US3394821A

US3394821A - Pivoted coupler carrier for railway cars

Info

Publication number: US3394821A
Application number: US571545A
Authority: US
Inventors: Eugene J Cordani
Original assignee: ACF Industries Inc
Current assignee: ACF Industries Inc
Priority date: 1966-04-01
Filing date: 1966-08-10
Publication date: 1968-07-30
Anticipated expiration: 1985-07-30

Description

y 0, 1968 E. J. CORDANI PIVOTED COUPLER CARRIER FOR RAILWAY CARS Filed Aug. 10, 1966 4 Sheets-Sheet 1 INVENTOR. EUGENE J. CORDANI ATTORNEY July 30, 1968 E. J. CORDANI PIVOTED COUPLER CARRIER FOR RAILWAY CARS 4 Sheets-Sheet 2 Filed Aug. 10, 1966 Ill.

July 30, 1968 E. J. CORDANI PIVOTED COUPLER CARRIER FOR RAILWAY CARS Filed Aug. 10, 1966 4 Sheets-Sheet 3 July 30, 1968 E. J. CORDANI .PIVOTED COUPLER CARRIER FOR RAILWAY CARS Filed Aug. 10 1966 4 Sheets-Sheet 4 FIG. 4.

United States Patent 3,394,821 PIVOTED COUPLER CARRIER FOR RAILWAY CARS Eugene J. Cordani, Florissant, Mo., assignor to ACE Industries, Incorporated, New York, N.Y., a corporation of New Jersey Continuation-impart of application Ser. No. 539,436, Apr. 1, 1966. This application Aug. 10, 1966, Ser. No. 571,545

3 Claims. (Cl. 213-61) ABSTRACT OF THE DISCLOSURE A coupler carrier for a railway car pivotally mounted on the center sill and supporting the shank of a coupler. The coupler carrier has a main body portion of an arcuate convex shape as viewed in transverse cross section with end portions of the main body portion spaced inwardly of its central portion to provide clearance for the lateral swinging of the coupler. Downwardly extending rods are pivotally connected to the underside of the main body portion and coil springs about the rods urge the coupler carrier upwardly.

Cross-reference to related application This application is a continuation-in-part application of application Ser. No. 539,436, filed Apr. 1, 1966, and entitled, Coupler Support Structure.

Background and description of the invention Couplers of the so-called F type (American Association of Railroads designation) are mounted for pivotal movement about a generally vertical axis in order to swing laterally as much as fifteen degrees with respect to the longitudinal axis of the railway car. Also, such couplers are mounted for pivotal movement downwardly as much as two and one-half (2 /2) inches at the coupler carrier. When the coupler shank pivots downwardly on the coupler carrier, sliding frictional movement occurs between the lower surface of the coupler shank and the adjacent upper contacting surface of the coupler carrier in a direction generally longitudinally of the railway car. It is desirable to minimize the friction generated by relative sliding movement between the carrier and the adjacent coupler shank upon the pivoting of the coupler in a generally vertical plane.

Further, upon the lateral swinging of the coupler, the uncoupler lug extending downwardly from the coupler head might engage the adjacent coupler carrier at an extreme lateral position of the coupler under some condition of use. Thus, it is desirable to have the latteral portions of the carrier spaced inwardly from its central portion in order to prevent any contact of the projecting uncoupler lug and the adjacent coupler carrier.

The present invention provides a coupler carrier pivoted about a horizontal axis and having its upper surface of a convex curvature. This permits a smooth frictional bearing surface between the coupler carrier and coupler shank upon relative sliding movement between the carrier and coupler shank when the coupler pivots in a generally vertical plane.

Additionally, the present invention provides a pivoted coupler carrier having its lateral portions spaced inwardly from its central portion to provide clearance for the adjacent uncoupler lug under all conditions of use. This is accomplished by cutting back the lateral portions or by providing an arcuate carrier as viewed in plan.

The invention accordingly comprises the constructions hereinafter described, the scope of the invention being indicated in the following claims.

3,394,821 Patented July 30, 1968 In the accompanying drawings, in which two of various possible embodiments of the invention are illustrated,

FIGURE 1 is a partial front elevation of an end of a railway flat car having a coupler supported by the present invention, a coupler shank being indicated in section and positioned within the open end of a center sill structure;

FIGURE 2 is a top plan of the structure shown in FIGURE 1, certain parts being broken away and shown in section;

FIGURE 3 is a longitudinal section of the coupler support structure shown in FIGURES 1 and 2; and

FIGURE 4 is a top plan of a modified coupler support structure similar to FIGURE 2 but showing the coupler carrier of an arcuate curvature as viewed in plan.

Corresponding reference characters indicate corresponding parts throughout the several views of the drawings.

Referring now to the drawings for a better understanding of the invention, an underframe for a railway flat car is generally indicated 10 and has a center sill structure generally indicated 12. Center sill structure 12 is generally hat-shaped and formed by sides 14 having lower outwardly extending flanges 16. Sides 14 have outwardly flared end portions 18 to form a pocket receiving a coupler generally indicated 20. Coupler 20 comprises a coupler head 22 carrying a knuckle 24. An uncoupler lug 26 extends downwardly from a coupler shank 28 as shown in FIG- URE 3. Coupler shank 28 has an opening 30 therein receiving a vertical pin 32 to pivotally connect coupler 20 to yoke 34. Mounted within yoke 34 is a suitable draft gear arrangement indicated generally 36 and having a plurality of rubber pads and metal disks. A front follower block 38 engages front stops 40 secured to the inner surface of center sill sides 14. Yoke 34 extends about a rear follower block 41. Coupler 20 is adapted to swing laterally about vertical pin 32 as much as fifteen (15) degrees on each side of the longitudinal axis of underframe 10. Also, coupler 20 may pivot downwardly about its loose connection to vertical pin 32 and yoke 34 in a vertical direction a distance of around two and one-half (2 /2) inches as measured at the end of center sill structure 12.

Secured to the extending flared sides 18 of center sill structure 12 are angle shaped reinforcing members 42. Extending across the bottom of center sill structure 12 between reinforcing members 42 is a Z-shaped support generally indicated 44 and forming with reinforcing members 42 a box-shaped frame for the end of center sill structure 12.

Extending downwardly from the underside of each outturned flange 1-6 of center sill structure 12 is a lug 45. Mounted for pivotal movement on lug 45 is a coupler carrier generally indicated 46. An arm 52 adjacent each side of carrier 46 has a pin 50 pivotally connected to the adjacent lug 45. A stop 53 is secured to the inner surface of each reinforcing member and engages the underside of carrier 46 upon downward movement thereof a distance of around two and one-half (2 /2) inches.

Extending downwardly from coupler carrier 46 are lugs 54. Pivotally mounted to each lug 54 is a rod 56 having an out-turned end 58 fitting within a suitable opening of an associated adjacent lug 54 and forming a pivot. To bias carrier 46 upwardly continuously, a coil spring 60 is mounted about each rod 56 and is compressed between Z-shaped support 44 and a stop washer '62 secured to rod 56. The lower ends of rods 56 extend through suitable openings 64 in Z-shaped support 44. Suitable nuts 66 are threaded on the ends of rods 56 and engage the underside of Z-shaped support 44 to restrain the upward movement of coupler carrier 46. Nuts 66 may be adjusted on rods 56 to position carrier 46 accurately.

Forming an important feature of this invention, coupler carrier 46 includes a main body portion 68 which has an 3 upper surface of an arcuate or convex curvature as shown in FIGURE 3. A wear plate or strip 70 is secured to the upper surface of main body portion 68 and is of a corresponding convex curvature along its outer surface. Wear strip 70 may be of a thickness between about one-fourth A) inch and one-half /2) inch. Upon a vertical downward pivotal movement of coupler shank 28, frictional sliding contact occurs between wear plate 70 and the adjacent lower surface of shank 28. Thus, it is desirable that no sharp edges or the like be in contact with the adjacent undersurface of shank 28 when such frictional sliding movement occurs. By having wear plate 70 and main body portion 68 of a convex curvature, a relatively smooth frictional bearing surface is provided for the lower surface of shank 28 thereby minimizing excessive wear of the parts upon the vertical pivoting of coupler shank 28.

Uncoupler lug 26 of coupler 20 projects downwardly from shank 28 and it is possible for uncoupling lug 26 to engage the outer or end portions of coupler carrier 46 upon the swinging of coupler 20 in a lateral direction around twelve (12) degrees or more and the exertion of a relatively large buff force. Thus, it is desirable to have the end portions of coupler carrier 46 spaced inwardly from an intermediate portion. As shown in FIG- URE 2, an end portion 72 adjacent each side of the intermediate portion 74 forming main body portion 68 is flared rearwardly so as to provide clearance for uncoupling lug 26 in the event such a combination of conditions occur as mentioned above. Thus, adequate clearance is provided for uncoupling lug 26 under all conditions of use.

Referring to FIGURE 4, a modified coupler carrier 46A is shown in which main body portion 68A is formed of an arcuate curvature having a generally constant radius as viewed in plan. The radius from which the curvature of carrier 46A is swung has its center rearwardly of the pivot of coupler 20. Thus, as coupler 20 swings laterally, a constantly changing frictional bearing area on the underside of shank 28 is provided. End portions 72A of carrier 46A are spaced inwardly from the intermediate portion 74A of the main body 68A since carrier 46A is arcuate. Thus, adequate clearance is provided for uncoupler lug 26. A suitable wear plate is also provided for carrier 46A shown in FIGURE 4 and carrier 46A is of a convex outer curvature similar to the coupler carrier shown in the embodiment of FIGURES 1-3.

From the foregoing, it is to be understood that a novel coupler carrier has been provided for a coupler which is mounted for swinging pivotal movement in a horizontal plane and for vertical pivotal movement in a vertical plane. The carrier is of a convex upper curvature to permit a relatively smooth bearing surface for the coupler shank as the coupler moves or pivots in a vertical plane. Further, the coupler carrier has lateral end portions which are spaced inwardly from its intermediate portion so as to prevent any contact between the uncoupling lug for the coupler under all conditions of use.

In view of the above, it will be seen that the several objects of the invention are achieved and other advantageous results obtained.

As various changes could be made in the above constructions without departing from the scope of the invention, it is intended that all matter contained in the above description or shown in the accompanying drawings shall be interpreted as illustrative and not in a limiting sense.

What is claimed is:

1. In a coupler arrangement adapted to be mounted between the open outwardly flared sides of a center sill structure, a coupler within the pocket formed by said flared sides, means mounting the coupler for pivotal swinging movement in a horizontal plane about a generally vertical axis and for limited pivotal movement in a generally vertical plane, a coupler carrier having a main body portion suporting the coupler shank and extending generally across the open outwardly flared end of the center sill structure beneath the coupler, an arm adjacent each end of the main body portion extending inwardly of the railway car, means on the center sill structure mounting the arms about a generally horizontal axis for pivotal movement of the carrier in a generally vertical plane to provide a vertical and longitudinal movement of the main body portion of the-coupler carrier, a plurality of rods pivotally connected to the underside of said main body portion and extending generally vertically downwardly from the main body portion, and a coil spring about each rod to urge the rods and coupler carrier in an upward direction, said main body portion having an upper surface of an arcuate convex shape as viewed in transverse cross section for contacting the adjacent surface of the coupler shank in supporting relation, said coupler upon pivotal movement in a downward vertical direction being in sliding frictional contact with said arcuate upper surface, said main body portion as viewed in plan having end portions adjacent the flared sides spaced inwardly of its central portion thereby to provide clearance upon the lateral swinging of said coupler.

2. In a coupler arrangement as set forth in claim 1, said coupler carrier having a wear plate on its upper surface in engagement with the underside of the coupler shank, said wear plate having an upper surface of a convex curvature corresponding to the convex curvature of said main body portion.

3. In a coupler arrangement adapted to be mounted between the open outwardly flared sides of a center sill structure, a coupler within the pocket formed by said flared sides, means mounting the coupler for pivotal swinging movement in a horizontal plane about a generally vertical axis and for limited pivotal movement in a generally vertical plane, a coupler carrier having a main body portion supporting the coupler shank and extending generally across the open outwardly flared end of the center sill structure beneath the coupler, an arm adjacent each end of the main body portion extending inwardly of the railway car, means on the center sill structure mounting the arms about a generally horizontal axis for pivotal movement in a generally vertical plane, a plurality of lugs on the underside of said main body portion, a rod pivotally connected to each lug and extending generally vertically downwardly from the associated lug, means on the center sill structure to guide the movement of the rods in a generally vertical direction, a coil spring about each rod to urge the rods and coupler carrier in an upward direction, and means to limit the upward movement of the rods and coupler carrier, said main body portion having an upper surface of an arcuate convex shape as viewed in transverse cross section for contacting the adjacent surface of the coupler shank in supporting relation, said coupler upon pivotal movement in a downward vertical direction being in sliding frictional contact with said arcuate upper surface, said main body portion as viewed in plan having end portions adjacent the flared sides of said center sill structure spaced inwardly of its central portion thereby to provide clearance upon the lateral swinging of said coupler.

References Cited UNITED STATES PATENTS 934,375 9/ 1909 Tomlinson 21361 1,079,633 11/1913 Bundy et al 213-21 1,305,987 6/1919 Averill 21361 2,021,570 11/1935 Tangerman 213-21 2,956,693 10/1960 Blattner 213-72.

DRAYTON E. HOFFMAN, Primary Examiner.