US1459250A - Articulated car - Google Patents

Description

June 19, 1923.

H. M. PFLAGER ARTICULATED CAR Filed Dec. 28. 1922 Patented June 19, 1923.

HARRY III. PILAGEE, OF ST. LOUIS, MISSOURI, COMPANY, OF ST. LOUIS, MISSOURI, A

A SSIGNOR TO COMMONWEALTH STEEL CORPORATION OF NEW JERSEY.

Application filed December 28, 1922. Serial No. 6 309,521.

To all whom it may concern:

Be it known that I, HARRY M. PFLAGER, a citizen of the United States, residing at the city of St. Louis and State of Missouri, have 5 invented a certain new and useful Improvement in Articulated Cars,

lowing is a full, clear, and exact description, such as will enable others skilled in the art to which it appertains to make and use the same, reference being had to the accompanying drawings, forming part of this application. 5

"This invention relates to railroad rolling stock, and consists in improvements in articulated car construction. The object of my invention is to mount the adjacent ends of two cars upon a single truck-so'that two cars may have such independent movement as is necessary or desirable to absorb the draft and buffing stresses incident to railroad operation.

Since my invent-ion necessarily contemplates the relativcmovement'of the cars and the common truck upon which they are mounted, an additional object of my invention is to provide for the operation of brake rigging for the truck wheels from the car in the usual manner.

Detail objects of my invention will also appear from the specification and an inspection of the drawings accompanying the same, in which,

Figure 1 is a vertical longitudinal section through the platform and adjacent underframe members of two cars mounted upon a single truck.

Figure 2 is a similar section in which the brake rigging is shown.

Figure 3 is another arrangement of the brake rigging adapted for the same truck and car body assembly.

The portions of the car body illustrated in my drawings consists of one piece steel castings '1 of a familiar type having platform and bufler portions 2 and draft arm portions 31 which mount individual draft gears 3 provided with draft yokes 4:. Each casting has a downwardlyfacing surface 5 adjacent to its forward end and mounts a carry iron 6 vertically alined with v the surface 4: but spaced below the same draw. bar 7. Draw far enough to receive a having their rear bars 7 are of novel form of which the fol- 1 bar.

ends tenoned in the forward ends of yokes 4 and having their forward ends provided with contours similar to the ordinary car body center plate contours. Each draw bar 1s of substantial depth and of a size and shape to form a rigid member adapted to support a car body through surface 5 an the underframe casting 1. The draw bars 7 d ffer from each other in the contours of thelr forward ends, that of the left hand draw bar having its end shaped to fit into the center plate 8 of the truck 9 and to recelve the lower portion of the correspondingly shaped end of the right hand draw The forward ends of draw bars 7 therefore serve as center plate elements for thou respective cars and also as couplers for the cars. They are retained in position on the truck center plate 8 by a-kiug-bolt 10.

Each of the underframe castings 1 is provided with elongated horizontal slots 11 alined with a corresponding slot of shorter length in the draw bar, and a yoke key 12 passes through the three slots and serves to limit the travel of the draw bar relatively to the car. Assembly of draw bar 7 and yokes 4 1s maintained by suitable pins 13.

Obviously, the two car bodies are just as free to move to and from each other a limited distance as they would be if mounted upon individual trucks in the usual manner. At the same time all of the advantages of the articulated construction are maintained by the substitution of a single truck under the draw bars for duplicate trucks under the car body bolsters. The above assembly of the car bodies and the truck creates a problem in the application of the brakes, which occasions the constructions such as shown in Figures 2 and 3 in which the brake riggingisshown as containing the usual cylinder lever 14, live lever connecting rod 15,11ve lever 16, dead lever 17 and of carry iron 6 of the right hand car. It

will be understood that the portions of the brake rigging of the left hand car which operated the truck replaced by truck 9 will shown is used.

With this anchoring of the dead lever, movement of thetruck and the brake riggin mounted on the truck longitudinal y of t e right hand car will not produce any operative movement of the brake rigging, as truck levers 16, 17 and 20 will swing about their upper ends like the elements of a parallel ruler, and their lower ends, remainin the same distance apart, will not be idle when the articulated construction set the rakes.

If for any reason, it is necessary or desirable to anchor the truck dead lever to the truck frame instead of to the car body, as shown in Figure 2, the construction illustrated in Figure 3 may be used, in which the truck dead lever 21 is anchored to the truck frame at 22 and the compensating elements consisting of a cylinder connecting rod floating lever 23 having one end secured to the truck live lever 24 and having its opposite end connected by a rod 26 to a compensating lever 27 fulcrumed on the car body at 28 and having its opposite end secured to the truck bolster by a connection 29. The cylinder lever rod 30 is connected to lever'23 intermediate the ends of the latter. In this construction, theadditional elements 23, 26,27 and 29 secure the [a result as the anchorage shown in I iguure 2. For instance, movement of the truck to the left will shift points a and h accordin ly and turn levers 23 and 27 about their in crums without afiecting the position of connecting rod 30.

Various other arrangements of the brake rigging adapted to compensate for the relative movement of the truck and body will sug est themselves to those familiar with bra e installations, and modifications of the extending beyond said car body with its outer end, supported on said truck, said draw bar supporting the end of said car body.

. 5. In combination with a car truck provided with an upwardly facing center plate, a car body, a slidable draw bar mounted on said car body and extending beyond the same and provided with a downwardly facing center plate adapted to tit and rest upon said truck center plate.

6. In a railway car, an underframe memher having a transverse slot and a downwardly facing surface in front of said slot, a draw bar having a slot alined with said member slot, and a bearing surface engaging said member surface, a key through said slots, and a center plate on the outer end of said draw bar.

7. In an articulated car, car bodies, connecting draw bars slidably mounted on their respective bodies, interengaging center plates on said draw bars, and underframe members supported by said draw bars.

8. In an articulated car, a truck, two car bodies the ends of which respectively project over said truck, draw bars slidably mounted on said bodies having their outer ends supported on said truck and supporting one end each of said bodies over said truck.

9. In a railway car, a body,a member on said body adapted to support the body from a truck and having movement longitudinally of said body.

10. Ina railway car, a body, a slidable draw bar and a truck supporting said body through said draw bar.

11. In a railway car, a slidable draw-bar provided with integrally formed coupling and center plate members.

In testimony whereof I hereunto atlin my signature this 5th day of Dec, 1922.

' II. M. PFIAAGER.

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