US2845826A

US2845826A - Riveting machine for simultaneously driving rivets in opposite sides of car or other like constructions

Info

Publication number: US2845826A
Application number: US243126A
Authority: US
Inventors: George T Harcourt
Original assignee: Chicago Pneumatic Tool Co LLC
Current assignee: Chicago Pneumatic Tool Co LLC
Priority date: 1951-08-22
Filing date: 1951-08-22
Publication date: 1958-08-05
Anticipated expiration: 1975-08-05

Description

Aug. 5, 1958 G. T. HARCOURT 2,845,826

RIVETING MACHINE FOR SIMULTANEOUSLY DRIVING RIVETS IN OPPOSITE SIDES 0 CAR OR OTHER LIKE CONSTRUCTIONS 5 Sheets-Sheet 1 Filed Aug. 22, I951 INVENTOR. GEORGE 7: HARCOURT Aug. 5, 1958 G. T. HARCOURT RIVETING MACHINE FOR SIMULTANEOUSLY DRIVING =RIVETS IN OPPOSITE SIDES OF CAR OR OTHER LIKE CONSTRUCTIONS 5 Sheets-Sheet 2 Filed Aug. 22, 1951 JNVZWMR- GE'ORGE 7- HARGOURT I 17 1 I I l/ l I I Aug. 5, 1958 e. T. HARCOURT 2,845,826

RIVETING MACHINE FOR SIMULTANEOUSLY DRIVING v mvms IN OPPOSITE sIDEs 0F CAR OR OTHER LIKE CONSTRUCTIONS Filed Aug. 22, 1951 5 Sheets-Sheet 4 '"lllll IN V EN TOR. GEORGE 7- I-IARCOURT I G. T. HARCOURT RIVETING MACHINE F Aug. 5, 1958 2,845,826

I 0R SIMULTANEOUSLY DRIVING 'RIVETS IN OPPOSITE SIDES OF CAR OR OTHER LIKE CONSTRUCTIONS 5 Sheets-Sheet 5 Filed Aug. 22, 1951 m m w N c E R M m m a J W %H\ .fi\\ \NN NNN MN m\\/ J /I Q Q I as I I I I II I H d I I Q3 ukhN NNN RMN EMN wNN HTTORNEY RWETING MACHINE FOR SMULTANEKBUEELY DRWLJG RIVETS 1N OEPGSITE STDES 11F CAR R OTHER LIKE QUNSTRUfiTIUNS George T. Harcourt, Utica, N. Y., assignor to (Ihicago Pneumatic Tool tlornpany, New York, N. Y., a corporation of New Jersey Application August 22, 1951, Seriai No. 243,126

2 Claims. (Cl. 7 349) This invention relates to a hydraulic riveting machine which is, particularly suitable for riveting box car roof sections to the side wall sections thereof.

In the riveting of car roof sections to car side wall sections, as previously accomplished by means of ordinary riveting hammers, the noise created inside of the box car due to the hammer and the reverberations from the closed side walls of the car, make the working conditions during such operation practically unbearable. That problem has been solved by providing the system for forming a head on the rivet by hydraulic pressure instead of by hammering impact, whereby a quiet operation is obtained.

In forming a head on a rivet shank, either hot or cold, by successive impacts of the conventional air hammer, the preformed head end of the rivet is supported or bucked-up in its desired position while the rapidly recurring impacts are applied to form the head on the shank end. Because of the short time duration of the impacts, the bucking up operation can be satisfactorily performed by a worker leaning with a suitable tool against the original head of the rivet, while the shank end of the rivet is being formed. Where the rivet head is to be formed by hydraulic pressure on the end of the shank, however, it is diflicult to buck up or support the rivet in position against the continuous pressure of the head-forming tool. One of the objects of the invention is to provide a hydraulic pressure riveting machine for riveting car roof sections to the side wall sections of the car with relative ease and rapidity.

Another object of this invention is to provide a car roof riveting machine in which a rigid support is made available to buck up the rivet that is being formed and shaped under hydraulic pressure.

Another object of this invention is to provide a riveting machine for riveting car roof sections to the side wall sections or for analogous operations, in which the symmerty of the box car structure is utilized in connection with the operation and disposition of the riveting machine whereby operating forces may be cooperatively associated simultaneously inside and outside of the car structure.

Another object of the invention is to provide a hydraulic riveting machine wherein relatively heavy parts are appropriately supported on a tramway system for simple and easy movement along the length of the car body in order that the working parts of the machine may be quickly positioned for a riveting operation, and then quickly released after the completion of the riveting operation, to permit quick easy movement to the next riveting position, in progressive sequence.

Another object of this invention is to provide a riveting machine in which the working parts of the riveting machine must be placed in proper riveting position on both sides of a car side wall section before the riveting operation may be commenced.

Another object of this invention is to provide an easily applied tramway system along the length of a car body 2,845,825 Patented Aug. 5, 1958 ice and the two sides thereof, for permitting quick, simple and easy movement of the riveting componets within the car body, to operating positions at the rivets to be headed.

Another object of this invention is to provide a riveting machine that is susceptible of quick assembly and nec essary adjustment for a riveting operation, and that is also quickly separable after completion of the operation, for advancing movement to the next operating position.

For other objects and a better understanding of the invention, reference may be had to the following detailed description taken in connection with the accompanying drawings, in which:

Fig. 1 is a front elevational view of the riveting ma chine according to one modification, in a normal transverse position relative to a car body, where the roof is being riveted to the side members from the rivet heading operation outside of the car body;

Fig. 2 is a view similar to Fig. 1, of another modification in which the rivet heading operations are performed from the inside of the car body;

Fig. 3 is an enlarged fragmentary elevational view, with parts in section and broken away, showing the general arrangement and construction of the pressure unit for heading a rivet, as in the modification shown in Fig. 2, together with a traveling carriage for supporting and moving one end of the inside bracing and reaction bar on a tramway that runs the length of the car body;

Fig. 4 is an enlarged fragmentary side elevational view of the traveling carriage, taken generally along the lines S4 of Fig. 3;

Fig. 5 is an enlarged fragmentary side elevational view, and with parts broken away to expose and show more clearly hand-operated means for pre-positioning a bracing or bucking dolly to hold a rivet in position, while a head is being formed on the shank end thereof;

Fig. 6 is an enlarged fragmentary longitudinal View of one of the rivet heading devices with portions broken away to show the interior thereof.

As shown in Fig. 1, the riveting machine of the first modification comprises generally a rigid yoke 11, long enough to span the width of a car body and on the outside thereof, an internal bracing or bucking bar 12 of sufficient overall length to span the space between two opposite side walls or wall sections of the car body, a tramway system 13 to support and enable the internal bucking bar 12 to travel progressively to riveting positions longitudinally disposed along the length of the car side members and within the car body, a motor operated source of hydraulic pressure or pressure generating unit 14 for supplying a fluid under pressure to a hydraulic pressure device 12' supported in the internal bucking 12 within the car body, and a hydraulic riveter or gun 15 supported on one end of the yoke 11, outside of the car body.

The car body is indicated. generally in dotted outline, and includes a roof section 17, having downwardly extending

aprons

18 and 19, which is positioned to nest, or rest on, laterally inwardly curved flanges 21 and 22, of two respective side members 23 and 24 running the length of the car body. The side members that are shown respectively supported on vertical side

wall frame members

25 and 26 that serve generally as the vertical, supports for the side wall coverings for the car body.

The details of construction of the car body are of importance herein merely to illustrate the method of operation of the riveting machine and to the extent that some of the

vertical support members

25 and 26 are utilized to support the tramway system 13 that extends lengthwise along the side walls of the car body.

Considering now the various components in more detail, the yoke 11 is shown supported by two

cables

28 and 29 that may be suspended from a traveling crane, not shown, but that is available to move the yoke 11, while in its illustrated transverse position, progressively along the'length of the car body, so the yoke may be selectively positioned transversely of the car body at selected riveting positions along the car body to effect a riveting operation at those respective positions.

The yoke 11 is preferably of I-beam constnuction to provide a rigid structure that will be able to withstand the reaction pressure forces that will be impressed upon two

arms

31 and 32 depending respectively from the opposite ends of the yoke 11. The yoke as a whole is supported from the two

cables

28 and 29 through the medium of two

arms

33 and 34 which are secured respectively to the opposite ends of the yoke I-beam in any suitable fashion, not here illustrated. In order to utilize the benefits of the simple and rapid operation permitted by the hydraulic riveting machine disclosed herein, the car body is designed to be symmetrical, so that rivet points will be directly opposite each other on a line transverse to the medial plane running lengthwise of the car body. With such symmetrical design or arrangement, two oppositely disposed rivets 35 and 36 may be placed under compression and headed at the same time;

In order to support the two rivets 35 and 36 with suitable and adequate reaction bracing pressure, the internal bracing or bucking bar 12 is moved into position along the tramway system 13 and into axial alignment with the two rivets 35 and 36, and the length of the bracing or bucking bar 12 is then adjusted so the respective two ends of the bucking bar 12 will engage and seat against the heads of the two rivets 35 and 36, respectively. The two ends of the bucking bar 12 are provided with cavities for receiving the heads of the rivets 35 and 36 and serve as dollies for bucking elements to hold and brace the rivets against inward displacement while heads are being formed on the shank ends of the rivets that extend through the

aprons

18 and 19 of the roof sections 17 to the outside of the car.

In order to permit quick adjustment to lengthen or to shorten the bucking bar 12, 'either or both dollies 37 and 38 may be made readily adjustable, on tubular body 12a of the bracing or bucking bar 12, only the dolly 37 being illustrated as being provided with a threaded body section 37a which is adjustable in the tubular body, Fig. 1. The dolly 37 and the dolly 38, as well, if it is similarly constructed, is provided with small handle extension lugs or pins 37' to rotate the dolly 37 by hand so that it is brought to rest tightly against the head of the rivet. In order to prevent undesired casual displacement of the dolly 37 during the rivet pressing operations, a clamping screw 39 is provided on the end of the tubular body 12a of the bracing bar 12 to lock the threaded section 37a of the dolly 37 against such undesired displacement.

After the internal bracing or bucking bar 12 is adjusted to its proper position and length, to assure proper positioning and bracing for the head ends of the two rivets 35 and 36, rivet sets orheading

devices

41 and 42 are moved to their operating positions against the ends of the rivet shanks, prior to applying hydraulic pressure to those two rivet sets.

The two rivet sets or

heading devices

41 and 42 will be described in more detail later. For the present, it is sufiicient to observe that the rivet heading device 41 is adjustably supported on the depending yoke arm 31 by means of an adjusting screw 43, that is provided with an operating handle 44 and a set collar 45 to lock the adjusting screw 43 in its adjusted position. The rivet heading device 42 is supported in the hydraulic riveter or gun 15, that is supported on the depending yoke arm 32.

Since the yoke 11 is fioatingly supported by the crane cables, any space initially between the shank end of the rivet 36 and the rivet set 42 may be reduced by the initial adjustment of rivet set 41 at the other end of the yoke 11.

The operating fluid under pressure is supplied from the hydraulic pressure generating unit 14 to the hydraulic riveter 15 through suitable hose connectors 47. In the arrangement as shown in Fig. 1, the additional hydraulic pressure device 12 is disposed and anchored in the tubular body 12a of the bracing bar 12 to establish a direct bucking force of the dolly 38 and a reaction bucking force on the dolly 37. This pressure device 12 is supplied with hydraulic pressure from the pressure generating unit 14 through hose connections 48.

When the yoke and bucking bar are positioned and ready to perform the riveting operation, an operator who is inside the box car then presses a depending switch button device 49 to start the operation of the hydraulic source or generating unit 14 and then the operator at the riveter or gun 15 on the outside of the car operates a similar switch button device 51 mounted in the handle of the riveter or gun 15, whereupon the motor circuit is closed and an electric motor of the hydraulic pressure unit 14 is run to provide a suitable supply of hydraulic pressure. The motor operates the unit pump equipment, and builds up hydraulic pressure which is then transferred by hose connections 48 to the hydraulic pressure device 12 in the bucking or bracing bar 12 and hose connections 47 to hydraulic riveter 15.

Electric cables

49 and 51 respectively extend from the

switch button devices

49 and 51 and may lead to the generating unit 14.

j The generating unit 14 is similar to the unit disclosed in the Patent No. 2,572,974, issued October 30, 1951 to Ernest Berger and assigned to the Chicago Pneumatic Tool Company, the present assignee.

The pressure on the rivet set 42 upsets the shank of the rivet 36 and forms a head on the shank, thereby to tightly bind the roof apron 19 to the flange 22 of the side wall section 24. While the rivet 36 is being compressed by the advancing movement of the hydraulic riveter 15, the reaction pressure against the shell or body of the hydraulic. riveter 15 is transferred through the yoke 11 to the opposite rivet heading device 41, which thereupon exerts riveting pressure on the shank of the rivet 35 to form a head thereon at that end of the machine. The hydraulic riveter 15 thus serves to provide the necessary pressure force to operate on both rivets to form both heads. The pressure in the hydraulic device 12 is sustained during this operation.

After the riveting operation is completed to form a head on each of the rivets 35 and 36, opening of the switch 51 in the handle of the rivet gun 15 disconnects the circuit to the electric motor of the pressure generating unit 14, whereupon the hydraulic pressure in both the riveter 15 and the hydraulic bucking pressure device 12' diminishes to zero. The hydraulic device 12 resumes its normal retracted position, and the hydraulic riveter 15 is similarly retracted. The two

rivets heading devices

41 and 42 thereupon become sutficiently separated from the rivet heads that have been formed on the ends of the shanks of the rivets 35 and 36, to permit the heading

devices

41 and 42 to be moved freely away from the rivet heads and to pass them in moving to the next pair of rivets that are to be headed. For each successive riveting operation the yoke 11 is shifted by the traveling crane, while the bracing or bucking bar 12 inside of the box car is moved to the corresponding riveting position, along the tramway system 13 shown connected to and supported on the

side frame members

25 and 26 of the box car.

The tramway system 13 comprises two simple rails 55 and 56, supported respectively on the opposite side walls of the car body by suitable brackets 57, each of which having a wall plate 58 and two forwardly extending arms 59. Each arm has a rearwardly extending anchoring lug 61 and a pin 61 to secure the bracket 57 to a

vertical frame member

25 or 26 of the side wall of the car. The wall plate 58 is provided with suflicient area to give stability to the bracket 57. Rail 55 or 56 is connected by a bolt 62 to the inner edge of the bracket 57.

The tramway system comprises, in addition to the rails 55 and 56, two carriage structures 64 and 65, which support and carry the two ends of the bracing or bucking bar 12. Each carriage 64 and 65 is generally provided with a deep grooved supporting and rolling wheel 66 and a bracing or reaction wheel 67, which cooperates to hold the carriage in proper position on the rail 55 or 56 and to enable the carriage to move smoothly and easily over the rail.

The second modification, as shown in Fig. 2, may be briefly considered, to illustrate a different disposition of the hydraulic riveter. This modified machine has a yoke 71, supported by two

cables

72 and 73, and depending

arms

74 and 75. Two reaction or bucking dollies 76 and 77 are respectively supported from the two depending

arms

74 and 75 of the yoke 71 to buck up respectively the heads of two respective rivets 78 and 79.

The dolly 76 is supported on a screw 81 provided with an operating handle 82 to adjustably position the dolly 76 on the depending arm 74 at which position the screw 81 may then be locked in position against casual displacement, by the use of a set collar 83.

The dolly 77 at the other end of the yoke is supported on a body part 84 that is pivotally connected to a pivotable bracing link 85, that is provided with a rigidlyconnected operating handle 86 to pivot the bracing link 85 to an operating bracing position, Fig. 2, or to nonoperating releasing position, Fig. 5, in order thereby to position the dolly 77 to buck up the rivet 79, or to withdraw the dolly 7'7 from the rivet 79.

An internal tubular riveting bar 83 is provided with two rivet sets or heading devices 91 and at its respective ends and with an internally disposed hydraulic riveter 93. This riveter 93 is supported on a tramway system so that the two ends of the riveting bar 83 are respectively supported on two traveling

carriages

94 and 95, for moving toe riveting bar 88 along the interior of the car body on the associated tram rails 96 and 97.

In order to assure that the associated inner and outer rivet heading devices or dollies are properly positioned with respect to the rivets to be headed, before pressure is applied to the hydraulic riveter 93, a circuit control switch 98 is mounted on the riveting bar 58 adjacent the hydraulic riveter 93, and a cooperating microswitch 9'9, Fig. 5, is disposed adjacent the operating position of the bracing link 85 and the handle 86, so the microswitch 99 will be d to its closed position when the handle moves the associated link 85 to its downward and horizontal bracing or operating position.

The manner in which the hydraulic riveter 93 is mounted in the riveting bar to control the associated rivet set 92 for putting a head on the rivet 79, together with the supporting carriage 95 of the tramway system, is illustrated in more detail in the enlarged view shown in Fig. 3.

As shown in Fig. 3, the hydraulic riveter 93 is disposed at one end of the bar 88 so the riveter will react against the bar to press the rivet set 91 at the other end of the bar 88 while the riveter is actuated directly by hydraulic fluid delivered by a hose connection 1% to press the rivet set 92. against the rivet 79, to form the head on the shank of that rivet.

The riveter 93 has a flange or annular boss 1112 which is seated in a shouldered adaptersleeve 103 that is snugly fitted into the tubular bracing bar 88 to apply the reaction pressure of the hydraulic riveter 93 against the end of the cylindrical riveting bar 88. An operating piston rod 104 of the hydraulic riveter 93 having a piston 104 is slidable in a sleeve bearing 105 that is supported on and secured to cylinder or casing 106 of the 6 hydraulic riveter 93 by suitable bolts 107 and a flange 108. The piston 104' is made secure on the rod 104 by ball bearing elements 1114a inserted into the piston through a hole 1114b.

The piston sleeve bearing carries a control switch handle 109 with cable 109' thereon, that supports the switch 98 which cooperates with the microswitch 99 to control the circuit of the main motor of the hydraulic pressure generating unit 14. The cable 169' runs from the switch handle 109 to the unit 14 and a cable 99' extends from the microswitch 99 to the generating unit 14. The switches are preferably wired in series and in terlocked to require the closing of both switches to effect the riveting operation.

The sleeve bearing 105 is supported on the traveling carriage 95 which is constructed to form a rigid frame. The carriage frame consists of two vertical tubes or

pipe sections

111 and 112 to which are rigidly joined, as by welding to an upper horizontal tube 113 and a lower horizontal angle-iron 114. The vertical tube 111 accommodates a compression spring whose lower end seats on horizontal plate portions 114 of the angle-iron 114a. The upper end of the spring 115 is covered by a tubular section 116 which is of suflicient internal diameter to telescope freely over the tube 111. The spring 115 is of suflicient strength to support the riveting bar 88 at or above a normal working level with a minimum compression of the spring 115. In order to permit adjustment of the level of the bar 88 so the rivet heading device 92 will be in line with a rivet upon which it is to work, the spring 115 may be adjustably compressed, by telescoping the two

tubes

111 and 116 and then locking them in adjusted relationship by nut and bolt means 117.

The level of the tubular riveting bar 88 is controlled by and maintained by the rigid traveling carriage 95 as it rolls on its track 97. The upper horizontal tube 113 is connected at its outer end to an angle bracket 118 which supports two shafts 119 for two supporting wheels 121, Fig. 4, to maintain the carriage frame in its appropriate position, to hold the supporting spring 115 in prop-er vertical position to carry the riveting bar 88 at the proper desired level.

The two top supporting wheels 121 that roll on the tramway rail 97, are supported at the ends of the bracket 118, to which the upper tube 113 of the carriage frame is secured, as by welding. The arrangement provides a stable support for the carriage frame as it moves along the tramway rail 97. Fig. 4 also illustrates how the spring 115 may be adjustably compressed between the two

telescoping tubes

111 and 116 and then locked in such adjusted position by bolt and nut means 117, that is supported to move with the outer tube 116 within the slot 125 that is provided in the inner tube 111.

In order to permit the tramrail plates 97 .to be easily assembled and easily removed, they are shown provided with keyhole slots 127, Fig. 4, by means of which they may be easily slipped over the heads of bolts 128 that are anchored in the supporting brackets 129 mounted on the side

frame wall members

25 or 26 of the car on which the riveting work is being performed.

The construction and arrangement for controlling the dolly 77, in the modification shown in Fig. 2, is illustrated more in detail in Fig. 5. As there shown, the dolly 77 is disposed in a confined passage so as to be limited to a co-axial movement as it is moved to bucking position or to releasing position relative to the rivet 79. The rear end of the dolly 77 is pivotally connected by a pivot pin 131 to the link 85. The link 85, in turn, can be angularly moved about the pivot pin 151 to a raised position by its handle 86. When the link 85 is thus elevated, the front or lower end of the link 85, and the dolly 77 can be retracted. A guide roller 152 on the rear end of the link, is confined to passage 133 to hold the handle and the link in their raised positions.

In the raised position of the bracing link 85, as shown in solid lines, in Fig. 5, the dolly 77 is withdrawn from the rivet head. In the lowered position of the link 85, shown-in broken line, the rear end surface of the link 85 seats and braces against a rigid backing surface 134 on the arm 75 of the yoke 71. When the link 85 is lowered to its operating position, it operates the actuating part 135 of the microswitch 99 to complete the operating circuit to the motor of the hydraulic pressure generating unit 14.

The

rivet heading devices

41, 42, 91 and 92 are of special construction and respectively embody one of the features of the present invention, in order to take care of the special problems that arise in a riveting operation of this kind.

As shown in Fig. 6, the rivet heading device 41 comprises a rivet set element 136 held and supported in a rivet set holder 137, with the front end of the rivet set element 136 guided and held by guide cylinder or workengaging member 138 that is biased in a forward direction by a biasing spring 139.

The rivet set holder 137 is provided with a shank 137a that is adapted to be fitted onto the forward end of screw 43, Fig. l, or on the forward end of the hydraulic piston of a hydraulic riveter 93, Fig. 3. The set holder 137 further embodies a forward body portion 137!) provided with a co-axial concentric opening 140 at its front end to accommodate the rivet element set 136. A flange 137a between the shank 137a and the body portion 137k serves to seat on its back surface solidly against the forward end of the piston rod 104, and also serves to provide its front surface as a seating shoulder surface 1370' for the compression spring 139, the forward end of which presses against rear end 141 of work-engaging member 138.

The work-engaging member 138 is provided with two

longitudinal slots

142 and 143, that permit a. certain amount of limited axial movement of the member 138 with respect to two limit pins 144 and 145 that respectively extend through the two

respective slots

142 and 143 and are anchored in two dimetrically opposite threaded

openings

146 and 147 disposed in the rivet set element 136 of the rivet set holder 137. The limit pins 144;- and 145 serve the additional function of holding the rivet set element 136 in position in the body 1371.) of the rivet set holder 137. The forward end of the rivet set 136 has a working surface 149 and works in a passage 151 in the work engaging member 138 with a free sliding but close fit. The passage 1S1 receives the forward end of the shank of the rivet 79 that is to be headed.

As shown in the drawing in Fig. 6, the side wall member 23 and the roof section 17 are provided with extra large size openings to accommodate the rivet 79 with sufficient tolerance to permit the rivet shank to be inserted easily. Consequently, when the rivet is to be headed, the clearance or extra space in the openings around the shank of the rivet, must also be filled in order to provide a tight joint between the side wall section 24 and the roof section 17, so the two wall and roof sections will not slide or move relative to each other during any weaving movements of the car. The need for that extra metal to fill the two holes in the side wall and roof sections imposes the use of the rivet with a longer starting shank. The use of the longer shank in turn, presents a problem in controlling the shank during the upsetting operation while the clearance of the hole is filled and the head is formed on the shank.

The function in operation of the rivet heading device in Fig. 6 is such as to support the front end of the shank while the intermediate portion or body of the shank is being upset and enlarged to fill up the clearance of the holes and then to expand over the peripherial edge of the hole in the apron 18 of the roof 17 to form an enlarged head portion.

At the beginning of the upsetting operation, the free end of the rivet shank rests in the guide passage 151 and butts against the front face edge of the rivet set 149. During the initial stages of the upsetting operation of the rivet shank, the work engaging member 138 is biased to its forward position by the biasing spring 139, and in that position the member 138 supports a substantial part of the rivet shank. As the body of the shank begins to expand, and to shorten, the front edge of the work engaging member 133 moves toward the adjacent surface of the apron 13. The front end of the work engaging member 133 tapers inward toward its axis to provide nose portion 138a with serrated edge 13815 and has a spherical recess 138C for properly shaping the upset metal from the shank body into a head. 7

As the shank body is upset and expanded in response to the end pressure on the shank by the rivet set, the upset material is confined by the spherical recess at the nose portion of the work engaging member 138s, and as the rivet shank body becomes shorter and the member 138C engages the upset shank material, the reaction pressure of upset material on the member 138 moves the guide rearward on the supporting body 1371; of the holder 137 so the front end face 149 of the rivet set element may continue to follow the end of the rivet shank as that shank grows shorter. The work engaging member 133 in its normal forward position under the biasing pressure of the spring 139 is limited to a forward position by the two stop pins 144 and 145. In the forward position of the Work engaging member 138 the forward end of the rivet set element serves as an additional co-axial support for the work engaging member 138. When the member 138 is pressed backward by the reaction pressure from the upset shank material, the member 138 then moves rearward on the holder 137 to an extent necessary to permit the rivet set element face 149 to continue its contact with the end of the rivet shank.

Thus, by means of the rivet set and shaping die or rivet heading device 41, of Fig. 6, an extra long rivet shank may be handled and properly upset without permitting the rivet shank to buckle or bend, which would otherwise interfere with the formation of a proper head to bind the rivet securely.

While various changes may be made in the detail construction, it shall be understood that such changes shall be within the spirit and scope of the appended claims,

What is claimed is:

1. A hydraulic riveter adapted to rivet a box car roof to the side wall portions, comprising a supporting yoke adapted to be suspended over the car roof and tospan the width thereof, said yoke having a depending supporting arm at each end thereof, a rivet engaging member mounted upon each supporting arm, a quick release mechanism carried by one supporting arm and associated with the one rivet engaging member thereon and operable to bring the rivet engaging members into engagement with heads of rivets at the opposite sides of the car, a bucking bar having a hydraulic pressure upsetting device to extend the bucking bar, a rivet working member on each end of the bar and actionable upon the rivets when the bar is extended to upset them, a tramway system adapted to be supported upon the interior of the box car, said bucking bar carried by said tramway system, hydraulic pressure generating means for supplying fluid to the hydraulic pressure upsetting device of the bucking bar and control means responsive to the operation of the quick release mechanism to condition the generating means for use with the hydraulic pressure upsetting device.

2. A hydraulic riveter, as defined in claim 1, and said quick release mechanism having a bracing link and a handle, and a switch carried by said mechanism and engageable by the bracing link to condition the fluid pressure mechanism.

(References on following page) References Cited in the file of this patent UNITED STATES PATENTS Sturdevant Jan. 8, 1907 10 Neville May 17, 1910 Stich July 6, 1915 Gail Feb. 13, 1923 Stevens Nov. 26, 1946 Johndrew Dec. 14, 1948 Hruby June 13, 1950