US1552423A - Draft-gear casing - Google Patents

Description

Sept. 8. 1925. 1,552,423

A. c. DAVIDSON DRAFT GEAR CASING Filed NOV. 27. 1322 2 Sheets-$het l glglulpnflm it WWII Mi 1(rllllm4llllll4 m!IIIIIIIIWIIIrllllllllllllul-rmllllnlw fi CPA/1050 Ely my.

Sept. 8, 1925.

1,552,423 A. c. DAVIDSON I DRAFT GEAR CASING Filed Nov. 27. 1922 2 sheets-sum 2 mm '7 w Yf lrl /l I mum- Q I J Patented Sept. 8, 1925.

UNITED STATES 1,552,423 PATENT OFFICE.

ARTHUR C. navrnsoN, or CHICAGO, ILLINOIS, AssIe oR,.B Y MESNE ASSIGNMENTS, TO WAUGH EQUIPMENT COMPANY, or CHICAGO, ILLINoIs, A CORPORATION or MAINE.

DRAFT-GEAR CASING. 7,

Application filed November 27, 1922. Serial No, 603,420.

To all whom it may concern:

Be it known that I, ARTHUR C. DAVIDSON, a citizen of the United States, and a resident 'of the city of Chicago, in the county of Cook and State of Illinois, have invented certain new and useful Improvements in a Draft- Gear Casing; and I do hereby declare that the following is a full, clear, and exact de scription of the same, reference being had to the accompanying drawings, and to the numeralsof reference marked thereon, which form a part of this specification.

In the construction of draft gears, for railway car constructions, a cushioning mechanism is provided to which the drawbar is connected for the purpose of absorbing the pulling and pushing strains. The arrangement for accommodating the draft gear is substantially the same in all cars. The draft sills are arranged an established distance apart and are connected at the bottom by a draft gear carry iron upon which the drawbar yoke carrying the cushioning elements is adapted to slide. In the type of constructions using friction plates for the cushioning elements considerable trouble has been caused due to the fact that the draft sills are not spaced the proper distance apart or may be bent or otherwise distorted so that there is play between the ends of the friction plates and the draft sills or on the side plates when used. \Vith this condition it has been found that the friction plates together with the separators are permitted to have considerable transverse movement with respect to one another, thereby causing the ends of the friction plates to continually pound or contact against the inner faces of the side plates and the draft sills. This action of the friction plates eventually causes the side plates and the draft sills to be worn through, requiring replacement thereof.

To obviate the above mentioned defects,

I this invention relates to a friction plate v housing or caslng adapted to be engaged I within the drawbar yoke with the ends of said casing slidably engaged between the draft sills. This arrangement prevents the ends of the friction plates from engaging and wearing holes in the draft sills.

It is an object of this invention to provide a casing for the friction elements of a draft gear to prevent said friction elements from i It is'an acting against thedraft sills of a car to wear the same out. i

It also an object of the invention to provide a housing for use in a draft gear, said housing replacing the usual side plates and adapted to separate the friction elements from the car draft sills to prevent wearing out of said draft sills.

It is a" further object of the invention to provide an improved draft gear adapted to be readily mounted in the standard space provided'therefor in a car without requiring any change in the standard structure.

It is furthermore an object of this invention to provide an improved type of draft gear adapted to be readily mounted in a car and provided with means for protecting the draft sills of the car against the wearing action of the friction elements of the draft gear.

important object of this invention to provide an improved draft gear construction adapted to be installed in a standard railway car construction and retained in place by carry irons adapted to be secured to the draft sills of the car. i

Other and further important objects of this invention will be apparent from the disclosures in the specification and the accompanying drawings.

-The invention (in a preferred form) is illustrated in the drawings and hereinafter more fully described.

On the drawings: Figure '1 is a fragmentary sectional top plan view of the draft sills of a railway car J construction accommodating an improved draft gear partly shown in section.

Figure 2 is a longitudinal sectional view taken on line 2-2'of Figure 1.

Figure 3 is a fragmentary top plan view of the draft sills and the draft gear with parts of a sill plate brokenaway.

Figure 4 is' a side elevation of the draft gear shown connected to a drawbar.

Figure 5 is an enlarged transverse-section taken on line. 5--5 of Figure 2.

Figure 6 is anenlarged transverse sectio taken on line 6-6 of Figure 2.

As shown on the drawings:

The reference numeral 1 indicates a pair of railway'car draft sills of channel iron construction which are mounted longitudinally on the car. A plate 2 connects the upper flanges of the draft sills. Secured to the lower flanges 3 of the draft ,sills 1 by means of bolts 1, is a carry iron 5 comprising a broad plate or bar, the ends of which are bent to form flanges 6 which project upwardly beyond the lower sill flanges 3. The carry iron 5 is locatedbelow the point where the shock absorbing device of the draft gear is to be positioned. y Secured to the inner face of each draft silll, arefrontand rear blocks or castings 7 and 8, respectively, which are riveted to the sills as at 9 and positioned at the front and'rear respectively ofthe carry plate 5 toiafford aspace into which the shoal: at sorbing device ofthe draft gear is adapted toufit The castings 7 and 8 are provided with integral inwardly,directed flanges 10 and llrespectively, which serve as stops or abutments for the shock absorbing device.

The shock absorbing device comprises a series of groups of similar friction plates 12 with the plates. in each group placed face toface and adaptedfo be collectively bowed or bent by either thrusting or; pulling strains applied. to coupler or drawbar 13. The

two middle groups of friction plates 12 are separatedby a double convex spacer block 1 1.; The outer groups of. friction plates are separated by double concave separator blocks 15. Positioned against the outer friction plate 12 of each end group of plates is the convex inner faceplate 16 of a follower .l' loc'k.17.' .Each follower block 17 is prolower bar .of a yokestrap 25 which is engaged arou-ndthe casing 20, and the shock absorbing mechanisms containedwithin said 1 up and raised inplacebetween the cardraft casing. The endsof theyoke strap 25 are rigidly secured by bolts or rivets to, a head 26 integrally formed on the idrawbar 13. The yokef25 ispositioned .to .ride on the carry iron 5'as illustrated in Figure 2. The fOllOWBl...bl0Cl{S 17v are adapted to abut against the. front. and rear stop flanges 10 and 11 ofthe castings 7 and 8.. The front follower block 17 is also in contact with the drawbar head 26,. while the rear follower block 17 is seated against the bight of the yoke 25.. V

.Asclearly illustrated in the drawings, the friction plates .12, together with the follower blocks, 17 and the separators 14 and are all positioned within the casin 20. The

casing is disposed within the yoke and between the stopv flanges 10 and 11. This arrangement prevents any wearing action by the shock absorbing members on the draft sills 1. Inasmuch asthecasing 20 forms a part of the draft gear mechanism, the friction. plates 12 may be made-to fit transversely therein so that there will be no substantial space for movement between the ends of the friction plates and the side walls of the casing 2Q. lt willthus be noted that the lPQPTOVQCl, draft gear construction of this invention is so designed that the wear on thedraft sills eliminated due to, the use of the draft casing20 which contains the shock absorbing elements. H v e In view of the fact that the draft sills of a railway car are usually covered by .flooring,,it is desirable that the draft gear be adapted to be mounted 'i'nposition from be-- low and accessible to permit of replace ment and repairs. the .improved construction of thislinventionthe drawbar 13 before being mounted inplace has the yoke 0 ri idly secured thereto. The casing 20 is now placed within the 'yoke and pushed rearwardly as far as it can go a with the bight cf the yoke 25 engaged in therecesses 21 at the rear end of the casing. The front follower 17, is next inserted in the forward partofthe' yoke between the drawbar head The friction plates the separators 14 and 15 are next inserted tln'ough the rear open end of the casing 20 through the space between the rearend of the casing 2O v and the bight of the yoke 25. The rear follower 17 is pushed into placebetween the bight of the yoke 25 and the last group of plates, as illustrated in Figured, and the casing 20 ,is then pushed bacl; toward the bight oftheyoke to ,engagepsaid rear follower. The draft gear is thus easily assembled before mounting upon the railway car.v U

The assembled draft gear is now jacked sills 1 with the casing 20 positioned between the stop flanges lO and l1 asillustrated in Figure 3. A retaining channel bar 27 is next Secured to the car, frame by any suit able means to support the drawbar' 13. The

.yoke 25 is supported upon the transverse .tions of the standard parts of the car structure. g V

I am aware that numerous detalls of con-- 's'truction may be varied through a Wide range without departing from the principles of this invention, and I therefore do not purpose limiting the patent granted otherwise than necessitated by the prior art.

I claim as my invention:

In a device of the class described, the com bination With a pair of draft sills, a draw bar therebetween, means secured to the draft sills to support the draw bar in position, a yoke secured to the draw bar, a carry iron connecting said draft sills to support said yoke, a unitary stationary casing insaid yoke having portions out out of the ends of the top and bottom Walls thereof, guide shoes integrally formed longitudinally on the bottom and top of said casing and terminating at the out out portions of said casing, and shock absorbing elements in said casing between the draw bar and the bight of said yoke.

In testimony whereof I have hereunto subscribed my name.

ARTHUR C. DAVIDSON.

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