in series until the bufling load has been completely dissipated. It will be clear that when both units are being compressed, all of the pads in the gear are compressed equally.
  • the yoke moves rearwardly an amount equal to the total compression or travel of cushioning units 36a and 38a, whereas in the previous form the yoke moves in buif only an amount equal to the compression of the rearward cushioning unit.

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Vibration Dampers (AREA)
  • Gears, Cams (AREA)
  • Springs (AREA)
US222218A 1951-04-21 1951-04-21 Cushioning mechanism for railway vehicles Expired - Lifetime US2801010A (en)

Priority Applications (9)

Application Number Priority Date Filing Date Title
NL82409D NL82409C (en, 2012) 1951-04-21
BE510796D BE510796A (en, 2012) 1951-04-21
NL7300821.A NL168899B (nl) 1951-04-21 Kunstmatig eiland met een uithouder.
US222218A US2801010A (en) 1951-04-21 1951-04-21 Cushioning mechanism for railway vehicles
FR1063806D FR1063806A (fr) 1951-04-21 1952-04-15 Perfectionnements apportés aux mécanismes amortisseurs de chocs pour des véhicules de chemins de fer, notamment pour des attelages à compensation
DEN5404A DE926731C (de) 1951-04-21 1952-04-19 Zug- und Stossvorrichtung fuer Eisenbahnwagen
CH310684D CH310684A (de) 1951-04-21 1952-04-19 Zugvorrichtung an Eisenbahnwagen.
ES0203105A ES203105A1 (es) 1951-04-21 1952-04-21 UN APARATO DE ENSANCHE O TRACCIoN DEL TIPO COMPENSADOR PARA FERROCARRIL
GB9943/52A GB707343A (en) 1951-04-21 1952-04-21 Improvements in or relating to cushioning mechanism for railway vehicles

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
US222218A US2801010A (en) 1951-04-21 1951-04-21 Cushioning mechanism for railway vehicles

Publications (1)

Publication Number Publication Date
US2801010A true US2801010A (en) 1957-07-30

Family

ID=22831355

Family Applications (1)

Application Number Title Priority Date Filing Date
US222218A Expired - Lifetime US2801010A (en) 1951-04-21 1951-04-21 Cushioning mechanism for railway vehicles

Country Status (8)

Country Link
US (1) US2801010A (en, 2012)
BE (1) BE510796A (en, 2012)
CH (1) CH310684A (en, 2012)
DE (1) DE926731C (en, 2012)
ES (1) ES203105A1 (en, 2012)
FR (1) FR1063806A (en, 2012)
GB (1) GB707343A (en, 2012)
NL (2) NL82409C (en, 2012)

Cited By (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US3022587A (en) * 1959-03-16 1962-02-27 F J Mccarthy Inc Road scrapers
US4140304A (en) * 1977-12-12 1979-02-20 Euclid, Inc. Resilient vehicle ride strut
US6446820B1 (en) 2000-09-07 2002-09-10 Amsted Industries Incorporated Railcar draft gear assembly and system
US6659438B2 (en) * 2002-03-04 2003-12-09 Lord Corporation Mount with dual stiffness
US20080272081A1 (en) * 2007-05-01 2008-11-06 Sprainis Ronald J Combination yoke and elastomeric draft gear
US8672151B2 (en) 2011-09-15 2014-03-18 Wabtec Corp Elastomeric draft gear for a railcar
US10189488B2 (en) * 2016-09-02 2019-01-29 Amsted Rail Company, Inc. Railway freight car draft gear assembly

Families Citing this family (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
NL203585A (en, 2012) * 1955-01-17

Citations (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US1807345A (en) * 1927-10-06 1931-05-26 Nat Malleable & Steel Castings Draft key for car couplers
US2039266A (en) * 1928-04-11 1936-04-28 Symington Co Draft rigging
US2186267A (en) * 1938-02-17 1940-01-09 Waugh Equipment Co Cushioning mechanism
US2203542A (en) * 1936-04-04 1940-06-04 Waugh Equipment Co Cushioning mechanism
US2640603A (en) * 1950-03-18 1953-06-02 Nat Malleable & Steel Castings Cushioning mechanism for railway vehicles
US2743821A (en) * 1956-05-01 Draft gear with swivel coupler
US4667348A (en) * 1986-03-31 1987-05-26 Bell Helmets, Inc. Cyclist's helmet and face mask

Patent Citations (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US2743821A (en) * 1956-05-01 Draft gear with swivel coupler
US1807345A (en) * 1927-10-06 1931-05-26 Nat Malleable & Steel Castings Draft key for car couplers
US2039266A (en) * 1928-04-11 1936-04-28 Symington Co Draft rigging
US2203542A (en) * 1936-04-04 1940-06-04 Waugh Equipment Co Cushioning mechanism
US2186267A (en) * 1938-02-17 1940-01-09 Waugh Equipment Co Cushioning mechanism
US2640603A (en) * 1950-03-18 1953-06-02 Nat Malleable & Steel Castings Cushioning mechanism for railway vehicles
US4667348A (en) * 1986-03-31 1987-05-26 Bell Helmets, Inc. Cyclist's helmet and face mask

Cited By (12)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US3022587A (en) * 1959-03-16 1962-02-27 F J Mccarthy Inc Road scrapers
US4140304A (en) * 1977-12-12 1979-02-20 Euclid, Inc. Resilient vehicle ride strut
US6446820B1 (en) 2000-09-07 2002-09-10 Amsted Industries Incorporated Railcar draft gear assembly and system
US6659438B2 (en) * 2002-03-04 2003-12-09 Lord Corporation Mount with dual stiffness
US20080272081A1 (en) * 2007-05-01 2008-11-06 Sprainis Ronald J Combination yoke and elastomeric draft gear
US20080272079A1 (en) * 2007-05-01 2008-11-06 Sprainis Ronald J Combination yoke and elastomeric draft gear having a friction mechanism
US20090308829A1 (en) * 2007-05-01 2009-12-17 Wabtec Holding Corp. Elastomeric draft gear having a housing
US8096432B2 (en) * 2007-05-01 2012-01-17 Wabtec Holding Corp Elastomeric draft gear having a housing
US8096431B2 (en) * 2007-05-01 2012-01-17 Wabtec Holding Corp Combination yoke and elastomeric draft gear having a friction mechanism
US8136683B2 (en) * 2007-05-01 2012-03-20 Wabtec Holding Corp Combination yoke and elastomeric draft gear
US8672151B2 (en) 2011-09-15 2014-03-18 Wabtec Corp Elastomeric draft gear for a railcar
US10189488B2 (en) * 2016-09-02 2019-01-29 Amsted Rail Company, Inc. Railway freight car draft gear assembly

Also Published As

Publication number Publication date
DE926731C (de) 1955-04-21
GB707343A (en) 1954-04-14
FR1063806A (fr) 1954-05-07
ES203105A1 (es) 1952-07-01
CH310684A (de) 1955-10-31
NL82409C (en, 2012)
BE510796A (en, 2012)
NL168899B (nl)

Similar Documents

Publication Publication Date Title
US5529194A (en) Variable angle friction clutch mechanism for a draft gear assembly
US5598937A (en) Slackless drawbar assembly
US2801010A (en) Cushioning mechanism for railway vehicles
US2640603A (en) Cushioning mechanism for railway vehicles
CA2553001C (en) Housing for long travel high capacity friction draft gear assembly
US2527589A (en) Cushioning mechanism for railway vehicles
US2635766A (en) Railway draft gear cushioning mechanism
US2212843A (en) Draft rigging
US2208338A (en) Cushioning mechanism
US2686602A (en) Cushioning mechanism for railway vehicles
US2825472A (en) Selective travel draft gear
US1255214A (en) Spring-dampener.
US2073761A (en) Draft gear
US2720987A (en) Draft rigging
US2216429A (en) Cushioning mechanism
US1232321A (en) Friction-gear.
US3159283A (en) Movable coupler support for draft rigging arrangements
US2564771A (en) Cushioning mechanism
US3034662A (en) Cushioning mechanism
US1732675A (en) Car construction
US2282171A (en) Draft gear
US2164594A (en) Dual action spring bumper and draft gear
US2546486A (en) Draft rigging
US2724513A (en) Railway draft rigging
US1884521A (en) Draft rigging