US2546488A - Draft rigging - Google Patents

Description

ll@ NQ 3 Sheets-Sheet 1 D. wlLLlsoN DRAFT RIGGING w Qn mw vm March 27, 1951 Filed Jan. 4, 1950 INVENTOR. D/VLD WML/50N 'ATTORNEY n, N .ml

QN. l

wig 'f i f d D. WILLISON DRAFT RIGGING March 27, 1951 5 'Sheets-Sheet 2' Filed Jan. 4, 1950 D. WlLLlSON DRAFT RIGGING March 27, 1951 3 Sheets--Sl'leetl 3 Filed Jan. 4, 1950 INVENTOR. DONALD/%/ N TTRNE Y Patented Mar. 27, 1951 DRAFT RIGGING Donald Willison, Cleveland, Ohio, assig'nor to National Malleable and Steel Castings Company, Cleveland, Ohio, a corporation of Ohio Application January 4, 1950, Serial No. 136,669

12 Claims.

vThis invention relates to railway draft rigging and more particularly toa Combination yoke and shock absorbing mechanism'. i

.My invention provides various improvements over the constructions shown in l'the application of Donald Willison and Hubert'L. Spence, Serial No. 790,212 filed December 6, 1947. The invention comprises a novel yoke and draft gear combination which is Yadapted for use with single stop means of a car structure and which may be readily applied to existing standard car constructions.

In the usual constructions, the draft gear or cushioning mechanism is a separate unit from the yoke which encircles the mechanism and connects the latter to the car coupler. The cushioning mechanism is positioned in the car between front and rear vstops against which the mechan isrn abuts in response to pulling v or buing forces transmitted thereto by the yoke and coupler. My invention providesa draft rigging comprising a unitary cushioning mechanism and yoke arijangement wherein only one of the -above named stops is necessary for operation ofthe device' in draft or buff.

The invention also provides a draft gear and yoke combination having theflexibility necessary to permit a coupler to angle substantial amounts in the horizontal directions.v

Other features and advantages of the invention will be apparent from the following description taken in conjunction with the drawings in which: f

Fig. 1 is a longitudinal horizontal sectional View of an embodiment of the invention.

Fig. 2 is a longitudinal vertical sectional view of the embodiment shown in Fig. 1.

Fig. 3 is a partial view in horizontal section. Fig. 4 is a view corresponding to Fig. 1 but showing the mechanism angled horizontally and subjected to ay pulling force. Fig. 5 is a view corresponding to Fig. 1 but showing the mechanism angled horizontally and subjected to a bulng force.

Fig. 6 is a transverse vertical sectional view taken along line 6-6 of Fig. 2.

Figs. 'land 8 are details of the friction shoe. Referring to the drawings,v the center sill I il-of a railwaycar comprisesa pair ofspaced longitudinally extending vertical webs II and a top connecting portion I2. At the forward end of the' center sill is connected the striking casting I3 which is formed with spaced side walls I5 and bottom flanges I6 by means of which the casting is riveted orotherwise securely fastened `'to websl I I and horizontal flanges l 4 o n the sill. .xtending inwardly from the-rearward ends of side walls I5 are stops I8, each stop having a rearwardly facing vertical surface `2l! and forwardly `facing vertical surface 22. y; .i

The yoke member 24 comprises a pair of forwardly extendinghorizontally disposedarms 26 which are joined to a friction housing 28. Each" yoke arm 26 is formed with a shoulder or abut- 'v ment 30 on its outer side for engagement with forward surface 22 on stop I8 to limit rearward" movement of the yoke in buff. In` neutral orin" buffed position of the mechanism, the yoke abutments 30 are in contact with surface 22 o n stop I8 as shown in Figs. 1 and 5.

The forward ends of yoke arms 26 are joined by the vertical portions 29 which are provided with key slots 32 Ifor receiving a horizontal key 34 which connects coupler shank 36 to the yoke and which is movable with thecoupler shank 'inv buff and draft. A horizontal slot 31 is provided in the coupler. shank. andjis'of slightly greater;- length than the width of ykey 34 so as to provideA a clearance as at i8,v thereby enablingvr relative;` horizontal'angling between lthe coupler shankA and the key.` Vertical webs I5 of the striking casting contain horizontal key slots 40 which are" of such length as 4toallow suflicienttravel of the' key in buff or draftwithout engaging the forward or rearward ends of the slot. It will be observed that each slot 40 extends into the central por-.j tion of Stop I8 as at 40a. fIhe webs II ofthe` center sill I0 are also slotted as at 4I so that the key is unrestricted by the sills during its travel lengthwise of the car in response to longitudinal movement of the coupler. v

-The coupler shank has at its end a flat bufling' surface 42 for engagement with a follower .44.- which is disposed between-yoke arms 26 and extends transversely between webs I I of the centerl sill. Follower 44 engages the vertical rear surfaces 20 on stops I8 when the mechanism is in neutral position (Fig. 1). The rearward side of follower 44 is provided with a projection 46 having a spherical abutment surface 48. A wedge has a socket 52 for receiving projection 46, thereby permitting universal angling of the follower relative to the wedge.

Friction shoes 54 within housing 28 are urged into engagement with the inner surface 56 thereof by wedge surfaces -51 on wedge 50 and are slidable rearwardly relative to the housingv against the resistance of inner and outer .coil springs 58 and Ill.V Interpo'sed between the fric-. tion shoes and the forward ends of the springs isa plate member 62. The rearward ends of the springsengage an abutment or seat member 64 which is adjustably secured to housing 28 by means of tie bolts 66. Extending rearwardly from the housing is a pair of straps 68 to which -the forward vends of bolts 66 are connected. Straps 6 8 are U-shaped, the middle portion 'I0 of each having an opening for receiving the threaded end of the bolt :66. The nut 'I2 whichjis screwed onto thev -end -of the bolt; engages the forward side of portion 10 and is held against rotation by the parallel sides 14 of the strap. The straps are offset laterally on opposite sides of the longitudinal center line of the housing as viewed in Fig. 1 so as to allow the use of springs of as large diameter as possible and yet hold the vertical and horizontal spacing of the straps to a minimum, thereby providing a maximum clearance between the straps and the adjacentportions of the center sill l to allow for both horizontal and Vertical angling of the yoke member.

Springs 58 and 60 are preferably under a predetermined amount of initial compression which maintains yoke abutments 30 and follower 44 in engagement with stops I8 vas seen in Fig. 1. Also it will be observed that key 34 is shown in engagement with yoke portions 29 at the forward end of Slot l32 and with the coupler shank at the rearward end of slot 31.. Due to manufacturing tolerances however, the relative position of the parts may vary, whereby follower 44 will be urged rearwardly from its position in Fig. 1 by end surface 42 of the shank and slightly out of contact with stops I8, or key 34 may be loosely held between yoke portions 29 and the shank. The small clearances which may` thus be formed nowise impair the operational characteristics of the mechanism. Y

. To facilitate shipment of the mechanism, the

yoke arms 26 are -providedalong their innerv sides with stop elements 16, the ends 11 of which are adapted to be engaged by follower 44 and thus maintain the parts inv assembled relationship.. When the mechanism is applied to a car, a. clearance normally exists between ends 11 and follower 44. Elements 16 in addition serve to reinforce arms 26.

The yoke is supported between webs Il oi the center silllby a strap 18 which is disposed beneath housing 28 and is secured to anges I4 of sill Ill. The coupler shank 36 is supported on carrier portion 80 of the striking casting.

. Friction shoe 54 is illustrated in detail in Figs. 7 and 8. It will be seen that the shoe on one Side thereof has a Ypairof angularly disposed friction surfaces 82 which engage the correspondingly arranged surfaces 56 on the inner side of housing 28. The opposite side of the shoe is formed with a pad 84 having a wedge face 86 which is engaged by the wedge face 51 of wedge 50. v,In the embodiment shown, there are preferably .three friction shoes contained within housing 28, all shoes being identical in size and shape.

` The operation of the mechanism is as follows:

Upon the application of a bufling force to the mechanism, the end surface 42 of the coupler shank 36 urges follower 44 rearwardly while yoke A24 and housing 28 remain stationary. It will be observed that the yoke and housing are precluded from moving rearwardly by the engagement of abutments 3D on the yoke with forward surfaces 22 on stops I8. Key 34 is carried rearwardly by the coupler shank and moves in this, manner without restriction in slots 32, 40, and 4l, in the yoke, striking casting, and center sill, respectively. Follower 44 bears against Wedge U which urges friction shoes 54 outwardly againstthe inner surface 56k of housing 28 and rearwardly against the resistance of springs 58 and 60. Thus the friction between shoes 54 and the housing in addition to the resistance of the springs, serves to cushion movement of the coupler in buff. Travel of the mechanism in buff is limited by the engagement of follower 44 with the forward end. surface 90 of the housing, When the buing force ceases to act, the mechanism returns to neutral position as seen in Figs. 1 andl 2.

Upon the application of a draft or pulling force to the mechanism the wedging action of wedge 50 and the relative movement of friction shoes 54 against the resistance of the springs is the same as in buff. However, in draft, the yoke and housing are pulled forward by the coupler shank through key 34, while follower 44 remains stationary and in contact with the rear surface 20 of stops I8. Thus, while the wedge and friction shoes remain stationary, housing 28 is drawn forward and seat member 64 is likewise moved forward to compress thel springs. Forward movement of the mechanism in draft is limited by the engagement of end surface of the housing with follower 44.

In Fig. 4 the mechanism is shown subjected to a draft force while in horizontally angled posi-V tion. A feature of the construction resides in the universal movement between follower 44 and wedge 50 which allows the entire mechanism to swivel about follower 44 within the space between webs Il of the center sill. Swivellingy of themechanism is limited by the engagement of the yoke member with the striking casting as at 92 and 94. Within the range of horizontal angling of the yoke member, full surface engagement exists between the coupler shank and key 34. A certain amount of additional horizontal angling is provided between the coupler shank and the yoke member due to the clearance between key 34 and slot 31 in the shank, which allows the coupler to corner on the key as at 96. The total angling of the coupler thus provided is suflicient to meet the Association ofv American Railroads requirements for horizontal coupler swivelling.

In Fig. 5 is illustrated the manner in which the mechanism provides for coupler angling under a bufling load. In this case the yoke remains centered between webs H of the car sill with abutments 38 in contact with the forward surfaces 22 on stops itl. As the coupler angles follower 44 pivots in socket 52 of the wedge while maintaining full surface contact with the end Vsurface 42 of the coupler shank. Key 34 moves with the coupler shank and assumes an angled position in slots 32, 43 and 4l, in the yoke, striking casting, and center sills, respectively. The amount of coupler angling permitted by this arrangement is limited by the engagement of the coupler shank with the inner surface 98 of yoke arm 29. It will be observed that each yoke arm 28 is relieved as at 99 to allow for angling of the coupler shank. The amount of coupling angling thus provided under a bufling load is also sufcient to meet the Association of American Railroads requirements for horizontal swivelling.

The terms and expressions which I Ahave employed are used in a descriptive and not a limiting sense, and I have no intention of excluding such equivalents of the invention described, or of portions thereof, as fall within the purview of the claims.

What I claim is: l. In a combination yoke and shock absorbing mechanism, a member for operative connection to a car coupler, said member comprising a housing portion, friction shoes vslidably engaging the inner surface of said housing, a wedge for actuating said shoes, spring means for opposing movement of said shoes relative to said housing, follower means having a spherical abutment re e'ived in a corresponding socket in said wedgejfto enable angling of said follower means relative to s'aid member-,S and stop lugs on said memberpositioned forwardly of said follower means for engagement with stop means on a car structure to preclude rearward movementl of said member in buffi.l Y

2. In a combination yoke and shock absorbing mechanism, a yoke member, said member cornprising a housing portion, vfriction meansslidably associated with said housing portion, a follower member in engagement with said friction means, a key for operatively connecting said'yoke member to a car coupler, said yoke member having stop lugs for engagement with stop means on a car 4structure to preclude rearward movement of said member in buff, said yoke member being slotted to permit rearward movement ofr said key relative to said yoke member.

3. A combination yoke and shock absorbing mechanism comprising a rearwardly movable follower, a forwardly movable yoke member and cushioning means carried by said yoke member, said means being actuated during rearward movement of said follower and during forward movement of said yoke, said follower having a transversely extending portion for engagement with the rearward side of stop means on a car structure to preclude forward movement of said follower in draft, said yoke member having laterally extending integral stop lugs disposed forwardly of said follower, said lugs having vertical plane surfaces for engaging the forward side of stop means on the car structure to preclude rearward movement of said member in buff.

4. In a combination yoke and shock absorbing mechanism a rearwardly movable follower and a forwardly movable yoke member, said yoke member having a housing portion at one end thereof and arms at the other end thereof, said arms being adapted for operative connection to a car coupler, friction means in said housing portion adapted to be moved rearwardly relative to said housing by said follower during movement of the coupler in buff, said follower being arranged for engagement with one side of stop means on a car structure to preclude forward movement of said follower in draft, said yoke arms having stop lugs for engagement with the other side of the stop means on the car structure to preclude rearward movement of said yoke member in buff, said yoke member and housing portion being movable forwardly7 relative to said friction means during movement of the coupler in draft.

5. A combination yoke and shock absorbing mechanism comprising a rearwardly movable follower member and a forwardly movable yoke member, said yoke member comprising a housing portion for receiving friction developing means and arms at the forward end of said housing por-tion for operative connection to a car coupler, said follower member being arranged for engagement with the rearward side of stop means on a car structure, said arms having stop means for engagement with the forward side of the stop means on the car structure to preclude rearward movement of said yoke member in buff.

6. In a combination yoke and shock absorbing mechanism, a rearwardly movable follower and a forwardly movable yoke member, said follower having end portions for engagement with one -side of stop means on a car structure to preclude' forward movement of said follower in draft, said yoke member having stops at the sides thereof for engagement'with .theother side of the Stopfmealls on ithelcar structure to preclude rearward movement of said member in buff,v said vmember being slotted for receiving a key vfor connecting said member to acoupler shank; I

7. In a railway draft rigging a yoke member comprising a housing portion, a pair of arms extending forwardly from said housing portion for operative connection to a car coupler, and spring carrying means extending rearwardly from said housing portion, spring means carried'by said spring carrying means, friction shoes engaging the inner surface of Said housing and being movable relative to said housing portion against the resistance of said spring means, a lwedge for actuating said shoes, follower means engaging said-"wedge and being movable rearwardly relative to said yoke member, said follower means being adapted for engagement with the rearward side of stop means on a car structure to preclude forward movement of said follower in draft, said yoke member being movable forwardly relative to said shoes, wedge and follower means, said yoke arms having lugs for engagement with the forward side of the stop means on the car structure to preclude rearward movement of said yoke member in buff, said yoke arms being slotted to receive a horizontal key for connecting a car coupler to said yoke member.

8. In a combination yoke and shock absorbing mechanism a yoke member having a forward portion adapted for operative connection to the shank of a car coupler to enable horizontal angling of said coupler relative to said yoke member, a follower for engagement with the end surface of said coupler shank, said follower having a rearward projection formed with a spherical abutment surface, and a member having a socket for receiving said abutment surface to enable angling of said follower in response to angling of said coupler shank.

9. In a combination yoke and shock absorbing mechanism a yoke member having a housing portion, friction shoes slidably engaging the inner surface of said housing portion, a wedge for actuating said shoes, said wedge having a socket on its forward side, a follower having a rounded abutment portion received in said socket to enable angling of said follower relative to said yoke member, said follower engaging one side of stop means on a car structure to preclude forward movement of said follower in draft, and lugs on said yoke member positioned forwardly of said follower and engaging the other side of the stopv means on the car structure to preclude rearward movement of said yoke member in buff.

10. A striking casting for attachment to a car structure, comprising a pair of spaced rearwardly extending walls for receiving a yoke member, inwardly extending stopsl at the rearward ends of said walls having forward and rearward vertically extending abutment surfaces, the forward y surfaces of said stops being adapted for engagement with lugs on the yoke member to preclude rearward movement of the member in buff relative to said casting, the rearward surfaces of said stops being adapted for engagement with follower means associated with said member to preclude forward movement of the follower in draft.

11. A yoke member for a unitary yoke and shock absorbing mechanism including friction elements, said member, comprising a housing por-` tion for containing the friction elements of the mechanism, said housing portion having an inner surfaceV adapted for zlongitudinal slidable en vgagernent "with the "friction elements .of the mechanism, .arms .extending forwardly from vsaid housing portion, the lforward ends `.of qsaid arms being arranged for operative connection to a `car coupler, and 'abutments integral with said 'arms adapted for vengagement with the forward side of stops von a railway car structure to llimit rearward movement of the yoke member.

12. A yoke vmember for a unitary yoke and shock absorbing .mechanism .including friction means, lsaid yoke lcomprising `a housing portion vfor Vreceiving the friction means of said mechanism, a pair of vertically spaced arms extending forwardly from said housing portion, vertical portions for joining the forward ends .of said arms, said Vportions I.being slotted for receiving a key for connecting .said yoke member to a car DONALD WILLIsoN.

REFERENCES CITED The following references are of record vin `the file of this patent:

UNITED vSTATES PATENTS Number .Name Date 1,457,278 Wright May 29, 1923 1,954,537 Purcell Apr. 10, 1,934 V2,208,333 Munro et al. July 16, 19.40 2,292,193

Blomberg Aug. 4, .1942

Images