US2635766A - Railway draft gear cushioning mechanism - Google Patents

Description

N m 1 mm H T N. 7 NLy :w M MN m 3 S N W M I S A S N 2 0 D WlLLlSON RAILWAY DRAFT GEAR CUSHIONING MECHANISM A ril 21, 1953 Flled Xiov 2, 1951 D. WlLLlSON A ril 21, 1953 RAILWAY DRAFT GEAR CUSHIONING MECHANISM 2 SHEETS-SHEET 2 Filed Nov. 2, 1951 IIIIIIIIL IN V EN TOR. DON/u D la/mus 0N x4 TTORNE Y Patented Apr. 21, 1953 RAILWAY DRAFT GEAR CUSHIONING MECHANISM Donald Willison, Maple Heights, Ohio, assignor to National Malleable and Steel Castings Company, Cleveland, Ohio, a corporation of Ohio Application November 2, 1951, Serial No. 254,501

7 Claims.

This invention relates to railway draft rigging, and more particularly to cushioning mechanism therefor, of the compensating type.

The invention provides an improved rubber cushioned railway draft gear, of the compensating type, that is readily applied to a car and which can be expeditiously shipped as a single unit.

In the copending applications of Donald Willison, Serial Nos. 150,473 and 182,749, filed March 18, 1950, and September 1, 1950, respectively, and the copending application of Donald Willison and Hubert L. Spence, Serial No. 182,750, filed September 1, 1950, draft gears of the compensating type are disclosed. These gears automatically compensate for inequalities in the length of the draft gear pocket in the car and of the yoke which surrounds the draft gear. Thisautomatically eliminates all free slack between the draft gear and the yoke and between the draft gear and the draft gear pocket, which is usually present with the non-compensating types of draft gears. However, in general, with the draft gears shown in the above applications, some diificulty arises in the application of the mechanism to the draft gear yoke and into the draft gear pocket of the car because of the particular structure of the interdependent parts.

My improved gear is particularly adapted for shipment as a single unit for assembly into a draft gear yoke, the resulting assembly being then readily applied to a car.

Accordingly, the principal object of my invention is to provide an improved rubber cushioned draft gear of the compensating type which may be shipped as a unit and which is readily assembled with a draft gear yoke and between the front and rear stop lugs of a draft gear pocket in a car.

The various features and advantages of my invention are set forth in the following description taken in conjunction with the drawings in which:

Fig. 1 is a sectional plan view showing a. draft gear embodying the invention applied to a railway car, the parts being shown in neutral position.

Fig. 2 is a side elevational view of the draft gear shown in Fig. 1.

Fig. 3 is a sectional plan view of the draft gear in the process of being assembled as a unit into a yoke.

Fig. 4 is a side elevational View of the draft gear and yoke assembly in the process of being inserted into the draft gear pocket of a railway Fig. 5 is a sectional view, taken along line 5-5,

of Fig. 2, looking in the direction of the arrows. Referring to the drawings, there are shown the spaced center sills [0 having front draft.

lugs l2 and rear draft lugs 14 forming therewith the draft gear pocket I 6. The coupler shank gear yoke 20 by means of a vertical pin 22 to permit horizontal angling of the car coupler. A horizontal key 24 is carried by the coupler shank so that, in the event of a failure of the straps 26 of the yoke, the coupler will. be prevented from being pulled out of the car. transverse member 28 secured to sills l9 serves to support the yoke.

My improved draft gear comprises a central or main cushioning unit 30 which is compressed between a front cushioning follower 32 and a rear cushioning follower 34. Cushioning unit 3|] is made up of a series of compression pads 36, each pad comprising a metal plate to each side of which is bonded a rubber cushion having a corrugated configuration. The end pads of the unit preferably have a rubber cushion on only one side of the metal plate, thereby avoiding any rubber-to-metal engagement be-- tween the pads and the associated followers. The construction of these pads is set forth and claimed in the copending application of Donald Willison and Hubert L. Spence, Serial No. 138,614, filed January 14, 1950.

Front follower 32 comprises a transverse base, portion 38 in engagement with one end of cushioning unit 30 and side walls 40 extending forwardly from the base portion and engaging front:

draft stops I2. Thus, the follower is of channel shape, open on the top and bottom. The forward ends of walls 40 are widened on the inner sides thereof to provide increased stop lug engaging surfaces and also to provide rearwalls 46 extend rearwardly from base portion 44 into engagement with rear stop lugs I4. The stop lug engaging ends of side walls 46 are ent I larged as on follower 32 to provide increased after set forth.

1 Between side walls 40 of forward follower 32 is thefront auxiliary or compensating cushioning I8 is connected to a conventional draft unit 50 which engages the forward or outer side of base portion 38. Auxiliary unit 50 is also formed of a series of compression pads similar to those in unit 30, except that they are of a lesser dimension in the transverse direction. A compensating follower 52 positioned between walls 4!] is interposed between the forward end of the unit 50 and the front abutment 54 in the yoke. Follower 52 comprises a base portion 55 in engagement with unit 50 and a forward abutment portion 53 engaging the yoke, portions 56 and 58 being joined by the horizontal webs 60. Webs 60 are preferably of a transverse dimension that is lesser than the spacing of side surfaces 59 adjacent shoulders 42 to allow free assembly of this follower into cushioning follower 32 as well as to permit relative longitudinal movement between the followers. Transverse extensions 3| formed on base portion 56 face shoulders 42 and are spaced therefrom when the mechanism is in neutral position, as shown in Figs. 1 and 2.

Within the rear cushioning follower 34 is disposed the rear compensating cushioning unit 62 which is compressed between the outer side of base portion 4 3 of the follower and compensating follower 6 3, the latter engaging rear abutment 63 of the yoke. Follower 64 is provided with transverse extensions 65 which face shoulders 48 on follower 3G and are spaced therefrom when the mechanism is in neutral position, as in Figs. 1 and 2. Rear unit 32 is composed of identical compression pads as in front unit 50 but of a fewer number. Thus, in unit 62 there is shown the equivalent of two whole pads, while in unit 50 there is shown the equivalent of six whole pads. This arrangement provides a larger number of pads for cushioning bufiing loads since the latter are generally of greater intensity than draft forces.

Main cushioning unit 30 is preferably assembled between followers 32 and 34 under a substantial initial compression of approximately 30,000- pounds, while each of the compensating units and 62 is preferably assembled under an initial compression of approximately 10,000 pounds. It will thus be seen that followers 32 and 34 will be urged into tight engagement with front draft lugs I2 and rear draft lugs M, respectively. Also, front and rear compensating followers 52 and 64 will be urged into tight engagement with the front and rear abutments in the yoke, thus eliminating all free slack between the draft gear and the draft gear pocket and between the gear and the yoke. The above initial compression values assure that the gear will always fit tightly in the yoke and draft gear pocket in the car regardless of dimensional variations of the draft gear component parts, the yoke, and the draft gear pocket in the car, due to manufacturing tolerances.

.Itv will also be observed that in effect yoke 20 floats relative to the draft gear due to the fact that the front and rear compensating units 50 and 62 act in opposition to each other. As a result, the gear is sensitive even to very light draft and buiiing forces so that such forces are effectively cushioned despite the comparatively high initial loads applied to the cushioning units upon assembly of the gear in the car.

It will be understood that while pads 36 in central unit 33 are shown as being somewhat larger than the pads in compensating units 50 and 62, pads 36 may, if desired, be the same .size as those in the compensating units. In such case it may be necessary to, decrease slightly the longitudinal spacing between base portions 38 and 44 for the assembled condition of the mechanism so that the initial compression applied to the central unit will remain approximately the same as before.

The operation of the gear is as follows: Upon the application of a bufiing force to the coupler, rearward movement of the yoke is resisted solely by front compensating unit 56, rear compensating unit 62 expanding an amount corresponding to the amount that the forward compensating unit is compressed. Unit 50 continues to compress as the bufiing load increases while unit 62 continues to expand. When the load applied to unit 50 equals the initial compression of main unit 30, both units are compressed in series upon further rearward movement of the coupler. The expansion of rear compensating unit 62 is limited by the engagement of transverse portions 65 on compensating follower 68 with shoulders 48 on cushioning follower 34. Any further buffing loads are resisted by the rubber pads in units 30 and 50 acting in series, there being no metallic stops to limit the compression of the pads in these units.

In draft, the action of the mechanism is simi-- lar to that in buff. During initial forward movement of the yoke, rear compensating unit 62 alone is compressed. As unit 62 is compressed the front compensating unit 59 expands a corresponding amount until extensions fil of follower 52 engage shoulders #12 on follower 32. When the draft force equals the initial compression which has been applied to main cushioning unit- 30, both unit 62 and unit 30 are compressed vin series as the draft force increases. As in bull, the draft forces are transmitted through the pads, there being no metallic stops to limit the degree of compression of the pads.

As aforementioned, a greater number of cushioning pads are present in forward compensating unit 56 than in rear unit 62 to provide a greater capacity for cushioning the bufling forces ap-v plied to the gear which are generally of greater intensity than the draft forces. However, it will be understood that the front and rear cushioning followers may be formed so as to receive an equal number of cushioning pads, if desired, so that the action of the gear in draft will be the same as in buif.

An important advantage of my draft gear resides in the fact that it is very conveniently prepared for shipment as a single unit. One method of preparing the gear for shipment is as follows: The front and rear compensating units 50 and 62 in uncompressed condition are inserted into their respective cushioning followers, as are the frontand rear compensating followers. The followers and. cushioning units are freely inserted into their associated cushioning followers through the top or bottom sides thereof. Next each of units 50 and 62 is by suitable means compressed between the base portion of each associated cushioning and compensating follower a sufiicient amount flush with the draft lug engaging faces 4| and.

41, respectively, of the cushioning followers or Slightly inwardly thereof.

Next the main cushioning unit 30 is assembled between the transverse base portions 38 and 44 of the two cushioning followers and the unit is compressed therebetween until the length across the front and rear draft lug engaging surfaces 4| and .41 of the followers is slightly less than the longitudinal spacing of the front and rear draft lugs 12 and I4 in the draft gear pocket, as well as less than the longitudinal spacing of the front and rear abutments 54 and 66 in the yoke. While the followers are in this position, rectangular metallic straps 80 are welded to the sides of the followers to maintain unit 30 compressed. The gear as thus prepared for shipment is shown in Fig. 3.

The preparation of the draft gear as aforedescribed for shipment not only facilitates handling thereof in transit but places the gear in condition for ready assembly into a car. Assuming that the gear has been prepared for shipment, as shown in Fig. 3, it is freely inserted into the yoke in a transverse direction. It will be seen that the vertical dimension of the followers and cushioning pads is less than the spacing of the yoke straps 26 so as to allow insertion of the gear into the yoke in a transverse direction. With the gear in the yoke, straps 80 are removed by chipping off the welds. This allows unit 30 to expand, thereby causing front and rear compensating followers 52 and 64 to be urged tightly against the front and rear abutments 54 and 66, respectively, in the yoke. The expansion of unit 30 also causes front and rear compensating units 50 and 62 to be compressed, thereby freeing assembly slugs I2 and 14 and allowing them to drop out of the gear. The gear and yoke at this stage of the assembly operation are shown in Fig. 4. Next, by means of a jack 82 or other suitable device, the draft gear and yoke assembly is raised into the car so that the tapered surfaces 84 and 86 on the cushioning followers will engage the lower edges of draft lugs l2 and 14, as seen in Fig. 4. As the assembly is raised upwards into the car from the position shown in Fig. 4, the wedging action of surfaces 84 and 86 against lugs l2 and I4 forces the cushioning followers toward one another, thereby permitting movement of the gear into final assembled position in the pocket. The straps 80 have been indicated in dot-dash in Fig. 4 merely to show the approximate size and location thereof, it being understood that these strap have actually been removed prior to the raising of the gear and yoke assembly into the car.

The terms and expressions which I have employed are used as terms of description and not of limitation, and I have no intention, in the use of such terms and expressions, of excluding any equivalents of the features shown and described or portions thereof, but recognize that various modifications are possible within the scope of the invention claimed.

I claim:

1. A cushioning mechanism comprising a pair of longitudinally movable followers for engagement with the front and rear stop lugs of a draft gear pocket, a cushioning unit interposed between said followers and being under initial compression for urging said followers into tight engagement with the stop lugs of the Docket, each follower comprising a transverse base portion the inner side of which engages an end of said cushioning unit and side walls extending from (8 6. said base portion for engagement with the stop lugs, a compensating cushioning. unit positioned between said side walls of each follower and engaging the outer side of said base portion, and a longitudinally movable compensating follower positioned between said side walls of each fol-. lower engaging said compensating cushioning unit and adapted for engagement with an abut: ment in an associated draft gearryoke, the ends of said side walls being widened on their inner sides to form transverse inwardly facing shoulders, said compensating follower having transverse portions opposing said shoulders and adapted to engage therewith to limit movement of said compensating follower outwardly of said first-named follower.

2. A cushioning mechanism comprising at one end thereof a pair of relatively movable followers, one of said followers comprising side walls the ends of which are adapted for engagement with the stop lugs of a draft gear pocket, the inner sides of said walls being widened adjacent the ends thereof to form transverse inwardly facing shoulders, the other of said followers being adapted for engagement with an abutment in an associated draft gear yoke, said other follower being positioned between said side walls and having transverse portions opposing said shoulders for engagement therewith upon relative longitudinal movement between said followers in one direction. a

3. A cushioning mechanism comprising. a pair of longitudinally movable followers for engagement with the front and rear stop lugs of a draft gear pocket, a cushioning unit interposed between said followers and being under initial compression for urging said followers into tight engagement with the stop lugs of the pocket, each of said followers being channel shaped, open on the top and bottom, and comprising side portions adapted for engagement with the stop lugs, a compensating follower at each end of said mechanism for engagement with the front and rear abutments in an associated draft gear yoke, said compensating follower being received between the side portions of one of said firstnamed followers and being movable longitudinally relative thereto, a compensating cushioning unit received between said side portions of each of said first-named followers and being compressible between said compensating follower and the associated one of said first-named followers, and stop means extending transversely from said side portions and adapted for engagement with said compensating follower to limit relative longitudinal movement between said followers in one direction.

4. In a draft gear of the compensating type a follower for engagement with the stop lugs of a draft gear pocket, said follower comprising a transverse base portion and longitudinal side walls extending from said base portion, the ends of said side walls being widened to form shoulders facing said base portion, and a compensating follower disposed between said walls and adapted for engagement with an abutment in an associated draft gear yoke, said compensating follower being movable longitudinally of said first-named follower and having portions disposed adjacent said walls adapted for engagement with said shoulders to limit movement of said compensating follower in one direction longitudinally of said first-named follower.

5. A draft gear comprising a follower at each end thereof for engagement with the stop lugs 7 of an associated draft gear pocket, said follower being channel shaped and open at the top and bottom, cushioning means compressible between said followers,v said followers and cushioning means being of lesser vertical dimension than the-spacing of the straps of an associated draft gear yoke to permit assembly thereof into the yoke in a transverse direction, said followers being adapted to be temporarily joined by strap means secured to the sides thereof to hold said cushioning :means compressed to .a predetermined length, other cushioning means within the sides of each of said followers, and a compensating follower :at each end of said gear for compressing said cushioning means, said first-named follower and said compensating follower having opposed transversely extending faces for .receiving means insertable therebetween in a vertical direction for temporarily holding said other cushioning means compressed to a predetermined length.

' 6. In a draft gear of the compensating type comprising longitudinally movable followers adapted for engagement with the stop lugs of a draft .gear pocket, each of said followers being channel-shaped and open on the top and bottom, a cushioning unit compressible between said followers, a compensating cushioning unit at each end of said gears within the sides of each of said followers, a compensating follower at each end of said gear for compressing said compensating cushioning unit, each of said firstnamed followers and each of said compensating followers having opposed faces, and .means for temporarily maintaining said gear in assembled condition, said means comprising strap means secured to said first-named followers for holding said cushioning unit compressed to a predetermined length, and slug means insertable between said opposed faces in a vertical direction for holding said compensating cushioning unit compressed to a predetermined length.

7. In a draft gear of the compensating type comprising a follower for engagement with the stop lugs of a draft gear pocket, a compensating follower for engagement with an abutment in an associated draft gear yoke, and cushioning means compressible between said followers, said first-named follower comprising a transverse base portion having longitudinal side walls extending therefrom, the ends of said walls being adapted for engagement with the stop lugs of the draft gear pocket and being widened on the inner sides thereof to form transverse shoulders facing said base portion, said follower having transverse portions facing said shoulders and spaced longitudinally therefrom when the gear is assembled in the yoke and in the draft gear pocket, said shoulders and transverse portions being adapted for receiving slug means therebetWeen for temporarily maintaining said cushioning means under predetermined compression prior to assembly of said gear in the yoke.

DONALD WILLISON.

No references cited.

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