US2284268A - Car construction - Google Patents

Description

May 26, 1942. o. c. puRYEA 2,284,268

CAR CONSTRUCTION Filed June 5, 1940 4 Sheets-Sheet 1 0. c. DURYEA May 26, 19 42.

CAR CONSTRUCTION Filed June 5, 1940 4 Sheets-Sheet 2' May 26, 1942. o. c. DURYEA CAR CONSTRUCTION -4 Sheets-Sheet 3 Filed Julie 5, 1940 y 9 o. c. DURYEA ,284,268

' CAR CONSTRUCTION Filed June 5,' 1940 4 Sheets-Sheet 4 Patented May 26, 1942 l i CAR CONSTRUCTION Otho C. Duryca, Waterbury, Conn, assignor to 0. C. Duryea Corporation, Wilmington, DeL, a

corporation of Delaware Application June 5,1940, Seriai No. 339,028

11 Claims. (Cl. 213 8) This invention relates to railway car underframes of the Duryea type which provide long travel for resisting draft and buiiing shocks with low forces, together with train slack predetermined independently of and preferably shorter than said long travel.

In a form well known in practice the Duryea underframe comprises a draft and buifing column extending substantially the lengthof the car body and passing slidabl-y through openings the car body bolsters, the couplersbeing suitably mounted at the ends of the column. The car body is cushioned against draft and buffing shocks by suitable cushion gears interposed between the draft and bufiing column and the bolsters, the travel of these gears being made relatively long to provide low forces, Various forms Cir of such long travel cushion gears have been proposed heretofore, comprising both springs and friction devices of various types. Additional resistance to movement of the column may be provided by floor supports bearing frictionally on the column, as shown for example in Duryea Patent No..1,693,194.

On the otherv hand, train slack of predetermined limited extent, usually in buff only, is provided by relativemovement between the coupiers and the draft and .buffing column. In arrangements such as shown in the above patent,

the relative movement between the couplers and the column is cushioned by coupler cushion springs separate from the long travel cushion gears. In other cases, as shown for example in Duryea Patents Nos. 1,894,554 and 1,904,294, the cushion gear springs are disposed between .the bolsters and the couplers and are arranged so that their initial compression. cushions the limited train slack movement of the couplers relative to the column and their further compression cushions the greater movement of the column relative to the bolsters. This arrangement has the advantages, among others, of locating the cushion gears adjacent theiends of the car and outwardly of the bolsters andalso of avoiding the use of separate coupler cushion springs.

In the latter arrangement, frictional resistance to relative movement between the column and bolsters may be provided by floor supporting members bearing on the column and also by use of special cushion gears embodying both springs and friction elements, as shown for eX- ample in Duryea Patents Nos. 2,129,543 and 2,129,546. However, such special gears are designed with regard to the relatively long travel frictional resistance is in'substitution for or addition to the friction resulting from the floor supports bearing on the column.

Itis desirable in some instances to provide friction -for resisting the relative movement between the couplers and the column. This result is accomplished to a certain extent when special for any reason such special gears are not employed, as for example inPatents Nos. 1,894,554 and 1,904,294, the friction between the floor supports and the columns has no effect on the movement of the couplers relative to the column, the latter being cushioned solely by the initial compression of the long .travel cushiongearsprings. .One of the objects of the present invention is to provide .alDuryea underframe of the type having resilient means for cushioning the travel of the column relative to thebolsters, together with friction means cooperating therewith but effective to resist only the train slack movement of the couplers relative to the column.

. Another object .is to provide a Duryea underframe having a friction means effective to resist only the movement of the .couplers relative .to the column wherein .the resilient means provided for cushioning the movement of the column relative to the bolsters is also adapted to maintain the frictional relation of said friction means...

A further object is to provide a Duryea underframe of the type having resilient cushioning means disposed between the bolsters and the couplers wherein buffing forces are transmitted from the coupler to the outer "end of said resilientmeans through an interposed friction means.

One embodiment of the invention has been illustrated in the accompanying drawings but it is to be expressly understood that said drawings are for purposes of illustration only and are not to be construed as a definition of the limits of the invention, reference being bad to the appended claims for this purpose.

In the drawings,

Figs. 1 andlw'together constitute a plan view in section of one end of a car 'underframeembodying the invention;

Figs. 2 and 2a. together constitute a vertical of the column relative to the bolsters, and their section on' the center line of Figs. 1 and 1a;

Fig. 3 is a vertical section on the line 3-3 of Fig. 1;

Fig. 4 is a vertical section on the line- 4-4 of Fig. 1a;

Fig. 5 is a vertical section on the line 55 of Fig. 1a;

Fig. 6 comprises in part an end view of the underframe and in part a section on the line 6-6 of Fig. 2a;

Fig. '7 is a vertical section on the line 'l-'I of Fig. 3;

Fig. 8 is an end view of a friction housing;

Figs. 9 and 10 are respectively sections on the lines 9-9 and lO-lfl of Fig. 8; 7

Fig. 11 comprises a side view of .a friction shoe; and

Fig. 12 comprises an end View of Fig. 11.

The car body bolsters and associated underframe structure may be of any suitable type. In

the form shown they comprise flanged vertical diaphragms I which extend inwardly from the sides of the car to points adjacent its center, the upper flanges of said diaphragms being suitably secured as by riveting to a top cover plate 2 which The lower extends from side to'side of the car. flanges of the diaphragms l are similarlysecured as by riveting to bottom cover plates 3 which extend inwardly from the sides of the car andrterminate adjacent the inner ends of the diaphragms l. The inner vertical flanges of said diaphragms are secured to the webs of longitudinally extending flanged torque arms 4, the

upper flanges 5 of said torque arms being turned inwardly and secured to the top cover plate 2 and the lower flanges 6 of said torque arms-being turned outwardly and suitably. secured as by riveting to the bottom cover plates 3.

The bottom of the bolster is completed by a center brace casting I having flanges 8 which extend under the flanges 6 of the torque arms and abut the inner edges of the bottom cover plates 3, being preferably welded to the latter as shown at 9. The central portion of the center brace casting I extends upwardly within the opening between the torque arms 4 to provide a support or abutment in having an opening therethrough for cooperationwith the draft and buffing mechanism described hereinafter. casting 1 .is also provided with vertical flanges ll (Fig. '7) which'bear against'the webs of the torque arms 4 and are suitably secured thereto as by riveting. Longitudinal tie angles l2 may extend between the bolsters, said angles being disposed in the lower corners of the bolster openings and being preferably connected to the crossbearers (not shown). The torque arms 4 extend outwardly from the bolster to the end sill l3 to which they are connected in any suitable manner as by means of the angles l4 (Fig. 6).

, Extending longitudinally between the torque arms 4 and through the bolster openings is" a draft and bufllng column of any suitable construction. In the form shown said column comprises parallel rolled sections I5 having their lower flanges l6 turned outwardly and their upper flanges I1 turnedinwardly and welded together at l8 throughout the length of the column. As shown in Fig. 3 the column l5, l5 passes through the bolster opening with its lower flanges resting on and supported by the casting .1 and embracing the support [.0 referred to above. Maximuminwardmovement of the draft and bufling column relative to the bolster is limited in any suitable manner as by top and bottom stop plates l9 and 20 adapted to engage respectively the outer edge Said ' flller blocks 26 which are secured to the car floor guided by means of guide bars 28 preferably 21 and maintain the plate 25 in frictional engagement with the top of the column by reason of the weight of the car floor and lading.

At its outer end said column is supported and welded to the column and supported by the guide flanges 29 of castings 30 that are secured to the end sill I3 and the torque arms 4 as shown in Fig. 6.- A casting 3| forms the outer end of the colummsaid casting being preferably secured to the members I5 by welding and having inwardly extending arms 32 provided with ribs 33 that define coupler key openings 34, said ribs projecting through openings in' the members 15. The casting 3| also carries a wear plate 35 held in place by a bolt 36 and providing a bearing surface for a coupler 31. The shank of the coupler has an opening 38 and a suitable coupler key 39 extends through said opening 38 and also through the openings 34 referred to above. Both the opening 38 and the openings 34 have greater length than the key 39 as shown in Fig. 1a.

comprises vertically spaced plates 40 havingcircular inner edges 4| and projecting circular ribs 42, and the connecting wall 43 between said plates also'has a circular surface, the centers of said circular surfaces lying in the axis of the vertical pivot pin extending therethrough. The swivel butt casting 45 comprises upper and lower plates 46 having circular edges cooperating with the circular ribs 42 and intermediate plates 41 extending. between the plates 40 and having circular peripheries cooperating with the circular wall '43: of the coupler shank. The pin 44 may be retained in position by supporting lugs 48 formed on the swivel member 45 and also by a cotter pin 49 extending through the top of the pin 48 and secured in ears 50 formed on the member 45.

This construction allows the coupler 31 to pivot freely around the pin 44 as a center. Bufllng forces are transmitted from the coupler to the swivel butt 45 by abutment'of the plates 46 and ribs 42 and also of the plates 41 and the wall 43; Draft forces are transmitted by the plates 40 through the pin 44 to the swivel butt 45. The coupler key 39, being normally maintained in the position shown in the drawings, has no function on buff because the coupler 3'! can move inwardly relative thereto, due tothe fact that the opening 38 is larger than the key, and thereafter the coupler and key together may move inwardly relative 'to the draft and buffing column due to the fact that .the openings 34 are larger than the key. Qn draft, however, the surfaces 5| of the swivel butt 45 engage the inner edge of the key 39. and the outer edge of the key engages the ribs 33 whereby the draft and bufling column l5, I5 is moved outwardly without train slack.

In. addition to the friction between the plate 25' andthe top of the draft and bufiing column,

resilient means are provided for yieldingly resisting relative movement between said column and. the car bolsters. Preferably said resilient means comprise one or more coil springs 52' disposed between the bolster and the swivel butt 45- of I the coupler 31.. In the form shown the inner end of spring 52 is supported by a follower plate 53 which bears against the center-brace abutment I!) referred to above. The outer end of said spring engages thehead 54 of a link 55 which extends longitudinally through the spring coil and through the abutment l and terminates in a head 55 and key 51' adapted to engage the inner end of'the abutment I0. For purposes of assembly, a two-part gag washer 58 cooperates with shoulders 59 on the link so that suitable gags (not shown) can be interposed between the washer 5.8 and the shoulders 59 to permit assembly of the spring on the link under compression prior to. installation in the underframe.

When the draft and buffing column I5, I moves. outwardly under a draft force, suitable stops 65. secured to the column engage the follower plate 53 and compress the spring against the head 54 of the link 55 which is held against outward movement by engagement of the key 51 with the abutment Ill. When the draft and buffing column moves inwardly under a buffing force, the head 54 of the link 55 is moved inwardly as hereinafter described, compressing the spring 52 against the follower plate 53 and abutment I 0, the link sliding freely through'the abutment l0. Hence both inward and outward movement of the draft and bufiing column are resisted by compression of the spring- 52 and also by friction between the plate 25 and the top of the column.

Any suitable means may be provided for supporting the outer end of the spring 52 and link 55. In the form shown, castings 6| are provided with supporting arms 62 which extend under and support the spring 52 at its opposite ends as shown in Figs. 2a and 4. Castings 6i may be secured to the draft and buffing column in any suitable manner and as here shown are welded thereto throughout their length along the lines 53.

On buff the coupler 31 is capable of moving inwardly relative to the column through a predetermined distance to provide train slack as described above. Further inward movement of the coupler is transmitted positively to the draft and buffing column as described hereinafter and the movement of said column is resisted both Y frictionally and resiliently as described above. For resisting the train slack movement of the couplers before the column starts to move, however, additional friction means are provided which comprise cooperating friction elements interposed between the butt of the coupler and the end of the resilient means 52 and maintained in frictional relation by said resilient means. Any suitable form of friction means may be employed for this purpose. By way of example, Figs. 1a and 2a illustrate one suitable form of friction device, the details of which are shown in Figs. 8 to 11, inclusive. Referring to these figures, the swivel butt 45 of the coupler engages the outer face of a friction housing 64. As shown, this housing is rectangular in shape and. is housed within the draft and bufiing column, having guide ribs 65 on its upper face and guiding and supporting ribs 56 on its lower face which rest on a retaining plate 61 suitably secured as by welding to the lower faces of the flanges I5 of the draft and bufiing column.

Thefriction housing 64 ismoved-inwardly relative to the-draft and buffing column duringtrain slack movement of the coupler 31', and houses cooperating friction elements of any suitable type which are maintained in frictional relation by the spring 52: to resist such coupler movement. In the form shown, vertical friction elements 68 are arranged at both sides of the housing,' said elements being provided with inclined friction surfaces 59 within the housing and extending outwardly thereof into engagement with the ends of the casting 6| as shown in Fig. 1a. As shown in detail in Figs. 8' to 11, the outwardly extendi l portions of said elements are of reduced height to provide shoulders 10 which cooperate with lugs 1| of thehous'ing 65 to retain the friction elements within the housing. Vertical friction elements 12'engage the bottom of the housing 64 and are provided with inclined friction surfaces 13 cooperating with the friction surfaces 59 and also with oppositely inclined friction surfaces 14 which cooperate with inclined friction surfaces 15 of a central Wedge member 16. The wedge 16 is retained in the friction housing by a pin 11 passing through a slot 18 in the wedge member and through the upper and lower walls of the housing, the slot 18 being elongated to permit the wedge to move longitudinally with respect to the housing. As shown in Fig. 1a wedge 18 engages the. head 54-of the link 55, and since the spring 52 is installed under initial compression, the friction elements are maintained in frictional engagement by the spring.

When a bufiing force is applied to the coupler 31, the swivel butt 45 tends to move the housing 65 inwardly relative to the draft and bufiingcolumn. The friction elements 68 are held stationary by engagement with the casting 6i, and movement of the wedge member 16 is resisted by the spring 52. Friction elements 12, however, are moved inwardly by: the housing 64, and because of the cooperating inclined friction surfaces 69 and 13-,the friction elements 68 are wedged outwardly and maintained in frictional engagement with the walls of the housing 64. At the same time relative movement between the inclined'friction surfaces 69 and 13. causes the friction elements12 to approach one another as they move inwardly, said elements sliding laterally toward one another across the bottom of the friction housing. Wedge member 16 is carried inwardly with the friction housing 54 and elements 12, compressing the spring 52, and a supplementary inward movement of the wedge relative to'the elements 12 takes place as said elements approach one another due to the cooperating inclined friction surfaces 14 and 15. Hence the train slack movement of the coupler relative to the column is frictionally resisted by relative movement between the cooperating elements of the friction means, and this action continues until the friction housing moves through the space 19 (Fig. 1a) and positively engages the casting 6|. The space 19 thus determines the amount of train slack movement of the coupler aswell as the range of action of the friction means, because thereafter the coupler and column move inwardly together as a unit, further compressing the spring 52 but without further relative displacement of the friction elements.

It will be seen that the train slack movement of the coupler relative to the column, which takes place on buff only, is frictionally resisted by the friction means described above. At the same time, however, this friction means is effective only to-cushion the train slack movement" of the coupler relative to the column and has no effect in cushioning the movement of the column relative to the bolster. Thus the friction means may be designed with regard solely to the requirements for cushioning the train slack movement of the coupler and independently of the long travel of the column with respect to thebolsters. By interposing the'friction means between the coupler butt and the end of the cushion gear spring, the frictional relation of the parts is maintained without the use of a separate coupler spring while at the same time the advantages of locating the long travel cushion gear between the bolster and the coupler are retained. Moreover, the invention is readily adaptable to various known types of underframes and can be embodied therein simply and inexpensively.

While only one embodiment of the invention has been described in the specification and illustrated in the drawings, it will be understood that it is capable of a variety of mechanical embodiments many of which will now occur to those skilled in the art, the type and arrangement of the friction means. being adapted to the construction and arrangement of the underframe to obtain the cooperation and results described above. It will moreover be apparent that changes may be made in the form, details of construction and arrangement of the parts; and that equivalent elements may be substituted for those shown and described above, without departing from the spirit of the invention. Reference is therefore to be had to the appended claims for a definition of the limits of the invention.

What is claimed is:

1. In a railway car, the combination ofa car bolster, a draft and buffing column movable longitudinally relative to said bolster, means for cushioning relative movement between said colunm and bolster and including a spring extending outwardly from said bolster, a coupler mount ed on said column for movement of limited extent relative thereto and for further movement therewith, and friction means interposed between the outer end of said spring and said coupler for resisting relative movement between said coupler and column, said'friction means comprising cooperating friction elements maintained in frictional relation by said spring and relatively movable by said coupler during its movement of limited extent, said friction means moving as a unit with said column during said further movement.

2. In a railway car, the combination of a car bolster, a draft and bufling column movable longitudinally relative to said bolster, means for cushioning relative movement between said column and bolster and including a spring extending outwardly from said bolster, a coupler mounted on said column for movement of limited. extent relative thereto and for further movement therewith, and friction means interposed between the outer end of said spring and said coupler, said friction means comprising elements that are relatively movable .by said coupler during its movement of limited extent .and wedge means engaged by said spring and movable'with said column during said further movement.

3. In a railway car, the combination of a car bolster, a draft and bumng column movablelongitudinally relative to said bolster, means for cushioning relative movement between 'said column and bolster and including a spring extending outwardly from said bolster, a coupler mounted on said column for movement of li'mited'extent relae tive thereto and for further movement therewith,

- and means interposed between the outer end of said spring and said coupler for transmitting bufling forces from said couplerto said spring and movable as a unit with said column during ment of said couplerrelative thereto.

4.-In a railway car; the combination of a car bolster, a draft and buffing column movable 1ongitudinally relative to said bolster, means for cushioning relative movement between said bolster and column and including a spring extending outwardly from said bolster, a coupler mounted on said column for movement of limited extent relative thereto and for further movement therewith, and means interposed between the outer end of said spring and said coupler for transmitting buffing forces from said coupler to said spring and movable as a unit with said column during said further. movement, said means comprising a friction housing movable by said coupler relative to I said column and friction wedge means within said housing and engaged by said spring, a portion of said interposed means being adapted to engage said column to limit the movement of saidcoupler relative thereto.

5. In a railway car, the combination of a car bolster, a draft and bufling column movable longitudinally relative to said bolster, means for cushioning relative movement between said bolster and column and including a spring extending outwardly from said bolster, a coupler mounted on said column for movement of limited extent relative thereto and for further movement therewith, and means interposed between the outer end of said spring and said coupler for transmitting bufling forces from said coupler to said spring and movable as a unit with said column during said further movement, said means comprising cooperating friction elements maintained in frictional relation by said spring, one of said elements engaging said column and another being movable relative to said column by said coupler, a portion of said interposed means being. adapted to engage said column to limit the movement of said coupler relative thereto.

. 6. In a railway car, the combination of a car bolster, a draft and bufiing column movable longitudinally relative to said bolster, means for cushioning relative movement between said bolster and column-and including a spring extending outwardly from said bolster, a coupler mounted on'said column for movement of limited extent relative thereto and for further movement therewith, and means interposed between the outer end of said spring and said coupler for transmitting buffing forces from said coupler to said spring and 'movable as a unit with said column during said further movement,'said means comprising cooperating friction elements, one of which engages said column and another of which is movable relative to said column by said coupler, andwedge means engaged by said spring,-

a portion of said interposed means being adapted to engage said column to limit the movement of said coupler relative thereto.

cushioning relative movement between said bolster and column and including a spring extending outwardly from said bolster, a coupler mounted on said column for movement of limited extent relative thereto and for further movement therewith, and friction means interposed between the outer end of said spring and said coupler for yieldably resisting relative movement between said coupler and column, said friction means comprising a friction housing movable by said coupler and adapted to engage said column to limit the movement of said coupler relative thereto and friction wedge means within said housing and engaged by said spring, said housing and wedge means being movable with said column during said further movement.

8. In a railway car, the combination of a car bolster, a draft and bufiing column movable longitudinally relative to said bolster, means for cushioning relative movement between said bolster and column and including a spring extending outwardly from said bolster, a coupled mounted on said column for movement of limited extent relative thereto and for further movement therewith, and friction means interposed between the outer end of said spring and said coupler for yieldably resisting relative movement between said coupler and column, said friction means comprising a friction housing movable by said coupler through said limited extent, friction element normally engaging said column, and wedge means engaged by said spring for maintaining said element and housing in frictional relation, said wedge means being movable with said column during said further movement.

9. In a railway car, the combination of a car bolster, a draft and buffing column movable longitudinally relative thereto, a coupler having its shank housed within said column and connected to said column for movement of limited extent relative thereto and for further movement therewith, means for cushioning relative movement between said column and bolster including a spring housed within said column with its outer end adjacent the coupler shank, and a friction gear housed within the colunm and interposed between the outer end of the spring and said,

spring.

10. In a railway car, the combination of a car bolster, a draft and buffing column movable longitudinally relative thereto, a coupler having its shank housed within said column and connected to said column for movement of limited extent relative thereto and for further movement therewith, means for cushioning relative movement between said column and bolster including a spring housed within said column with its outer end adjacent the coupler shank, and means housed within said column and interposed between the outer end of said spring and said coupler for frictionally resisting relative movement between said coupler and column, said means comprising elements adapted for relative longitudinal movement and being constructed and arranged to limit the amount of said relative longitudinal movement to said limited extent, said elements moving with said column during said further movement and positively transmitting-buffing forces from said coupler to said p ng. 7

11. In a railway car, the combination of a car bolster, a draft and bufl'ing column movable longitudinally relative to said bolster, means for cushioning relative movement between said column and bolster and including a spring, a coupler mounted on said column for movement of limited extent relative thereto and for further movement therewith, and friction means for resisting the limited movement of said coupler relative to said column, said friction means comprising cooperating friction elements one of which is engaged by said coupler and wedge means cooperating with said elements and engaged by said spring, said elements being relatively movable by said coupler during its movement of limited extent and said friction means being movable as a unit with said coupler and column during said further movement.

OTHO C. DURYEA.

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