US2013429A - Draft rigging - Google Patents

Description

Sept. 3, 1935.

D.v s. BARRows DRAFT RIGGI NG Filed May '26, 195o Patented Sept. 3, 1935 Lia/tt ATT @FFI DRAFT RIGGING Application May 26, 1930, Serial No. 455,822

l2 Claims.

This invention relates to railway draft rigging, and more particularly, to such in which draft sills are adapted for limited movement with respect to the remainder of the underframe.

'I'he principal object of my invention, generally considered, is the provision of a railway vehicle underframe and associated draft rigging in which cushioning mechanism is mounted between sills adapted to move with respect to the underframe and connected to said sills and underframe, whereby not only is the associated coupler cushioned with respect to the draft sills, but move-v ment of the sills with respect to the underframe is cushioned.

Another object of my invention is the provision of a railway vehicle underframe in which the draft sills extend from one end of the vehicle to the other and are mounted for limited movement with respect thereto, the cushioning mechanism, coupler and connecting means being mounted between the draft sills and connected thereto, as well as to the fixed part of the underframe, whereby a portion of the cushioning mechanism is brought into play for cushioning relative movement between the draft sills and the remainder of the underframe.

A further object of my invention is the provision of a railway vehicle underframe involving a double end friction draft gear mounted between relatively movable draft sills at each end thereof and connected thereto and to the remainder of the underframe in such a way that cushioning mechanism at both ends of the vehicle acts when force is applied in either direction to a coupler at one end thereof.

A still further object of my invention is the provision of double end cushioning mechanism mounted at each end of relatively movable draft sills and so connected thereto and to the remainder of the vehicle underframe that not only is the mechanism at both ends of the vehicle utilized when either coupler is subjected to buffing or draft forces, but relative movement between said coupler and the movable sills and between the movable sills and the remainder of the underframe is cushioned.

Other objects and advantages of the invention relating to the particular arrangement and construction of the various parts will become apparent as the description proceeds.

Referring to the drawing illustrating my invention, the scope whereof is defined by the appended claims:-

Figure 1 is a fragmentary, vertical, longitu dinal sectional View of a railway vehicle underframe and mechanism shown in Figure 1, with parts thereof in horizontal section.

Figure 3 is a fragmentary end elevation of the underframe and associated parts.

Referring to the drawing in detail, like parts being designated by like reference characters, there is illustrated as one embodiment of my invention a car underframe, or portion thereof, involving longitudinal framing or relatively xed sills I connected by end sills 2, only one of which is illustrated. The sills I and 2 have connected adjacent the junctions thereof bracket castings 3 with inwardly extending ilange or ledge portions l upon which are movably or slidably mounted the draft or movable center sill assembly 5 involving longitudinal draft sills 6. In the presentembodiment, the draft sills 6 are formed as channels with outwardly extending flanges 1, the upper of which rest directly on the flange or ledge portions f3 of the bracket castings 3 whereby relative movement therebetween develops friction at the engaging surfaces. The sills 6 are preferably connected together by top cover plates 8, only one of which is shown, and carry irons S which, at each end, underlie the associated cushioning mechanism. The ends of the sills 5 preferably have applied thereto combined striking castings and sill tie members I0.

' Connecting the sills I intermediate the ends thereof are bolster center filler castings II disposed between the bolster cover plates l2 and I3 and the bolster transoms I4 which extend outwardly from the framing sills I. The center filler castings are apertured, as indicated at I5, for the passage of the movable draft sills 6, the lower anges I6 of which desirably rest on the bolster cover plate I3, or underlying portions of said castings, so that friction is developed upon relative movement therebetween. A center plate El may be connected to the bottom bolster cover plate I3 beneath the center filler casting II, as is usual.

For cushioning relative movement of the draft sills 6 with respect to the underframe and framing sills I, as well as relative movement of the associated coupler or drawbar I8 with respect to the sills 6, I provide, in the present embodiment, a double end draft gear I9 which may assume various forms, but preferably involves a housing, casing or column member 20 open at each end and providing inclined friction surfaces engaged by corresponding friction surfaces on associated wedge blocks 2l which are held in frictional engagement therewith by resilient means 22 preferably in the form of curved plte springs. The outer ends of the wedge blocks 2l are desiraloly engaged by front and rear followers 23 and 24, respectively. VThe housing 29 and associated followers may, at the front end, be supported by the carry iron 9 and at the rear end by the bottom bolster cover plate I3.

The coupler or drawbar I8 may be harnessed to the cushioning mechanism, and said mechanism connected to the sills 9 in other ways than here illustrated, but I preferably employ a horizontal yoke device 25 connected to the drawbar i8 by means of a front key 2B, the ends of which are received in correspondingly slotted portions 2l in the sills 6. Although the coupler l 8 has a stem of the swivel butt type such as described and claimed in my prior Patent No. 1,431,717, of October l0, 1922, I do not wish to be limited to this showing.

Embraced between the butt of the drawbar I8 and the yoke 25 is preferably a front follower block 28 in addition to the cushioning mechanism andwassociated followers hereinbefore described; The function of the follower block in the present instance is to receive a relatively long key 29, the ends of which pass through slots 3!) in the yoke 25, slots 3l in the movable sills 9, and the extreme ends are received in slotted portions 32 in the relatively fixed sills l. to provide for the transmission of large forces to the fixedY sills l, the slotted portions 32 are desirably reinforced by slotted cheek plates: 33 having inwardly extending flanges 95 providing enlarged bearing surfaces for the keys at each end of the underframe. It will be noted that the slot 32 is extended rearwardly whereby relative rearward movement of the key 29 is permitted and relative forward movement thereof prevented.

The housing 20 `is desirably held in position with respect to the movable sills 6 by means of a key 35, the ends of which are received in slotted portions 36 in the sills 6, which portions are desirably reinforced by cheek plates 31. In order to provide access to the slots 36 through the fixed sills, said sills are desirably formed with registering slots 38 normally closed by plates V39 connected to the sills in any desired manner, as by means of bolts 40.

' The ends of the yokes 25 at each end of theV underframe are deisrably received in pockets or notches lll in the center filler castings l l so that the associated followers 24 abut the center i'lller castingsl which thereby also function as back stops.

From the preceding description, it will be seen that each arm of each yoke has three slots therein,rthe front one for receiving the key 26 connecting with the drawbar, the second one receiving the key 29 supporting the follower block 28 and connecting with the fixed sills l, and the thirdreceiving the key 35 connecting the housing 29 to the sills 6. The front slots are extended Y rearwardly to provide for rearward movement of key 29 as well as permitting forward movementy of thev yoke 25, while the third slots are-extended rearward for permitting forward movement' of the yoke 25 and rearward movement of the sills (i.V

In order With regard to the corresponding slots in the sills 6, it should be noted that the front slots 21 are extended both forwardly and rearwardly of the normal position of the key 26 distances corresponding to the normal travel of each end of the cushioning mechanism. The slots 3l are extended rearwardly of the normal position of the key 29 to provide for movement of the key a distance equivalent to compression of one end of the cushioning mechanism while the slots 36 desirably snugly receive the key 35 with only normal clearance provided. The slots 32 for the ends of the long key 29 are desirably extended rearwardly from the normal position of the key an amount equivalent to the full compression of one end of the gear i9 or a net movement equiv-- alent to effect a compression of one end of the gear I9. y Y A Y Although only one end ofv Vthe vehicle underframe is illustrated, it will be understood that the mechanism is desirably duplicated at the other Y end. When draft force'sare applied to the coupler EB, said forces'are transmitted to the yoke through the connecting key 26, and from there to the rear follower 25 to effect a compression of the rear end of the gear i9 against the holding key 35. Because the sills E5 are slidable with respect to the sills l, if the draft force is sufficient, said sills 5 are pulled forwardly by movement ofthe key 35 and the front mechanism is compressed against the front follower 23 and followerblock 23 held in place by the key 29. This forward movement of the sills 6, of course, effects a corresponding movement between the movable and xed sills at the other end of the car, resulting in' a' compression of the rear end of the double end cushioning mechanism at the other end of` the carl which is pushed against the bolster center ller casting as a' back "stop, as will be understood. It will, therefore, be seen that under the action of draft forces7 the cushioning mechanism in the rear end YofV one gear serves to cushion relative movement between the coupler and movable sills, while the cushioning mechanism at the front end of the adjacent gear and the rear end of the gear at the other end of the car serves to cushion relative movement between the movable andv xed sills of the car.

When the coupler i8 is subjected to bufng forces, it pushes the follower block 28 and follower 29 rearwardly, compressing the 'mechanism in the front end of the housing 2li of the' draft gear IS, and if the force is sufficient, moving the movable sills'rearwardly through the connecting key 35 and thereby eiecting a compression of the front mechanism of the gear at the other end of the vehicle, as said mechanism will be stopped at that end by the follower block 28 and key 29 held in the front end of the slot 32 in the xed sills l. v

It will, therefore, be seen that'unde'r the action of bufng forces, relative movement between the coupler and movable sillsis cushioned bythe mechanism in front of the draft gear at the adjacent end of the vehicle, while relative movement between the movable and fixed sills is cushioned by the mechanism at the rear end of the adjacent gear and the front en'd of the gear at the other end 'of the vehicle. It will, of course, be understood that by front end, in each case, I

mean the end toward the adjacent end of the vehicle.

From the foregoing disclosure, it will be seen that I have devised a railway vehicle underframe and associated cushioning mechanism and rigging so arranged that the mechanism at both ends of the vehicle works in unison and is utilized under both draft and bufling forces, part of the cushioning mechanism being employed for cushioning relative movement between the coupler and movable sills and part for cushioning relative movement between the movable and fixed sills or romainder of the underframe. By utilizing the mechanism at one end only of the gear to cushion relative movement of the coupler and movable sills, the train slack is kept as low as possible, while at thesame time,the vehicle lading is amply protected by having extra, or, in the embodiment disclosed,

double the cushioning effect added, upon relative movement of the movable sills, besides the frictional capacity developed by such movement.

Although a preferred embodiment of my invention has been illustrated, it will be understood that modifications may be made within the spirit and scope of the appended claims.

I claim:-

1. In a railway vehicle underframe, longitudinal sills connected at their ends by end sills and intermediate their ends by bolster center filler castings and cover plates, draft sills disposed between said longitudinal sills and slidable between said cover plates, brackets on the ends of said fixed sills slidably supporting the ends of the movable sills, cushioning mechanism and an associated yoke disposed between said movable sills, a key passing through registering slots in said movable sills, yoke and cushioning mechanism for connecting the cushioning mechanism to said sills, the rear end of said yoke and cushioning mechanism normally abutting a center iiller casting as a back stop, a follower block disposed for- Wardly of said cushioning mechanism, a key extending through registering slots in said follower block, yoke, movable sills and fixed sills for the transmission of forces to said fixed sills, a drawbar disposed between the forward ends of said yoke; and a key extending through registering slots in said drawbar, yoke and movable sills for connect-- ing said drawbar to the yoke and for the support of the adjacent ends of said connected members.

2. In a railway vehicle underframe, fixed 1ongitudinal sills, end sills connecting the ends thereof, cover plates connecting intermediate portions thereof, draft sills disposed between said longitudinal sills and slidable between said cover plates, means at the ends of said fixed sills slidably supporting the ends of the draft sills, cushioning mechanism supported between said draft sills adjacent each end thereof, back stop means for said cushioning mechanism connected to said cover plates, a drawbar associated with the cushioning mechanism at each end of said draft sills, means connecting said drawbar and associated cushioning mechanism, and means for transmitting force from each drawbar and associ-ated cushioning mechanism to said fixed sills.

3. In a railway vehicle underframe, fixed longitudinal sills connected at their ends by end sills and intermediate their ends by cover plates, draft sills disposed between said longitudinal sills and slidable between said cover plates, brackets on the ends of said fixed sills slidably supporting the ends of said draft sills, cushioning mechanism and an associated yoke .disposed between said draft sills adjacent each end thereof, a key passing through registering slots in said movable sills and each yoke and its associated cushioning mechanism for connecting said mechanism to said sills, back stop means, for each of said yokes and cushioning mechanisms connect-ed to said fixed sills, a follower block disposed forwardly of each cushioning mechanism, a key extending through registering slots in each follower block, yoke, movable sills and fixed sills for the transmission of force to said fixed sills, a drawbar disposed between the forward ends of each yoke, and a key extending through registering slots in each drawbar and its associated yoke and the corresponding ends of the movable sills for connecting said drawbar to the yoke whereby, upon the application of force to one of the drawbars, the mechanisms at the ends of the draft sills work in unison, some of said mechanisms serving to cushion movement between the drawbar and draft sills, and others serving to cushion movement of the draft sills with respect to the fixed sills.

4. In railway draft rigging, sills movably mounted with respect to a railway vehicle underirame, a drawbar and a draft gear including a housing, with friction elements and associated springs received in each end, mounted between said movably mounted sills, means connecting said drawbar to s-aid gear, means disposed between the friction elements at one end and those at the housing cushion movement of the coupler with n respect to the movable sills and the friction elements and springs in the other end of the housing cushion movement of the sills with respect to the underframe.

5. In a railway vehicle, a pair of sills thereto, another pair of' sills mounted between said fixed sills and longitudinally movable with respect to said vehicle, a cushioning mechanism mounted adjacent each end of said vehicle, each cushioning mechanism comprising a housing receiving individual cushioning means in each end and connecte-d to said movable sills for longitudinal movement therewith, a yoke embracing each cushioning mechanism, a follower disposed outwardly of each cushioning mechanism between the arms of the corresponding yoke, a drawbar disposed outwardly of each follower and connected to the corresponding yoke, a backstop for the cushioning means in the inner end of each housing, and means for preventing outward movement of each follower with respect to the xed sills while allowing inward movement thereof, whereby draft force applied to a drawbar is cushioned by all of the adjacent cushioning mechanism, and the cushioning means in the near end of the housing of the other mechanism and buffing force applied to a drawbar is cushioned by all of the adjacent cushioning mechanism and the cushioning means in the far end of the housing of the other mechanism.

6./In railway draft rigging, in combination with a railway vehicle underframe, sills movably mounted with respect to said underframe, a drawbar and a connected yoke mounted between said sills, cushioning mechanism embraced by said yoke, means connecting sai-d cushioning mechanism and movable sills for the transmission of both draft and buiiing forces therebetween, a follower block disposed between said cushioning mechanism and drawbar, and a key passing through the movable sills and received in slots in said underframe therebeyond, said key normally abutting the front ends of the slotted portions of said underframe for connecting said block for the transmission of draft forces to said underframe.

'7. In railway draft rigging in combination with a railway vehicle underframe comprising relatively fixed, laterally spaced sills, flanged structural members forming draft sills movably mounted with respect to and between said relatively fixed sills, a coupler, a yoke device connected thereto, and cushioning mechanism connecting said coupler and yoke to, and mounted between, said draft sills, and means extending laterally from said mechanism and normally abutting portions of the relatively fixed sills forwardly thereof for the transmission of draft forces thereto.

8. In railway draft rigging, in combination with a railway vehicle underframe, sills movably mounted with respect to and slidably supported directly by said underframe, said underframe comprising relatively fixed sills disposed on either side of said movably mounted sills, a coupler, cushioning mechanism, a yoke device disposed between said movably mounted sills for connecting said coupler to said cushioning mechanism, follower means disposed between said coupler and cushioning mechanism, and a key passing through said follower means, a yoke device and slots in said movably mounted sills, and with its ends received in slots in said relatively fixed sills, said fixed sill slots terminating at the normal position of the front edge of said key, so that draft forces are transmitted through said key to said relatively fixed sills.

9. In railway draft rigging, in combination with a railway vehicle underframe, sills movably mounted with respect to said underframe, a drawbar and a yoke mounted between said sills, a key connecting said drawbar and yoke and with its ends received in slots in said sills, cushioning mechanism embraced by said yoke, a` key connecting said cushioning mechanism to said movable sills, a follower block disposed between said cushioning mechanism and drawbar, and a key eX- tending through slots in said follower block and sills and with its ends continued and received in slots in said underframe, said underframe slots terminating at the normal position of the front edge of said key, so that the latter transmits draft forces to the underframe.

10. In railway draft rigging, in combination with a railway vehicle underframe, draft sills movably mounted with respect to said underframe, said underframe comprising relatively xed sills disposed on either side of said draft sills, cushioning mechanism and associated draft rigging disposed between said draft sills, means connecting said cushioning mechanism to said draft sills for the transmission of both draft and buing forces, and means extending laterally from said rigging and normally engaging abutment portions on said relatively Vfixed sills forwardly thereof for the transmission of draft forces thereto.

11. In railway draft rigging, in combination with a railway vehicle underframe, sills movably mounted with respect to said underframe, said underframe comprising relatively fixed sills disposed on either side of. said movably mounted sills, a drawbar, cushioning mechanism, means connecting said drawbar and mechanism ,and disposed between said movably mounted sills, a key connecting said cushioning mechanism and movably mounted sills for the transmission of longitudinal forces therebetween in both directions, a follower block disposed between said drawbar and cushioning mechanism, and a key passing through slots in said follower block and movably mounted sills, the ends of said key being extended and received in slots in said relatively fixed sills, the front ends of said slots terminating at the normal position of the front edge of said key sov that said key serves to transmit to said relatively Xed sills.

i2. In railway draft rigging, in combination with a railway vehicle underframe, structural members extending longitudinallyrand mounted for movement with respect to said underframe, a

draft forces Ydrawbar and connected'yoke-acting means, said l yoke-acting means comprising laterally spaced portions disposed between said structural members, cushioning mechanism disposed between said laterally spaced portions, means connecting saidV

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