US2308032A - Cushioning and centering device for railway car couplers - Google Patents

Description

J. s. SWA-NN 2,308,032

CUSHIONING AND CENTERING DEVICE FOR RAILWAY CAR COUPLERS Jan; 12,1943;

Filed July 17, 1941 2 Sheets-Sheet l Jan. 12, 1943. 2,308,032

CUSHIONING AND CENTERING DEVICE FOR RAILWAY CAR COUPLERS J. s. SWANN Filed July 17, 1941 2 Sheets-Sheet 2 Patented Jan. 12, 1943 CUSHIONING AND CENTERING DEVICE FOR RAILl VAY CAR COUPLERS James S. Swann, Homewood, 111., assignor to Standard Railway Equipment Manufacturing Company, Chicago, 111., a corporation of Delaware Application July 17, 1941, Serial No. 402,730

19 Claims. (Cl. 213--21) The device relates to railway cars and more particularly to the means for supporting the outer end of a railway car coupler adjacent its head which permits the coupler to move horizontally and vertically and adjust itself to the,

curves and unevenness of the track and one oi the objects of the invention is to provide a yielding means for supporting the outer end of the coupler in a vertical and/or horizontal direction so that when free to do so the coupler will return.

to its normal height and to a position adjacent the center of the car, which arrangement has several objects and advantages hereinafter enumerated.

When a coupler is supported by a carrier,

which is immovable vertically, a great stress is thrown in the shank of the coupler when the car passes over a hump or valley in the track (technically known as vertical curves) which when occurring while the couplers are under severe pulling or buifing stresses is a serious matter and this condition was a contributing cause of the American Railway Association increasing the size of the standard coupler shank. One of the objects of the invention, therefore, is to reduce the service stresses in the coupler by producing a yielding coupler carrier thereby permitting the outerend of the coupler to move downwardly so that the center line of the coupled couplers will be nearer a straight line, thereby reducing the resultant forces in the coupler shanks. When the force ceases, for instance, when the cars are uncoupled, the yielding carrier forces the coupler to its normal vertical position, which is prescribed by the American Railway Association and which is necessary so that the couplers will automatically couple when the cars are run together.

Another object of the yielding carrier is to prevent the jar in the coupler caused by the uneven track and the movement of the coupler upon the carrier from being transmitted to the adjacent car parts, which jar and vibration causes the fastening means, such as bolts, to become loose, or perhaps entirely inefiective. Jars and jolts between the coupler and the carrier are also caused by the engaging parts of the two coupled couplers slipping over each other under pressure. Furthermore, such yielding means, by reducing the vertical force of the coupler upon its carrier,

reduces the friction and consequent wear between these parts. The wear upon the coupler shank makes a weak place in the shank causing it to break at that place when the cars are coupled, especially when coupled in a hump or valley in the track.

Another object of the invention is to provide a coil spring to support a car coupler and position it in the car relative to the car coupler so that when the coupler moves sidewise of the car the spring is distorted, causing a tendency for the spring to return the coupler to the center of the car and when the coupler moves vertically the spring is compressed causing a tendency to return the coupler to its normal height. For the purpose of describing and defining this invention the term distorted, as herein used, means that the spring is deformed laterally of its longitudinal axis in differentiation from the term compression which, as herein used, means that the spring is deformed coincident with its longitudinal axis. These are general engineering terms.

Another object is to provide a device which cushions and centers the coupler without twisting the coupler when the cars go around curves, which twisting action distorts the coupler shank and moving parts of the coupler causing them to work hard or even bind, making the coupler inoperative. This is accomplished by maintaining the top of the carrier parallel to the bottom of the coupler and in contact therewith. In other words, the carrier adjusts itself to the coupler. Maintaining the width of the coupler shank in contact with the carrier maintains a large bearing area between these two elements and thereby reduces the wear upon them.

One of the objects of the invention is to increase the amount of permissible lateral movement of a coupler by providing automatic means for returning the couplers to the longitudinal center of the car or at least close enough thereto so that the automatic couplers will couple. This is what is termed the coupling range.

It is very often necessary to couple cars on curves and frequently when the radius of the curve is very small, as is common around industrial plants, the couplers of the two cars will be so far out of alignment that they will not automatically couple. Another object of the invention is to automatically bring such couplers within coupling range.

In my device the lateral movement between the coupler and the carrier is eliminated, thus reducing friction and consequent wear on the parts. This is quite an item particularly in sandy countries because couplers are costly and the replacement of a coupler means keeping the car out of service.

Coupler positioning devices reduces the number of broken knuckles and guard arms on couplers which means are frequently bent or broken when the couplers are not within coupling range. Such devices also reduce the number of accidents to trainmen as they are not required to go between the cars and position the coupler preparatory to coupling.

Another object of the invention is to provide means to limit theupward movement'of the yielding coupler carrier so that the yielding means will not force the coupler up beyond the predetermined standard height established by the American Railway Association. It also desirable to restrict the vertical upward movement ,of the coupler so that when the car is turned upside down in an unloading machine the component parts of the yielding means will not lose their proper relative positions and become ineffective.

One of the objects of the invention is to provide a cooperative relationship between such a spring so that when the coupler moves laterally of the car from its normal central position, the vertical service movements of vthecoupler compress the coil spring substantially'equallyon all sides thereof, or mother words, around the perimeter of the coil spring, thus equally distributing the stresses in the spring; that is, in the round bar of which thecoil spring is made. Such distribution materially increases the resiliency of thespring and alsothe life of the spring. This advantage applies whether thecoil .is flattened as shown in Fig.12) or'is circular. .A convolute spring is a coil spring as far as this invention is concerned. The distortion of the spring tends to return the coupler to normal position.

"In the construction illustrated I have shown the cooperative relationship obtainedby theuse of a rocker supporting the spring riding or rocking upon a fiat surface of a member attached to the car proper. It. is understood that all'IIrequire to :accomplish the desired purpose is :a

rocking or rollingly tiltable relationship between;

the spring and whatever element resists the load imposed upon the spring. The rockerrnayhave a convex surface engaginga flat surface on the supporting element or the rocker may have a flat surface engaging a convex surface on the supporting element or both surfaces maybe convex. Teeth may be providedupon the engaging surfaces to prevent slipping. The rocking means maybe at top and/or bottomof the spring. Furthermore, it is possible that the workmen may fail to install the spring, inwhich event the carrier would not be yielding, but the car, nevertheless, would be serviceable.

Another object of the invention is to provide means to limit the movement of the carrier lengthwise of the car, which:means also prevents the carrier from tipping when the coupler slides over it.

In the drawings:

Fig. 1 showsa typical application of my device to a railway car,

.Fig. 2 isa section .online 2-2 of Fig. 1. with the coupler shown in dot and dash lines.

Fig. 3 is similar to Figs. 1 .andf2 and shows the coupler moved sidewise of the car and .the spring distorted.

Fig. 4 shows a modified structure.

Fig. 5 is another modified structure.

' FigFGshOWS-a'spring in normal position.

Fig. '7 shows a' spring distorted laterally without my rocker.

Fig. 8 shows a spring distorted'laterally when used with my rocker.

Fig. 9 shows a detail of the base plate of Fig.5.

in properrelation to the .carmember-i.

Fig. 10 is a broken away perspective view of the rocker.

Fig. 11 is a section on line H-! of Fig. 2.

In the drawings the striking casting or other car member 2 is attached to the car and supported thereby by any convenient means, such as the rivets 3-4, which hold it to the draft sills 5 or framing of the car. The coupler l rests upon the carrier 3 and is retained in central position thereon by the lugs 9 and the carrier 8 is providedwith extensions H which move between the spaced apart wall I3l i of the mem ber 2 to restrict the movement of the carrier t longitudinally of .the car, but which permit free movement thereof laterally of the car. This carrier '8 is provided with a spring seat It and ribs it which form a pocket and retain the spring 2c in its proper relation to the carrier. The rocket to .isprovided with a spring seat 2! and ribs 26 which form a pocket and retain the spring 2G The rocker l9. rocks or rollingly tilts on the horizontal wall 38 or the member 2 and is provided with wings 3: which are providedtwith holes for the bolts 32, which holes are-elongatedto accommodate the rocking movements of "the/rocker E9.

The "spring 26 or other yielding :m-eans lSl'sPOSltioned between the carrier8 and the carpmember 2 and engages the springseats I642 lpof the carrier and car member, respectively. :Inother words, the yielding means is attachedtothe car member and carrier, respectively, so that when the carrier is moved laterally of the-cartheyielding means is distorted causing a tendencytoreturn the carrier to normal position.

When the couplerl;movesilaterally, -as.-shown in Fig. 3, the rocker l9 rocksior: rollinglytilts-with the springzfl :so that oneside-of the bottom .of .the sprin :moves downwardly "(the left sideiin Fig. 3) t and the other side of the bottom of ,the spring is forced upwardly (the right side of Fig. 3). The'said upward and downward :movements are substantially equal. In this arrangement the spring is compressed substantially equally on all sides thereof, thus materially increasing the-life and resiliency of the springbyequally distribut- .is greater than 37. Fig. Sshows the-same spring with the plane 44 of the" top of the'spring hori- .zontal and the plane -45 on -an;-inclinefrom the .horizontaLsuch :as it has-inthe positionshown in Fig. 3. In thisposition (Figs.-3- and 8) thedistances 46 and 51 are substantially the same so that the side of the spring adjacent :distance lii is the same as the'side of the-spring adjacent distance 4'! and, of course,'the-.sidesof the spring between these two are the same-also thus'with my improved rocker the'spring is compressed equall onall sides, even though distorted.

Drain holes are preferably provided -through the spring seat 2| and the member'Z. The rocker I9 is of U section for strength.

Fig.4 shows a modified form of rocker provided with extensions 56 which engage removable pieces and are held in place thereby. Bolts 52 secure the removable pieces to the member 2,

Fig. 5 shows a modified form wherein the member 2 is provided with a convex surface 55 upon which the base plate 55 rocks or tilts to accomplish the advantageous features of the rocker 19. The base plate is formed with stiffening flanges 51 and spring retaining flanges 58. A shim may be placed in the base plate 56 if desired.

It is understood that to accomplish the purposes and advantages of my invention I require a rocking engagement between the spring supporting element and the element which supports such spring supporting element. This may be provided by either element having a flat surface rockably engaging a convex surface on the other element or both elements may have convex engaging surfaces. Fig. 1 shows one form and Fig. 5 shows a modification of this feature;

I preferably provide a small fiat horizontal surface in the convex engaging surface of one of said elements adjacent the middle of the surface (i. e., adjacent the middle of the car) so that during the ordinary movements of a car running on a straight rough track the rocker does not come into play, thus reducing the wear on the rocker andits support.

The accompanying drawings illustrate the preferred form of the invention, though it is to be understood that the invention is not limited to the exact details of construction shown and described, as it is obvious that various modifications thereof, within the scope of the claims, will occur to persons skilled in the art.

I claim:

1. A cushioning and centering device for a railway car coupler comprising a member attached to the car and having a portion below the coupler, a coupler carrier arranged to move horizontally and vertically with the car coupler, a rocker arranged to rock upon said portion when the coupler moves laterally, and a coil spring interposed between and seated upon said carrier and said rocker, said spring yieldingly opposing the downward and horizontal service movements of the coupler so as to cushion the coupler substantially and return the coupler to normal position, the rocking engaging surfaces of said rocker and said portion of the member being such that when the coupler has moved laterally from the normal position thereof the downward movement of the coupler compresses the spring substantially equally on all sides thereof.

2. A cushioning and centering device for a railway car coupler comprising a member attached to the car and having a portion below the coupler provided with a convex surface, a coupler carrier arranged to move horizontally and vertically with the car coupler, a spring base plate arranged to rock upon said convex surface when the coupler moves laterally, and a coil spring interposed between and seated upon said carrier and said base plate, said spring yieldingly opposing the downward and horizontal service movements of the coupler so as to cushion the coupler and return the coupler to normal position.

3. A cushioning device fora railway car coupler comprising a member attached to the car and having a portion below the coupler, a coupler carrier arranged to move horizontally and vertically with the car coupler, a rocker arranged to rock upon said portion when the coupler moves laterally, and a coil spring interposed between and seated upon said carrier and said rocker, the rocking engaging surfaces of said carrier and said ly on all sides thereof.

4. A structure as defined in claim 19 wherein said rocker is formed with a pocket substantially fitting the lower portion of the spring to retain the spring in proper relationship to said rocker when the coupler moves laterally of the car.

5. A structure as defined in claim 19 wherein said lower portion of said member is of U section comprising spaced apart walls connected by a web and wherein said rocker tilts upon said web and said walls prevent displacement of said rocker lengthwise of the car.

6. A structure as defined in claim 19 wherein said lower portion of said member is of U section comprising spaced apart walls connected by a web and wherein said rocker tilts upon said web and said walls prevent displacement of said rockor lengthwise of the car, one of said walls and said rocker provided with registering apertures and a horizontal bolt extending therethrough to hold said rocker in place, certain of said apertures being elongated to accommodate the tilting of the rocker.

'7. A structure as defined in claim 19 wherein said lower portion of said member is of U section comprising spaced apart walls connected by a web and wherein said rocker tilts upon said web and said walls prevent displacement of said rocker lengthwise of the car, and removable means between said walls adjacent each end of the rocker to prevent displacement of said rocker sidewise of the car.

8. A structure as defined in claim 19 wherein said lower portion of said member is of U section comprising spaced apart walls connected by a web and wherein said rocker tilts upon said web and said walls prevent displacement of said rocker lengthwise of the car, and removable means between said walls adjacent each end of the rocker to prevent displacement of said rocker sidewise of the car, the inner surfaces of said removable means being curved to substantially engage the ends of said rocker during the tilting of said rocker.

9. A structure as defined in claim 19 wherein the engaging surfaces between said rocker and said portion of said member are fiat and parallel adjacent the middle of said surfaces to provide a substantial bearing area when the coupler is in its central position.

10. A cushioning supporting device for a railway car coupler comprising means carried by the car including a member below the coupler, a helical spring having supporting association therewith a second member engaged with the first mentioned member, and means associated with said spring to support said coupler thereupon, at least one of said members being convex to provide a rockable support for said spring.

11. A cushioning supporting device for a railway car coupler comprising a helical spring, means to seat said coupler upon the upper end of said spring, and means to support the lower end of said spring on the car embodying a pair of rollingly tiltable engaged surfaces.

12. In a railway car a cushioning supporting device for a coupler comprising a helical spring suitably arranged to support said coupler and isaidicoupler.

:vvay :car :coupler comprising means carried by the-lcartrincluding a-member .below the coupler, a ;seco-n'd:member rollingly tiltably support-ed 'by thefirst mentioned member, and a helical spring seated upon said second memberand supporting 114. A cushioning supporting device for a rail 'wayrcar'coupler comprising means carried by the :car'including a member below the coupler, a, .helical spring having supporting association therewith a second member engaged with the first mentioned member, and a'coupler carrier movable with the coupler seated upon said 'springto' support the couplerthereupon, at least porting said spring.

16. Atcushioning supporting device for a railway .car coupler comprising means carried by the 'ca-r'including "a member below thecoupler, a truncated conical helical-spring having-supporting association therewith asecond member engaged with the first mentioned member and a coupler carrier movable with the coupler seated upon said'spring to support the coupler thereupon, at least one of said members being convex to provide a rockable support for said spring. 7 1'7. In a railway car'a cushioning supporting device for a coupler comprising a helical spring suitably arranged to support said coupler and means to support the lower end of said spring including a'pair of engaged members of which at least one is convex.

18. In a railway cara cushioning supporting device for a coupler comprising a rollingly tiltably supported helical spring and means associated with said spring for supporting said coupler.

19. A cushioning supporting device for arailway car coupler comprising a member attached to the carandhaving a portion below the coupler, a coupler-carrier arranged to move horizontally and vertically with the. coupler, a rocker arranged to 'rollingly tilt upon said portion when the coupler moves laterally, and a coil spring interposed between and seated upon said carrier and said rocker.

JAMES S. SWANN.

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