US1922732A - Railway draft rigging - Google Patents

Description

Aug. 15, 1933. s. B. HASELTINE RAILWAY DRAFT RIGGING 2 Sheets-Sheet 1 Filed April 14 1928 Patented Aug. 15, 1933 RAILWAY DRAFT ,RIGGING Stacy B. Haseltine, Chicago, Ill., assignor to W. H. Miner, Inc., Chicago, 111., a Corporation of Delaware Application April 14, 1928. Serial No. 269,958

6 Claims.

7 This invention relates to improvements in 'rail way draft riggings.

One object of the invention is to provide a draft rigging for railway cars having the usual spaced body bolsters at opposite ends thereof, wherein the buffing forces are transmitted from the coupler at either end of the car through shock absorbing means to the bolster at the opposite end of the car, thereby placing the draft sills and underframe structure of the car under tension, preventing the buckling of the sills of the underframe. structure, which buckling frequently results when the common arrangement of railway draft riggings is employed, wherein the shock. absorbing means is compressed in buff against rear stop means either at or outwardly of the bolster at the same end of the car at which the coupler is located which receives the buffing shock.

Another object of the invention is to provide a draft rigging for railway cars having the usual body bolsters at opposite ends thereof and shock, absorbing means also at opposite ends of the car disposed outwardly of the bolsters, wherein the buffing forces which are received by the coupler and shock absorbing means at one end of the car are transmitted through the shock absorbing means to the bolster located at the other end of the car, thereby placing the sills and underframe structure under tension lengthwise of the car.

Still another object of the invention is to pro vide, in a draft rigging for railway cars having the usual longitudinally disposed fixed draft sills and spaced body bolsters, shock absorbing means at opposite ends of the car, co-operating with the corresponding coupler means to be actuated in both buff and draft, wherein the shock abbolsters at opposite ends of the car, a shock absorbing mechanism at each end of the car, coupler means co-operating with each shock absorbing means to actuate the same in both buff and draft,

limiting stop means on the sills at opposite ends of the car opposing outward movement of the corresponding shock absorbing means, rigid embodiment of the invention.

vention illustrated in Figures 1 to 3,

column means interposed between the bolsters,

- additional shock absorbing means at each end of the car actuated through the firstmamed shock absorbing means'in buff only, and rigid means for transmitting the forces from each of said additional shock absorbing means to the column means to transfer the buffing shocks received by the coupler at one end of the car through the shock absorbing means, the additional shock ab sorbing means and said rigid means and column member, to the body bolster at the other end of the car. i

In the drawings, forming a part'oi' this specification, Figures 1 and 2, taken together, are a horizontal sectional view of portion of the under-frame of the car 7 :ucture, the central portion of the structure being omitted, illustrating my improvements in connection therewith, Figure 2 being a continuation of Figure 1, showing the structure at the opposite end of the car. Figure 3 is a longitudinal, vertical, sectional view, corresponding substantially tothe line 3-3 ofFigure 1. Figure 4. is a horizontal", sectional view at the central portion of a railway car underfraine structure, illustrating a different And Figure 5 is a longitudinal, ertical, sectional View, corresponding substantially to the line 5--5 of Figure 4.

Referring first to the embodiment of the ini elusive, l0-lG indicate the usual, fixed, spaced draft sills'of a car underframe. The body bolsters of the car are indicated by 1]. and are secured to the draft sills in the usual manner. At each end of the a striking plate 12 and separate carry iron are provided, the same being secured to the e of the draft sills. The striking castings provided with the usual openings within which the coupler shanks are disclosed. The coupler at each end of the car is designated by 14 and the shank thereof is supported by the corresponding carry iron.

In carrying out my invention, the side sills are provided with outer stop castings 1515 at the opposite ends thereof, the stop castings being provided with longitudinally disposed key-receiving slot Iii-16 which register with. similar slots in the draft sills. The stop castings are provided with inwardly projecting portions 1'Zl'l which form the outer stop lugs proper of the railway draft rigging. A bolster filler block 18 is provided at eachbolster, the opposite sides of each block 18 being cut away, as shown in Figures 1 and 2,-to provide guideways 1919 between the filler casting and the draft sills 1G. [is clearly shown in Figures 1 and 2, the inner ends of the filler blocks 18 project slightly beyond the inner edges of the corresponding bob sters and the outer ends of said blocks are spaced a certain distance inwardly from the outer edge of the bolsters. A yoke 20 is connected to each coupler shank by means of the usual coupler key 21, which extends through a slot in the coupier shank and aligned slots 22-22 in the side members of the hood of the yoke. The opposite ends of the key 21 work in the slots .16 of the stop castings and the aligned slots of the draft sills 10. As shown, the coupler key substantially fits the slot within the shank of the coupler, there being only slight clearance permitted. at the forward end of this slot, as indicated by the dotted lines in Figures 1 and 2. The draft sills 10 are also provided with guide members 23-23, arranged in sets at the opposite ends of the sills. The guide members 23 are preferably continuous with the stop castings 15.

'The shock absorbing means of my improved railway draft rigging includes, broadly, two frictionshock absorbing mechanisms A-A; two friction buffing mechanisms BB; and a column stop means, including a central column C and end column elements D-D.

The friction shock absorbing mechanisms A are disposed at opposite ends f the car, each mechanism including a friction shell and a fiction system cooperating therewith, including a wedge member 24 and friction shoes 2525. The friction system is opposed in its inward movement by the usual spring resistance which is disposed within the friction shell. Each friction shock absorbing mechanism A and an outer follower 26 are disposed within the corresponding yoke member 20, the inner end of the shell bearing on the transverse end member 27 of the yoke and the wedge bearing on the follower 26, which, in turn, is engaged by'the inner end of the shank of the corresponding coupler and has its outward movement limited by the stop lugs 17 at that end of the car. As most clearly shown in Figures 1 and 2, proper of the friction shock absorbing mechanism A are'guided between the'guide members 23 on the draft sills.

The friction shock absorbing mechanisms 13 are arranged at opposite ends of thecar in back of the corresponding friction shock absorbing mechanisms A. Each mechanism B includes the usualfriction shell and a friction system co-operating therewith, comprising a wedge block 28 and cooperating friction shoes 29-29, the friction shoes being resisted against inward movement by the usual main spring resistance which is disposed within the shell. The friction shell of each shock absorbing mechanism B has the outer end thereof bearing directly on the inner side of the transverse section 2'7 of the corresponding yoke 20. The wedge block 28 of each friction shock absorbing mechanism B bears on a follower plate 30 which engages the end column element D at the same end of thecar.

The column stop means which, as hereinbefore pointed out, includes the central column member C and the end column elements DD, forms the rear stop means for both of the friction shock absorbing mechanisms B. The column member C is interposed directly between the two bolsters and has its opposite ends co-operating directly with the inner ends of the filler castings 18 which are fixed with respect to the bolsters. As shown the follower 26 and the shell.

in Figures 1, 2 and 3; shim plates 81-31 are interposed between the ends of the column C and the filler castings 18. The column C, the opposite end portions of which are shown in Figures 1 and 2, comprises two spaced channel beams 32---32 which are secured to heavy U-shaped end plates 33'33 by angle members E i--34, the top and bottom sections of the U-shaped plates overhanging the flanges of the channel members and being secured thereto. Continuous top and bottom cover plates 35-35 are employed to strengthen the column member, and all of the parts of the column are preferably secured together by rivets. As most clearly illustrated in Figure 3, the top and bottom edge portions of the shim plates 31 are turned over so as to overlie the top and bottom walls of the column member.

The two end column elements D are disposed at opposite ends of the column C and have their inner end portions bearing directly on the column member. Each of the elements D is in the form of a casting having an outer end section 36 which is in the form of a casing, and two inwardly errtending arms 37-37 which are disposed at opposite sides of the corresponding filler block 18 and 3 form of a box-like member having top, bottom and side walls, the casing being open at the outer end and having a transverse inner end wall on which the follower plate 30 of the friction shock absorbing mechanism B, at the corresponding h end of the car, bears. The ransverse end wall of the casing 36 is spaced from the outer end of the filler casting 18 as shown, this clearance being provided to assure the pressure being transmitted through the element D to the member C, and from the member C to the filler casting 18 of the bolster at the opposite end of the car, without the end wall of the casing 36 coming in contact with the first mentioned filler casting 18. The inner end portion of the friction shell of each shock absorbing mechanism B extends an appreciable distance within the casing 3-6 and the opposite end of shell is seated between rearwardly extending, vertical, side flanges on the end section 27 of the corresponding yoke 20.

The yokes 20, the friction buffer gears B, and the column member C may be supported from the raft sills in any suitable manner, and as herein shown are supported by saddle plates 38--33 which are secured to the bottom flanges of the draft sills. The slots in the stop castings 15 of such a length as to permit sufficient movement of the coupler keys 21 in both directions so that the friction gears A may be compressed in draft until the outer ends of the shells thereof engage the followers 26 the outer edges of the side and top walls of the yckes 29 engage the striking castings, and the friction gears A and the friction buffer gears B may be compressed in buff to the limit of the combined compression strokes of these gears, that is, until the shells of the same engage the followers 26 and 36. In this connection, it is pointed out that the draft movement of each coupler is considerably less than the bufiing movement of the same, and that the friction gear A at each end of the car is actuated in both buff and draft, while in buff the friction buffing gear B at the corresponding end of the car is also actuated.

The normal position of the parts of the railway draft riggingis shown in Figures 1, 2 and 3 and, as illustrated therein, the coupler key 21 at each the corresponding mechanisms. -fing forces are applied simultaneously to the walls of the casings 36 of the elements D are spaced from the filler blocks 18 and the opposite ends of the column member C are in abutting relation with the inner ends of said filler blocks.

The operation of my improved railway draft rigging illustrated in Figures 1 to 4, inclusive, assuming a draft or pulling action being applied to the coupler 14 at the left-hand end of Figure 1, is as follows: Outward movement of the coupler \vill'be communicated to the yoke 20 by means of the coupler key 21, thereby compressing the friction shock absorbing mechanism A between the end section 2'? of the yoke .and the corresponding follower 26 which is held against movement by the stop lugs 17. This action will continue either until the actuating force is reduced or the shell of the friction shock absorbing mechan sm engages the follower 26.

The operation of my improved mechanism during a bufiing stroke is as follows: Assuming that the coupler 14 at the left-hand end of Figure 1 receives the bufling shock, the same will be forced inwardly against the follower 26, thereby compressing the friction shoek absorbing mechanism A against the end section of the yoke 20 which has its movementresisted by the shell of the buffing mechanism B. During. this action, the buffing mechanism B will also be compressed against the follower plate 30, movement of the follower plate 30 inwardly being directly resisted by the column stop means comprisingthe column member C and the column element D at that end of the car. It will be evident that the column element C is heldagainst movement by the filler casting 18' of the bolster at the opposite end of the car. The column member C and the end column element D together thus form rigid stop means opposing inward movement of both. the lending mechanism 13 and the shock absorbing mechanism A. As will be evident, when the buffing force is applied to the coupler at the right-hand end of Figure 2, the forces will be transmitted through the shock absorbing mechanism A, the buffing mechanism B, and the column stop means including the column member C and the column element D at that end of the car, to the filler casting 18 of the bolster at the opposite end of the car. The compression of the friction shock absorbing mechanism A and the co-operating buffing mechanism B will continue either until the actuating force is reduced or the followers 26 and 30 engage the friction shells of When the bufshock absorbing means at opposite ends of the car, the forces will be delivered to the opposite ends of the combined column, composed of members C, D and D, no pressure being exerted on the bolsters, the combined column thus assummitted to the bolster at the same end of the car which carries the coupler that receives the buffing shocks, but are transmitted'directly to the bolster at the other end of the car through the shock absorbing and buffing mechanisms, thereby placing the draft sills and the underframe structure inwardly of the bolster and the remote end of the car under tension'only. Buckling of the car structure,which would result when the draft sills and the underframe structure are placed under compression is thus completely eliminated.

Referring next to the embodiment of the invention illustrated'in Figures 4 and 5, the bolsters of the car are designated by 111 and the draft sills by -1l0. The arrangement of the railway draft rigging in this embodiment of the invention, outwardly of the bolsters 1111l1, is identical with the structure at the corresponding ends of the car illustrated in Figures 1 to 3, inelusive. and 5, which are designated by 118, are identical with the castings 18 hereinbefore described, and guideways 1l9ll9 are provided between the castings 118 and the draft sills 110. i

A column stop means is also employed in connection with this embodiment of the invention, the same comprising a column member E and end column elements FF disposed adjacent each bolster; The end column elements F are of the same design as the end column elements D, hereinbefore described, and have their inner ends bearing directly on the opposite ends of the column E. The column E is provided with spring receiving pockets 40 at opposite ends thereof, a spring resistance 41 being disposed within each pocket. As shown, each spring resistance 41 comprises an inner relatively light coil and a heavier out-er coil. Each spring resistance is interposed between two follower members 42 and 43, the follower member 42 bearing on the inner end wall of the pocket and the follower 43 bear- The filler castings shown in Figures 4 ing on theinner end of the corresponding filler casting 118. The followers 42 and 43 are connected by a retainer bolt 44 which is so adjusted as to place the spring resistance under heavy initial compression. As shown in Figure 5, the top and bottom walls ofthe column member E, at opposite ends of the same, have their outer edges spaced slightly from the inner ends of the filler casting 118, thereby permitting a slight movement between the column and the corresponding casting 118 during a buffing action of the mechanism.

In the operation of my improved railway draft rigging, as illustrated in the embodiment of the invention in Figures 4 and 5, the friction shock absorbing mechanism at the opposite ends of the manner in buff and the end column elements F will oppose the inward movement of the bufling mechanisms. Assuming that the buffing force is applied to the shock absorbing mechanism and the buifing gear which are located at the lefthand end of the car as viewed in Figure 4, the

force will be transmitted to the end column element F at the left-hand end of said figure, and through said element to'the column member E. A slight movement to the right, as viewed in said figure, of the column member E will thus be produced, during which the spring resistance 41 at the right-hand end of said figure will be compressed against the filler casting118. Compression of this spring resistance will be limited after the clearance between the end of the column and hereto.

I claim: 1

-1. In a draft rigging for railway cars having body bolsters at opposite ends thereof and fixed draft sills, thecombination with a coupler at each end of the car; of a yoke having a lost motion connection with each coupler; shock absorbing means within each yoke, said shock absorbing means including an outer'follower; stop means at opposite ends of the sills for limiting outward movement of the corresponding follower; buffing means actuated-through each yoke member upon inward movement thereof, said buffing means including a follower at the inner end there of; a column member interposed between said bolsters and adapted to abut said bolsters respectively to hold said column against outward movement in eithter direction lengthwise of the car; and ,rigid pressure-transmitting members extending freely through said bolsters and each having the opposite ends bearing on the follower of said buffing means at the corresponding end of the car and the column member, respectively and maintaining said followers of said buffing means at all times free of said bolsters. v

2. In a railway draft rigging for cars having body bolsters at opposite ends thereof, the combination with a friction shock absorbing mechanism at each end thereof, each mechanism including follower means; of stop means at opposite ends of the car for limiting outward movement of the corresponding follower means; friction bufling means at each end of the car, actuated through the friction shock absorbing mechanism at the same end of the car in buff; stop means for opposing inward movement of said buffing means at each end of the car, said stop means comprising a central column member interposed between said bolsters and adapted to engage with either bolster to limit outward movement thereof; and floating rigid pressure-transmitting elements between said buffers and column member and extending outwardly beyond said bolsters, whereby the buiiing forces are transmitted directly from each friction buffer to the column and through said column to the bolster at the opposite end of the car only.

3. In a draft rigging for railway cars, the combination with body bolsters at opposite ends of the car; of a coupler at each end of the car; yoke means for transmitting draft shocks from each coupler to the shock absorbing means at the corresponding end of the car said shock absorbing means being compressed by inward movement of the coupler in buff; bufling means at each end of the car actuated through said shock absorbing meansg'and a separate buffing column stop means against which both of said buff ng means are buttressed, said column stop means including a section freely supported between said bolsters and provided with abutment means at opposite ends in engagement with the inner sides of said bolsters to hold said'section against lengthwise outward movement in opposite directions. I

4. In a draft rigging for railway cars, the combination with body bolsters at opposite ends of the car and fixed spaced draft sills; of. a column stop member freely disposed between said bolsters and abutting both bolsters to hold said column against outward movement in either direction; shock'absorbing means at each end of the car outwardly of the corresponding bolster; and separate pressure. transmtting column elements interposed between said column stop member and said shock absorbing means at each end of the car and extending freely through the bolsters and entirely relieving each bolster of bufiing forces transmitted by the adjacent shock absorbing means.

5. In a draft rigging for railway cars having spaced fixed draft sills and fixed bolsters at opposite ends of the car, the combination with shock absorbing means at eachend of the car outwardly of said bolsters; of fixed outer stop means on the draft sills cooperating with said shock absorbing means; and rear stop column means through which the entire bufiing force of each shock absorbing means is transmitted,

said column means being buttressed against movement in buff entirely by the bolster at the end of the car opposite to that at which the buffing force is applied.

6. In a draft rigging for railway cars having spaced fixed draft sills and body bolsters at opposite ends of the car, the combination with shock absorbing means at opposite ends of the car disposed between said draft sills and outwardly of said bolsters; of fixed outer stop members on said fixed sills cooperating with said shock absorbing means and against which the same is compressed in draft; and inner column stop means between said sills and in axial alignment with said shock absorbing means against which said shock absorbing means is compressed in buff, said stop column means extending to and abutting the bolster at the end of the car opposite to that at'which the buffing force is applied, said column transmitting the entire resultant bufling force imp rted thereto to said last named bolster, whereby the draft sills between said bolsters are subjected to tension strains only in both buff and draft.

STACY B. HASELTINE.

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