US3481492A - Rail car center sill and coupler structure - Google Patents

Description

Dec. 2, 1969 w. c. HAND 3,481,492

RAIL CAR CENTER SILL AND COUPLER STRUCTURE Filed oct. v. 196e 2 sheets-sheet 1 INVENTOR WILLIAM C. AND @a f.-

TTORNE Y Dec.` 2, 1969 w. c. HAND 3,481,492

R-IL CAR CENTER Sl-L'AND COUPLER STRUCTURE Filed-Oct. 7. 1966 2 Sheets-Sheet 2 252 '75 INVENTOR WILLIAM C HAND BY f ATTORNEY ale 224| FIG 7 United States Patent O 3,481,492 RAIL CAR CENTER SILL AND COUPLER STRUCTURE William C. Hand, Kansas City, Mo., assignor to Inventions and Invention Consultants, Inc., Chicago, Ill., a corporation of Illinois Continuation-impart of application Ser. No. 527,917,

Feb. 16, 1966. This application Oct. 7, 1966, Ser.

Int. Cl. B61g 1/00 U.S. Cl. 213-21 5 Claims ABSTRACT OF THE DISCLOSURE A center sill for a lengthy rail car has a cross member carrying a roller-mounted carrier. The carrier engages and supports the coupler shank so that the coupler is carried by and moved laterally on the carrier. A modied form employs springs for automatically centering the coupler when it is free of lateral forces and positioning levers with serrations holding the coupler in an off-center position to permit it to engage the coupler of an adjacent car on a curved segment of track.

decade ago. Many of these rail cars have their trucks set inwardly a considerable distance from the ends of the Acar so as to distribute the load more evenly on the car frame. Moreover, many of the freight cars of current manufacture employ so-called cushioned under-frames having floating center sills which move longitudinally with respect to the rail car frame when severe impacts are encountered, such as during switching and coupling operations. In order for the center sill to float, it must project beyond the end of the car for a distance considerably greater than the lonigtudinal projection of conventional center sills. On both types of cars, and particularly the former, it is often necessary to employ swivelly mounted couplers having extended shanks so that the coupler can move laterally when the rail car rounds a curved portion of track, for extreme rigidity in the coupler would either fracture the coupler or associated components or, more likely, would derail the car. To afford sufficient lateral displacement for the Coupler the center sills of such cars are ared outwardly at their ends. A cross-member transversely connects the ilared walls of the center sill and frictionally engages the extended coupler shank so as t support the coupler at the proper distance above the rails. inasmuch as the couplers of such cars have a considerable degree of lateral freedom, the coupler of any particular car when free is likely to be displaced to one side or the other. This often occurs when cars are uncoupled on a curved segment of track orwhen the car is moved with the coupler unattached, thereby permitting vibrations and other forces to act on the coupler and displace it to one side or the other. Prior to coupling, the couplers of adjacent cars must, of course, be aligned, but since such couplers weigh several hundred pounds, it is difficult to slide or shift them manually because the frictional resistance between the cross-member andl the extended coupler shank is large. Often it requires two men with pry bars to center such couplers by inserting the pry bars between the coupler shank and the striker plate ICC so that the coupler can be literally pried to the center position. Moreover, inasmuch as such couplers are diicult to center or otherwise position for coupling, they are often incorrectly positioned by such manual operation. As a result couplers often pass and cause damage to striker plates and associated components.

The present invention resides in a center sill having a cross-member which carries a roller-mounted carrier, the carrier, in turn, being adapted to engage and support the coupler shank so that the coupler is carried by and moved laterally on such carrier. To move such a coupler requires very little manual effort. A modied form of the present invention employs springs for automatically centering the coupler when it is free from lateral forces and is further provided with serrated positioning levers for holding the coupler in an off-center position so that it can engage the coupler of an adjacent car on a curved segment of track.

Among the several objects of the present invention may be noted the provision of a coupler which can be shifted laterally within the center sill by the exertion of comparatively little manual effort; the provision of a coupler which can be laterally displaced without the use of pry bars or other devices for achieving a mechanical advantage; the provision of a coupler which will automatically return to a center position when free of lateral forces but can nevertheless be optionally held in an Oifcentered position for coupling on curved segments Of track; and the provision of a rail car center sill and coupler structure which is simple and rugged in construction and economical to manufacture. Other objects and features will be in part apparent and in part pointed Out hereinafter.

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

In the accompanying drawings, in which several of various possible embodiments of the invention are illustrated.

FIG. l is a fragmentary plan view, partially broken away and in section, of a coupler and center sill structure constructed in accordance with and forming part of the present invention;

FIG. 2 is a sectional view taken along line 2-2 of FIG. 1;

FIG. 3t is a sectional view taken along line 3 3 of FIG. 2;

FIG. 4 is a top plan view of a roller carrier forming a part of the present invention;

FIG. 5 is a sectional View taken along line 5 5 of FIG. 2;

FIG. 6 is a plan view, partially broken away and in section of a modied form of coupler and center sill structure; and

FIGS. 7, 8, and 9 are sectional views taken along lines 7-7, 8 8, and 9 9, respectively, of FIG. 6.

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

l Referring now in more detail and by reference characters to the drawings, which illustrate practical embodiments of the present invention, 2 designates a rail car coupler and center sill structure forming part of a rail car 4 having a car frame 6 and a longitudinally extending center sill 8. For purposes of the .present invention it is unimportant whether center sill 8 is rigidly connected to car frame 6 so as to comprise an integral part thereof or is slidably mounted with respect to car frame 6 so as to form a so-called cushioned underframe. In either case, center sill 8 is conventionally provided with a draft gear 9 embraced by a swivel yoke 10 to which a coupler 12 is swively connected by means of a shank pin 14. Inasmuch as draft gear 9, yoke 10, and coupler 12 are conventional in design and manufacture, it is sucient for purposes of the present invention to merely note that coupler 12 includes a somewhat extended shank 16 which integrally merges into a coupler head 18 having a pivotally mounted knuckle 20. It should be further noted that shank 16 is generally somewhat longer than the standard freight car coupler shank so that coupler head 18 will traverse a greater arcuate distance for a given angular displacement, It has previously been pointed out that such Swivelly mounted extended shanks are used on modern rail cars of increased length so that the car will not derail when the train, of which it forms a part, encounters a curve'd segment of track.

Center sill 8 includes spaced parallel side walls 26, 28, which are transversely connected by a top wall 30 so as to form a longitudinally extending inverted channel which extends the length of car 4 and houses draft gear 9 and yoke 10. At their ends, side walls 26, 28, merge into outwardly flared side walls 32, 34, in the formation of a flared end portion 36 which defines a ared end opening 37 through which shank 16 projects. The width of end opening 37 varies between particular cars, but it can range up to 30 inches on the longer cars. Welded to flared end portion 36 is a striker plate 38 which projects outwardly from top wall 30 and side walls 26, 28, in the formation of an abutment face for engaging the rearwardly presented surfaces of coupler head 18 when head 18 is driven rearwardly during the heavy impacts associated with coupling. The foregoing structure' is also conventional to many rail cars of extended length and will therefore not be discussed further.

Transversely connecting flared side walls 32, 34, in downwardly spaced relation from top wall 30 and slightly inwardly from striker plate 38 is a T-shaped support or cross-bar 40 formed from horizontal and vertical integrally joined members 42, 44, respectively, of rectangular cross-sectional shape, members 42, 44, being welded or otherwise rigidly fastened to the inwardly presented opposed faces of ared side walls 32, 34.

Carried on support bar 40 for transverse movement within center sill 8 between flared side walls 32, 34, thereof is a roller carrier 50 having a roller block 52 which separates into inner and outer block members 54, 56, respectively. Members 54, 56, each include upper wall segments 58, `60, having abutting surfaces 62, 64. Upper wall segments 58, 60, together form a substantially planar and horizontal upwardly presented face 66 which engages cou-pler shank 16 as will .presently be described herein in greater detail. Upper wall segments 58, 60, further are transversely drilled in the provision of axially aligned bores 68, 70, which are counterbored inwardly from abutting surfaces 62, 64, in the formation of marginally registered recesses 72, 74, respectively, which open downwardly through the bottom face of uppe'r wall segments 58, 60, as best seen in FIG. 2. Bores 68, 70, are tted with sleeve bearings 76, 78, formed from any suitable bearing material and journaled within sleeve bearings 76, 78, are rollers 80, each including a diametrally enlarged center portion 82 which is turned down at its ends in the formation of shoulders 84, 86, and axially extending spindles 88, 90, the latter of which rotatably fit within sleeve bearings 76, 78. As will be seen by reference to FIG. 5, shoulders 84, 86, engage the end surfaces of recesses 72, 74, whereby rollers 80 are retained in block 52, while an arcuate segment of each of diametrally enlarged center portions 82 projects beyond the bottom surfaces of upper wall segments 58, 60, where it engages the upper surface of horizontal member 42 forming part of T-shaped support bar 40. Outwardly from recesse's 74, upper wall segment 60 is provided with dowels 92 which project perpendicularly from abutting surface 64 for registration and snug engagement with bores 94 opening outwardly through abutting surface 62 of upper wall segment 58, whereby upper wall segments 58, 60, are held in correct abutting alignment. Intermediate recesses 72, 74, upper wall segments 58, 60, are provided with transversely extending registered bores 96, 98, respectively, which accept bolts for holding inner and outer members 54, 56, together in snug abutting relation.

Upper wall segment 58 of block member 54 integrally merges into a depending flange 102 which extends slightly below the bottom surface of horizontal member 42 of T-shaped support bar 40 where it integrally merges into a horizontal lip 104 located in close proximity to, but slightly below, the undersurface of horizontal member 42. Upper wall segment `60 of outer block member 56 similarly merges into a depending flange 106, which, in turn, merges into an inwardly projecting lip 1-08. As will be seen by reefrence to FIG. 3, depending flanges 102, 106, prevent carrier 50 from sliding olf of or twisting with respect to T-shaped support bar 40, while opposed lips 104, 108, prevent carrier S0 from lifting upwardly olf the same. By reference to FIGS. 1 and 4, it can be seen that inner and outer block members 54, 56, form planar end faces 110, 112, on block 52 which diverge outwardly at an angle substantially equal to the outward divergence of ared side walls 32, 34, so that end faces 110, 112, will come into facewise abutment with the inner surfaces of flared walls 32, 34, at the extremes of traverse within center sill 8.

Along its end margins inner member 54 is provided with upstanding bosses 114 which align with similarly formed bosses 116 located on outer member 56 so as to jointly form retention ears 118, 120, which project upwardly from upper face 66 of block 52, and are spaced apart a distance slightly greater than the width of coupler shank 16. Retention ears 118, 120, are provided with opposed arcuate surfaces 122, 124. As will be seen by reference to FIG. 2, coupler shank 16 rests on upper -face 66 of carrier 50 and is prevented from sliding off the same by retention ears 118, 120. The arcuate surfaces 122, 124, permit maximum lateral movement of shank 16 without causing excessive wear to the side faces of shank 16.

In use, the rail car coupler and center sill assembly saves trainmen considerable time and effort when aligning couplers of adjacent cars. Coupler 12 can be grasped and manually shifted to a center position by a single individual without the use of pry bars and other devices used to gain a mechanical advantage. Inasmuch as coupler 12 is much easier to center, the tendency for trainmen to leave a slightly misaligned coupler in place prior to coupling with the hope that it will align on impact is greatly -reduced as is the likelihood of adjacent couplers passing and thereby causing damage. Moreover, coupler 12 can be centered by reaching inwardly from the side of rail car 4 with a pry bar or similar device and pushing coupler 12 to one side. Thus, the trainman need not go between the cars where he might be injured.

Referring now to FIGS. 6 through 9, a modified form of rail car coupler and center sill structure 200 is provided which is quite similar to rail car coupler and center sill structure 2 and includes a longitudinally extending center sill 202 having outwardly flared side walls 204, 206, which terminate at a striker plate 208. Swivelly mounted within center sill 202 is a coupler 210 integrally including an elongated coupler shank 212 and a coupler head 214, the former of which rests upon a roller carrier 216, which, in turn, rolls upon a T-shaped cross-bar 218 located within center sill 202. Roller carrier 216 similarly includes frame-forming inner and outer block members 220, 221, respectively, which are held together by means of bolts 222, 223, and have rollers 224, 225, journaled therein for engagement with the upper surface of crossbar 218.

Preferably cast integral with each of block members 220, 221, are pairs of half- rounds 226, 227, respectively,

when block members 220, 221 are bolted toabut against one another to form laterally projecting cylindrical bosses 228, 230. As will be seen by reference to FIG. 7, bosses 228, 230, are located in slightly upwardly spaced parallel relation to cross-bar 218 and they inwardly terminate at shoulders 232, 234, which are also cast integral with block members 220, 221. Radially extending through half-rounds 227 and threaded into half-rounds 226 are cap screws 236, the heads of which are countersunk into half-rounds 227.

Cylindrical boss 228 axially registers with an outwardly projecting tubular housing 240 which is welded or otherwise suitably fastened at one end to side wall 204, from which it projects in parallel relation to the longitudinal axis of cross-bar 218. At its other end, tubular housing 240 is internally threaded and tted with an end plug 242 which is prevented from rotating, once it has been emplaced, by means of a diametrally extending -cotter pifi 244. Fitted over cylindrical boss 228 and projecting which, gether,

into tubular housing 240 is a helical or coil spring 246,

the inner end of which bears against shoulder 232 while its outer end abuts against end plug 242.

Similarly fastened to side wall 206 in axial registration with cylindrical boss 230 is a tubular housing 2.48 having its outer end fitted with a plug 250 which is secured against rotation by means of a cotter pin 252. Fitted over boss 230 and into tubular housing 248 is a coil spring 254 having its inner end in engagement with shoulder 234 and its outer end in abutment with plug 250. It should be noted that springs 246, 254, are of equal length and possess equivalent spring constants.

As will be seen by reference to FIGS. 6 and 7, springs 246, 254, exert equal and opposed forces on -roller carrier 216 and when no other lateral directed forces are applied to coupler 210, springs 246, 254, will maintain carrier 216 and coupler head 214 in a centered position. Roller carrier 216 is, however, free to lshift laterally within center sill 202 against the bias of either spring 246 or 254, de pending on the direction of movement. For example, if coupler shank 212 is urged toward side wall 204 by virtue of a force applied to coupler head 214, spring 246 will compress and move further into tubular housing 240. Gylindrical boss 228 will also fit into tubular housing 240 and will in no way preclude the side face of roller carrier 216 from coming into juxtaposition with the inwardly presented face of side wall 204. Contemporaneously, spring 254 will expand and cylindrical boss 230 will be withdrawn from tubular housing 248. Nevertheless, spring 254 will be maintained in correct axial alignment inasmuch as it is both internally engaged and externally encircled by boss 230 and housing 248 for most of its length. When an oppositely directed force is applied to coupler head 214, spring 254 will contract while spring 246 will expand in a similar manner. Inasmuch as carrier 216 is roller mounted, springs 246, 254, need not be very strong and coupler 210 can be laterally displaced merely by the application of a manual force without the aid of pry bars and the like.

Riveted or otherwise securely affixed to the outwardly presented face of side wall 204 adjacent tubular housing 240 is locking plate 256, the outwardly presented face of which is presented vertically and parallel to the longitudinal axis of center sill 202. Locking plate 256 is progided with an elongated vertical aperture 258, the lower margin of which is defined by a bearing surface 260, while the upper margin is defined by a downwardly projecting stationary pawl 262 formed integral with plate 256.

Extending through aperture 258 is a coupler positioning lever 264 having a shank portion 265 provided with a substantially planar lower surface 266 which normally rides on bearing surface 260. At its inner end, shank portion 265 is loosely fitted with a bushing 268 which is held securely to roller carrier 216 by bolt 222, as best seen in FIG. 6, thereby pivotally securing lever 264 at its one end to roller carrier 216. At its other or outwardly presented end, shank portion 265 integrally merges into a downwardly projecting handle 270 located for convei'iient grasping by trainmen. Intermediate its end, yshank portion 265 is provided along its upper surface with a plurality of inwardly and outwardly directed serrations 272, 274, respectively, each serration being sized and adapted to receive pawl 262 and each having a substantially vertical margin and an angulated margin. interposed between inwardly directed serrations 272 and outwardly directedl serrations 274 is a linear connecting portion 276 which is presented below pawl 262 when roller carrier 216 assumes a centered position.

Similarly fastened to side Wall 206 is a locking plate 280 having an elongated aperture 282 defined at its upper and lower margins respectively by a pawl 284 and bearing. surface 286. Slidably fitted within aperture 282 and projecting outwardly beyond side wall 206 is a positioning lever 288 which is identical to positioning lever 264. At its inner end, lever 288 is loosely fitted within a bushing 290V which is securely fastened to roller carrier 216 by means of bolt 223, whereby lever 288 is pivotally secured to`roller carrier 216.

In operation, coupler head 214, when free from outside forces, will always assume a centered position due to the equal but oppositely directed forces exerted on roller carrier 216 by springs 246, 254. Thus, coupler head 214 will be in the correct position for coupling on straight segments of track. Moreover, the lower margins of shank portion 265 of positioning levers 264, 288, will rest on bearing surfaces 260, 286, of plates 256, 280, respectively, and will slide thereon if for some reason coupler 210 iS laterally displaced.

When it is desired to couple a rail car provided with coupling and center sill structures 200 to an adjacent car on a curved segment of track, the trainman merely grasps handle 270 of either lever 264 or 288, and pushes or pulls it in the appropriate direction so as to move roller carrier 216 on cross-bar 218 and bring coupler shank 212 into approximate alignment with the curve of the track. In this connection, it should be noted that the centering force exerted by springs 246, 254, is easily overcome, inasmuch as such springs have relatively small spring constants. Assuming that the trainman grasps lever 264 when coupler 210 reaches the desired position, the trainman merely raises handle 270 so as to bring either serrations 272 or 274 into engagement with pawl 262. He then releases handle 270 and allows spring 246 to urge the vertical margin of the serration -into frictional engagement with the particular pawl 262. Of course, if handle 270 of lever 264 is pulled outwardly, inwardly directed serrations 27 2 will engage pawl 262, whereas if handle 27 0 is pushed inwardly, pawl 262 will engage one of the outwardly directed serrations 274. In the former instance, the vertical margins of serrations 272 will frictionally engage the outwardly presented face of pawl 262, while in the latter case the vertical margins of serrations 274 will lfrictionally engage the inwardly presented face of pawl 262.

The coupler is then left in that position for coupling. `Of course, coupler 210 can be positioned in the same manner from the opposite side of center sill 202 merely by pushing or pulling on lever 288 and bringing serrations 272 or 274 thereof into engagement with pawl 284 of locking plate 280.

Assuming again that one of the serrations 272 or 274 of vcoupling lever 2164 is in engagement with pawl 262, the jar encountered during coupling will move shank portion 265 laterally, thereby causing the vertical margin of the particular serration to move slightly away from pawl 262. This permits shank portion 265 to drop downwardly onto bearing surface 260 under its own weight where it is free to shift laterally again. Roller carrier 216, after coupling, will therefore also be free for lateral displacement within the contines of center sill 202.

To obtain slightly better leverage, levers 264, 288, can

be pivotally secured to the opposite end of roller block 52, adjacent the outwardly presented face thereof.

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

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 Iin a limiting sense.

What is claimed is:

1. In a rail car having a frame, a longitudinally extending center sill projecting beyond the end of said frame and terminating at an end portion having opposed side walls, and a coupler having an elongated shank which projects outwardly through said end portion where it merges into a coupler head, said shank being swivelly mounted at its other end in said center sill, the improvement comprising a support member transversely connecting said side walls of said center sill in downwardly spaced relation from said coupler shank; a carrier interposed between said coupler shank and said support member, guide means on said carrier for holding it on said support means, retention means for holding said coupler shank on said carrier; rollers between said carrier and said support member, centering means for urging said coupler shank toward a substantially centered position between said side walls; a positioning lever slidably tted within and extending through one of said side walls; said positioning lever being secured at its inner end to said carrier and being free at its outer end for grasping; and means associated with said lever rfor holding it in a plurality of positions with respect to said side walls of said end portion, whereby said carrier and said coupler can be optionally moved to and secured in a plurality of off-center positions.

2. A device according to claim 1 wherein a pawl is atlixed to said one wall adjacent said lever, said lever being provided with serrations for engaging said pawl and holding said carrier in a preselected off-center position.

3. A device according to claim 1 wherein said support member includes a cross-bar; said rollers engage the upwardly presented surface of said cross-bar to permit said carrier to move with respect to said cross-bar; said carrier includes two block members each having a ange depending therefrom, and means join said block members together with said rollers journaled between said block members and with said anges slidably engaging the opposite sides and bottom of said cross-bar.

4. A device according to claim 1 wherein said centering means comprises springs which bear against the laterally presented side faces of said carrier; said means associated with said lever includes a pawl on said one side wall and inner and outer sets of serrations on said lever; said inner set of serrations opening inwandly toward said coupler shank and said outer set of serrations opening outwardly; the division between said sets being in juxtaposition to said pawl when said coupler shank is centered.

5. A device according to claim 1 wherein said lever includes upwardly presented serrations and a pawlv is mounted on said one side wall, said lever being manually movable upwardly so that said serrations are engaged by said pawl.

References Cited UNITED STATES PATENTS 1,105,611 8/1914 Blanchard 213-20 1,166,600 1/1916 Kellogg et al 213-61 1,225,154 5/1917 Miner 213-21 1,230,199 6/1917 Mitchell 213-21 2,304,366 12/1942 Metzger Z13-21 X 3,104,017 9/1963 Kulieke et al. 213-61 3,233,748 2/1966 Cisco 213-19 3,256,999 6/1966 Cope 213-8 582,920 5/1897 Hoover 213-16 X 978,406 12/1910 Shepherd 213-171 X 1,994,021 3/19'35 Heller 292-266 2,101,280 12/1937 Wright 213-16 2,724,609 ll/ 1955 Donnelly 292-266 DRAYTON E. HOFFMAN, Primary Examiner U.S. Cl. X.R. 213-61

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