US3219198A - Long-travel high-capacity gear system for railroad cars and the like - Google Patents

Description

Nov. 23, 1965 w. w. WALTER 3,219,193

LONG-TRAVEL HIGH-CAPACITY GEAR SYSTEM FOR RAILROAD CARS AND THE LIKE Filed March 18, 1963 3 Sheets-Sheet 1 way 5 n mm I l I I l ll 0 El u \I mm 11 IL im t 5 mm mm g LrPll I MN I 7 INVENTOR William W. Walter M NH 1 a 3 5 Wm E L Nov. 23, 1965 w. w. WALTER LONG-TRAVEL HIGH-CAPACITY GEAR SYSTEM FOR RAILROAD CARS AND THE LIKE 3 Sheets-Sheet 2 Filed March 18, 1963 William W. Walter 3 Sheets-Sheet 3 ALTER CAPACITY GEAR SYSTEM FOR CARS AND THE LIKE W. W. W -TRAVEL HIGH- RA ILROAD LONG Nov. 23, 1965 Filed March 18, 1963 INVENTOR William W. Walter United States Patent 3,219,198 LONG-TRAVEL HIGH-CAPACITY GEAR SYSTEM FOR RAILROAD (JARS AND THE LIKE William W. Walter, 46 1st St, Campbell, Ohio Filed Mar. 18, 1963, Ser. No. 265,860 Claims. (Cl. 213-8) This invention relates to relatively long-travel and high-capacity gear systems to protect railroad car structures and the like, and any loads therein whether or not tied down, against detrimental effects of shocks and impacts, particularly those in buff. Further, this invention pertains to such devices which are capable of utilizing standard available draft gear and coupling components; and still further, to such devices which can be applied readily and at relatively low cost to the conversion of existing railroad cars having underframes with center sills.

There are great numbers and varieties of so-called cushion draft gear to prevent or minimize damage to freight car structures and their ladings. Some utilize a long so-called cushion tube between substantially conventional draft gear and coupling arrangements at the respective ends of the car, which still provides rather limited over-all travel capacity. Other manufacturers utilize so-called sliding sill devices, 'but they are costly, require special recentering means, cannot be easily adapted to present rolling stock, transmit the pulling forces and tend to produce longer trains for the same tonnage. Hydraulic draft gears are being worked on intensively, but have numerous problems in terms of cost, relative susceptibility to damage, excessive maintenance, difficulty of application to existing rolling stock and relatively high closure travel and slower return. These and other deficiencies of the cushion draft gear systems of the present day are not present in combination devices of my invention with their many advantages.

For example, in devices of the instant invention, the combination thereof utilizes standard coupling and draft gear components, which draft gear preferably are rugged, proven friction draft gear. Devices of this invention can easily be applied to existing railroad freight rolling stock having center sill underframes, to be inserted into the space within the sill, leaving the sill fixed and capable of transmitting draft forces to pull the train without excessive lengthening thereof, or slack. Gear system devices of this invention protect car structures and loads under all buff conditions which may reasonably be encountered and obtain under those conditions both relatively long travel and high impact capacity so that deceleration and reaction forces are kept low. Devices of this invention can readily be tailored by the selection of the gear components, travels and capacities to the kinds of cars which are to receive the combination gear of this invention and to both heavy and light loads. In the embodiment described hereinafter embodying end or yoke draft gear sets and a central draft gear set, the end or yoke sets of draft gear preferably are of lower capacity than the central set, all sets being operative in buff, with lower buff impacts being dissipated by the end draft gear and greater impacts by all cooperating to gether. Under draft conditions, substantially only the end draft gears are operative. Or, all sets of the draft gear may have equal capacities and such capacities may be readily changed if, for example, the car goes into a different service with, say, heavier loads, or tied down loads which might make it desirable to substitute different capacity draft gears with or without different travels. Devices of the invention are rugged and require little maintenance compared to so-called sliding sill and hydraulic equipments. Gear system embodiments of this invention can be handled and put in place in existing cars, or installed in new cars, by car shop crews substantially without special materials, training, costs and/ or different types of craft labor being required. Inasmuch as the opposite end of a car having a device of this invention from the end receiving a buff impact is acted on by the car-long gear embodiment of this invention, there is a lower tipping moment with less tendency of the car truck nearer the impact originating end to lift from the rails. New devices of this invention present no problems in slack trains and/or in over-all length and provide more trouble-free life for rolling stock and greater prevention of damage to loads therein consonant with advantages of the instant invention.

Other objects, features and advantages of this invention will be apparent from the following description and the accompanying drawings, which are illustrative of one embodiment only, in which FIGURE 1 is a view of somewhat more than onehalf of a railroad car underframe center sill to which one combinative embodiment of a relatively long draft high capacity gear system of this invention has been applied;

FIGURE 2 is a view in side elevation, somewhat enlarged, of the left-hand end portion of the embodiment shown in FIGURE 1;

FIGURE 3 is a view in side elevation, somewhat enlarged and partly in section, taken along line IIIIII of FIGURE 5 with the nearer side of the center sill removed for purposes of better understanding of the construction of such portion of the illustrated embodiment;

FIGURE 4 is a view in side elevation, somewhat enlarged and partly in section, taken along line IVIV of FIGURE 5;

FIGURE 5 is a view in plan, somewhat enlarged, of the left-hand end portion of the embodiment shown in FIGURE 1;

FIGURE 6 is a view in plan, somewhat enlarged and partly in section, taken along line VIVI of FIGURE 2, with the top of the center sill removed better to show such portion of the illustrated embodiment;

FIGURE 7 is a view in plan, somewhat enlarged and partly in section, taken along line VII-VII of FIGURE 2;

FIGURE 8 is a view in cross section, somewhat enlarged and partly in section, taken along line VIIIVIII of the embodiment shown in FIGURE 1;

FIGURE 9 is a view in cross section, somewhat enlarged and partly in section, taken along line IX-IX of the embodiment shown in FIGURE 1;

FIGURE 10 is a view in cross section, somewhat enlarged and partly in section, taken along line XX of the embodiment shown in FIGURE 1;

FIGURE 11 is a view in side elevation and partly in section taken along line XI-XI of FIGURE 12 to show the middle portion of the embodiment illustrated in FIG- URE 1; and

FIGURE 12 is a view in cross section, somewhat enlarged and partly in section, taken along line XIIXII of the embodiment shown in FIGURE 1.

Referring to the drawings, one embodiment of the invention is shown therein applied to the underframe of a car body 10, which may be of almost any kind of car, usually freight. A longitudinally extending, stationary, structural center sill 11 of generally rectangular shape open along the bottom is rigidly secured as a part of the underframe of body 10 by cross bearing members (not shown and car bolsters of which only the male part 12 is shown for the left-hand half of the car to the left of a transverse centerline 1 3 shown in FIGURES l and 11. The illustrated embodiment 14 of this invention has two identical back-to-back portions which are symmetrical to each side of such transverse centerline 13 when viewed from the side, although it need not be. Each half portion of embodiment 14 thus comprises a coupler 15 having a shank 16 extending inwardly into the open front end of a slidable yoke assembly 23 having a pocket at the inner end thereof for a friction draft gear 18, a buff column 19 and central draft gear means 20 operative in buff only and preferably of a friction type slidable in fixed guides 11c fastened to the sill 11. As shown, the intermediate draft gear means 20 comprises two such draft gears in back-to-back arrangement, the entire gear system embodiment of this invention being as long as the car car and in longitudinal alignment from one coupler 15 at one end to the longitudinal alignment from one coupler 15 at one end to the coupler 15 (not shown) at the other. Cross ties 21 are provided on the underside of sill 11 for strength and/or support purposes. The respective duplicate parts of the symmetrical embodiment 14 of this invention are provided with the same reference numerals to each side of centerline 13. Appropriate shim plates 22 are positioned between the bottoms of the side edges of center sill 11 and the respective cross supports including the car bolster.

At rest, or in draft with the coupler 15 closed as shown, the relative positions of the illustrated parts of embodiment 14 are as set forth in the figures. In order to provide the relatively long-travel high-capacity gear system embodiment 14, the fixed center sill 11, when applied to the conversion of cars formerly having conventional draft gears, is lengthened at each end to an appropriate extent by the affixation, as by welding, of a center sill extension 11a appropriate to the increased travel provided in buff by the instant invention. A yoke assembly 23 is slidably positioned in each end of sill 11 inclusive of any extension 11a, the yoke assembly being of generally hollow construction and having a coupler strike edge 24 at the front thereof. Therein, a bifurcated yoke plate 25 is provided on the inside of each vertical wall 26 of assembly 23 in transverse registry. Each yoke plate is provided with an inwardly opening horizontal slot 25a for the reception of a coupler key 27 extending through the slots 215a and through a somewhat longer slotted opening 16a in shank 16, which is laterally swingable. A channeled support 28 is rigidly afiixed to yoke assembly 23 and forms the platform on which shank 16 rests and slides relative to assembly 23, a top channel 29 being located in proximity to the top of shank 16 as a further guide. A suitable plate 17 flush with the outside of wall 26 is removably screwed to the respective yoke plates 25 to keep key 27 in place. Horizontal openings 2 3a are provided through the sides of yoke assembly 23 so that the key 27 may be removed and replaced when desired.

Openings 23a continue rearwardly and horizontally in the form of slots 30 through which a draft key 31 extends transversely. The outer ends of the draft key 31 project laterally outwardly through slots 30, through slots 32 in the center sill 11 and in reinforcing plates 11b therefor on each side thereof. Each outer end of key 3-1 outwardly of the vertical sides of sill 11 is surrounded by a retainer 33 fastened thereto in self-adjusting fashion by removable bolts 34 with vibration proof locknuts, or by cotter pins. The longitudinally outer side 33a of retainer 33 is in the form of a vertical bar adapted to abut vertically extending fixed draft stops 35 secured to the outside of the adjacent sill 11. Draft key 31 passes through a transversely and horizontally slotted follower 36 which is slidable relative thereto within limits and has an inner end 3601, which normally abuts friction draft gear 18, and an outer end 36b which normally abuts the inner end of shank 16.

The back of yoke assembly 23 is closed by a plate 38 fixed thereto which forms with the sides and top of the assembly 23 adjacent thereto, a pocket 39 in which a draft gear 18, such as a. conventional friction draft gear, fits for relative foreshortening as needed by virtue of the force exerted longitudinally thereagainst by changes in the distance between end 36a and plate 38. Guide pads 44) for gear 18 are ailixed to the inner walls of the yoke assembly 23 around each of the four sides of pocket 39. The bottom pad 4% may be in the form of a channel afiixed to the adjoining bottom plate 23. Gear 18 comprises a housing 37, a center wedge '41 with wedge shoes 42 and movable plates 43 projecting beyond the inner end of housing 37 for the respective abutment of members 41 and as, as will be understood, by plate 38 as gear 18 is moved toward a closing position in the course of a draft, or buff operation involving embodiment 14. Another draft gear, including hydraulic, may be substituted in pocket 39 if and when one is developed having the ruggedness and equivalent performance characteristics of friction draft gear such as those made by Cardwell Westinghouse Company.

The inner face of plate 38 abuts a buff column 19, which may be solid or tubular but, as shown, is tubular and closed at each end by a tapering tube cap 44 fastened thereto. A plurality of guide brackets 45 fastened to the bottom of sill 11 and each having a guide ring 47 through which column 19 loosely passes, extend into the space within center sill 11 every few feet along column 19. Further guiding for column 19 is provided by a loose guide passageway 48 above car bolster portion 12, said passageway being in a casting 49 fastened to the inside of sill 11 and having outwardly facing oversolid buif stops 50 at the outer ends thereof for use on those rare occasions when an impact in buff may be so great as to completely close the new gear system of this invention.

The inner end of each buff column 19 fits easily in a cup-shaped follower 51 having a butt plate 52 forming a part thereof, which may have a central axial hole 53 therethrough. The inner face 54 of plate 52 normally abuts a member such as a center wedge 59 of an intermediate buif gear in the form of a friction draft gear 20, of which there are two back-to-back in embodiment 14 each having a housing 55 with an opening 56 therein in conventional fashion to prevent any dashpot effect or moisture accumulation. As shown, each draft gear 20 operates on the same principle as each gear 18. Thus, the central wedge 59 has wedge shoes 57 and there are movable friction plates 58 further to absorb impact energy upon the occurrence of buff only, each draft gear 29 preferably being of considerably higher capacity and longer travel than the respective gears 18 at the outer ends of the gear system embodiment 14. In each draft gear 20 operative in buff only and in each draft gear 18 operative both in draft and buff, foreshortening of the overall length of the gear by the movement of the center wedge, or both center wedge and movable friction plates, into the respective housing, absorbs great quantities of energy by the friction between the parts engaged in rubbing against one another; the foreshortening further being resisted by spring diagrammatically shown as large spring 20a and smaller spring 20b in the sectioned gear 20. The springs also return the parts when the foreshortening impact is over and keep the whole gear system 14 firmly in place without slack both while it is at rest and during any operation of the system or any part.

All gears preferably are positioned in the embodiment combination of this invention in partially precompressed condition so that there are no loose or shaky parts therein, but all are firmly in position and in readiness for a draft or butf operation. After any use, the gear embodiment 14 of this invention will quickly recenter itself and appear as shown in FIGURE 1 with the portion not shown being an exact duplicate of the portion that is so shown but facing the opposite direction. Another draft gear, including hydraulic, may be substituted for one or both gears 20, if and when such another is developed having the ruggedness and equivalent performance characteristics of gears 20 when in the form of friction draft gear such as those made by Cardwell Westinghouse Company.

As one example only of an illustrative practice of this invention, a conventional freight car can be converted to my system with a maximum travel of the gear in buff of about 15 /2 inches. Such when applied to a car which when loaded would normally weigh about 100,000 pounds might utilize one Cardwell Westinghouse Friction Draft Gear type NZ-l 1F of nominal 25,000 pounds rated capacity for both draft and buff in the position of each draft gear 18; and one Cardwell Westinghouse Friction Draft Gear type called Mark 80 of a nominal 80,000 pounds rated capacity in the position of each draft gear 20 to be used in buff only at the center of the illustrated embodiment 14.

In operation in draft, assuming the left-end coupler 15 shown in FIGURE 1 is pulled by a locomotive, the key 27 will tend to move the yoke assembly 23 outwardly and longitudinally in that direction (to the left) which, in turn, will press plate 38 against the movable friction members of gear 18 absorbing energy of any jerk or impact therein and pressing the inner end of follower 36 against draft key 31 causing it to press against the draft stops 35 with sufiicient force, cushioned as aforesaid by gear 18, to pull the sill 11 and thereby the car body and any load therein in a safe and non-damaging manner. If the trailing coupler at the right-hand end (not shown) of car 10 is coupled to a further car, the pull of the locomotive will be transmitted to the right-hand end of embodiment 14 through the center sill 11, the right-hand end portion draft stops 35, key 31, follower plate 36a, draft gear 18, plate 38, yoke assembly 23, key 27 and the trailing shank 16 and coupler 15 in reverse or mirror correspondence from the origin end of the pulling force. Moreover, any draft impact shock at the trailing end of the car gear because of such draft force transmitted through sill 11 is accommodated safely and without damage by the corresponding foreshortening travel of the following draft gear 18 (at the right-hand end) when pressed between the plates 36a and 38 at that end. During any type of draft operation, either the buff columns 19 nor the middle gear means enter into the force transmission, or impact energy absorption equation, in any significant way.

It is in operation in buff that further marked features and advantages of the invention also become clear once the invention has been applied to a railroad car and the like. For example, it maybe assumed that the left-end coupler shown in FIGURE 1 receives a strong longitudinally acting impact to place embodiment 14 in buff resisting condition. In that case, the inner end of the leftend shank 16 Will push against the plate 361) and press follower retainer 36 toward the right to enable draft gear 18 initially to cushion the shock as member 41 and mem bers 43 are moved into housing 37 depending upon the foreshortened distance between plates 36:: and 38. Virtually simultaneously the cushioning effect and travel to absorb the buif impact energy will be made available by the draft gear 18 at the right-hand end of embodiment 14 due to the relatively rigid transmission effective through the two buff columns 1 and the two draft gears 20 each of which in the combination under discussion has longer travel, higher capacity and is initially stiffer. As the buff shock continues, all of which occur in a small fraction of a second in the usual buff impact cases having car and/ or load damage potential, further inward movement of left-hand follower 36 causes the left-end and right-end draft gears 18 to close providing the sum of their respective travels and the sum of the respective travels due to the preliminary foreshortening to that point of the respective draft gears 20. Substantial portions of the shock impact energy are dissipated as draft gears 18 are closed and in such preliminary foreshortening of the draft gear means 20. Bulf impact energy, remaining to be dissipated to bring the total reaction force down below a level damaging to the car structure and any load therein, is absorbed by further compression and frictional work as the draft gears 20 move farther toward their final closure positions by further foreshortening of the distance between the plates 52 engaging the wedges 59 and movable plates 58 of each of the gears 20, this exemplification of a bufi? operation being one, considering that the right-end coupler 15 has come up against a dead stop, or has struck other railroad cars on the track. Such buff energy absorption is operataive whether the car with embodiment 14 therein is standing and/ or moving since buff shock can occur in either status. Normally, the draft gears 20 never fully close in operation because handlers of cars in railroad yards and other places are cautioned about detrimental eifects of high ramming speeds and shocks; nor, as a general rule, does either plate 38 come up against the oversolid bulf stops 50 at the respective ends of the gear system 14. Some relief absorption of shock impact usually is also obtainable by small foreshortenings which occur in the overall length of the respective buff columns 19 during a heavy buif impact, thus adding to the total gear system travel to that extent.

In the case of a buff operation in which, for example, the left-end coupler 15 is struck so as to move car 10 to the right where it may run freely, the relatively long travel and high capacity of this device of the instant invention is also available, even though the right-hand coupler 15 does not come up against other cars or stops while significant buff shock energy is being dissipated. In such last-mentioned buff operation, the right-hand end draft stops 35 limit the movement of the gear 14 to the right at the outset whereupon there is initial closing by the draft gears 18 followed, in a heavy enough impact, by closing the draft gears 20 to the extent necessary to absorb remaining detrimental shock energy swiftly and bring it under control in the course of relatively long travel, up to, say fifteen inches in the example using friction draft gears of the travels and capacities mentioned above. Since the illustrated gear system embodiment 14 is reversible (double-ended), if the buff condition originates at the right-hand end of the car, the operation is the same, but in reverse direction, as that described above in connection with an originating buff impact coming from the left.

It will also be noted that in buff, the impact forces are absorbed and transmitted through the gear system itself within, and not substantially through, the center sill 11 from one end of the car 10 to the other. And, in the case of an originating buff shock force coming from the left (and vice versa), it will be noted that the resistance force focus is virtually at the right-hand end of embodiment 14 and. car 10 with the result that a car having a device of this invention has a much lower tipping moment and much less tendency for the truck of the car nearer the impact source to rise vertically from the tracks.

Although a particular embodiment has been described above in connection with a converted railroad car, the invention may be embodied in many other forms and applied either to existing railroad cars and the like, or to new railroad cars and the like either as a package unit or as a device of this invention built with the car as may be done by many railroads. Further, the invention is not limited to a single draft gear in each of the yoke assemblies, or to a pair of intermediate buff gears (see draft gears 20) between yoke assemblies in a single embodiment of this invention. Nor is the invention to be limited in the case of such intermediate buff gear means to one or more than one positioned only midway between the ends of a car, or to intermediate buff gear means having a different (or longer) travel, or a different (or higher) capacity than the draft-and-buff gear means in the respective yoke assemblies. Further, the intermediate bufi gear means, where more than one is used in an embodiment of this invention, may themselves be separated and used in a buff operation, a buff column between them for force transmittal.

Various other changes may be made in the illustrated embodiment and other embodiments provided without e departing from the spirit of my invention or the scope of the appended claims.

I claim:

1. A draft and buff gear system having substantially identical portions symmetrical about a transverse centerline for railroad cars and the like having a fixed hollow center sill, each portion comprising, in combination, a generally hollow slidable yoke assembly having a closed back and an open front adapted normally to project from the end of said sill, a coupler shank extending into said open front and keyed for draft to said yoke assembly in a laterally swingable manner, a draft gear pocket in said yoke assembly adjacent said back, a first friction draft gear in said pocket operative in draft and buff, a follower slidable in said yoke assembly positioned between said shank and said friction draft gear, said follower having a horizontal transverse slot therethrough between the ends thereof, a draft key extending through said slot and having a width less than the length of said slot, said yoke assembly and sill having normally overlapping horizontally slotted openings through the respective sides thereof, the ends of said draft key projecting through said slotted openings, draft stops fixed to said sill adjacent the outer ends of said slotted openings through said sill, retainers secured to the outer ends of said draft key and adapted to abut said draft stops, said slotted openings in said yoke assembly and sill being respectively long enough to avoid abutment thereof by said draft key in the course of operation, a second friction draft gear operative in buff only slidably support positioned in said sill adjacent said centerline, a buff column extending between said yoke assembly and said second draft gear in operative association therewith and functioning in buff only, means for guidably supporting said buff column within said center sill, said respective portions being in back-to-back relation whereby the whole of said gear system is operative in buff.

2. A draft and buff gear system having substantially identical portions symmetrical about a transverse centerline for railroad cars and the like having a fixed hollow center sill, each portion comprising, in combination, a generally hollow slidable yoke assembly having a closed back and an open front adapted normally to project from the end of said sill, a coupler shank extending into said open front and keyed for draft to said yoke assembly in a laterally swingable manner, a first draft gear in said yoke assembly operative in draft and buff, a follower slidable in said yoke assembly positioned between said shank and said first draft gear, said follower having a transverse opening between the ends thereof, a transverse draft key extending loosely through said opening, said draft key having ends projecting through openings in said yoke assembly and sill, draft stops fixed to said sill adapted to be abutted by said draft key in a draft operation, a second draft gear operative in buff only slidably positioned in said sill adjacent said centerline, a buff column extending between said yoke assembly and said second draft gear in operative association therewith in buff only, said respective portions being in operatively associated back-to-back relation to provide a continuous gear system operative in buff from one end of the sill to the other with said draft gears in series relation.

3. A draft and buff gear system as set forth in claim 2 in which said respective first and second draft gears absorb impact energy in buff substantially by friction, with spring recentering, and in which said second draft gear has longer travel and higher capacity, relative to said first, in terms of the force required to close the same, to provide sequential impact take-up travel and energy absorption in the course of a buff operation.

4. A draft and buff gear system for railroad cars and the like having substantially mirror portions facing outwardly to each side of a transverse centerline in combination, a hollow longitudinally extending sill fixed to the &

underside of said cars and the like, each portion comprising, generally hollow yoke means slidable in said sill, coupler means extending into said yoke means and loosely keyed thereto for draft only and in a laterally swingable manner, first friction draft gear means in said yoke means operative in draft and buff, follower means between said coupler means and said first draft gear means and slidable in said yoke means, transverse draft key means loosely extending through said yoke means and sill, rearwardly facing draft stops fixed to said sill adapted to be engaged by said draft key means, second friction draft gear means of higher capacity operative in buff only slidably positioned in said sill intermediate said yoke means and said centerline, buff column means in two sections, one section extending from one of said yoke means to said second draft gear means and the other section extending from said second draft gear means to the other yoke means, whereby there is a continuous gear system operative in buff from one end of said cars and the like to the other.

5. A draft and buff gear system for railroad cars and the like, comprising, in combination, a hollow longitudinal fixed sill, yoke means slidable in each end of said sill, coupler means loosely connected to said yoke means, first draft gear means in each said yoke means and operative in draft and buff, second draft gear means operative in buff only slidably positioned in said sill intermediate said yoke means, said second draft gear means having longer travel than said first draft gear means, buff column means in two sections, one section extending from one of said yoke means to said second draft gear means and the other section extending from said second draft gear means to the other yoke means, whereby there is a continuous gear system operative in buff from one end of said cars and the like to the other.

6. A draft and buff gear system as set forth in claim 5, comprising, draft stops fixed to the outer sides of said sill, draft key means adapted to abut said stops in a draft operation, said yoke means are connected to said draft key means with lost motion, said respective first and second draft gear means are standard components and absorb impact energy in buff substantially by friction, with spring recentering, said second draft gear means has higher capacity relative to the first in terms of the force required to close the same.

7. A draft and buff gear system for railroad cars and the like, comprising, in combination, a longitudinal fixed sill, a generally hollow slidable yoke assembly in each end of said sill respectively, a coupler shank extending into each said yoke assembly and keyed thereto, a first draft gear means in each yoke assembly operative in draft and buff, said yoke assembly and sill having horizontally slotted openings through the respective sides thereof, a draft key extending through each yoke assembly and said sill having a width less than the length of said slots, the ends of said draft key projecting through said slotted openings, rearwardly facing draft stops fixed to the outside of said sill adjacent the ends thereof respectively, the lateral outer ends of said draft key being adapted to abut said draft stops, said slotted openings in each yoke assembly and said sill being respectively long enough to avoid abutment thereof by said draft key in the course of operation, second draft gear means operative in buff only slidably positioned in said sill spaced substantially halfway between said yoke assemblies, said respective draft gear means being partially compressed when said gear system is at rest to hold said gear system in firm longitudinal alignment with each said draft key abutting its respective draft stops, and buff columns in two sections, one section extending from one of said yoke assemblies to said second draft gear means and the other section extending from said second draft gear means to the other yoke assembly, whereby a continuous gear system in buff is provided from one end of said sill to the other.

8. A draft and buff gear system as set forth in claim 7 in which said sill is hollow and said hollow is generally rectangular throughout its length in transverse cross section, said yoke assemblies and draft gears being shaped to fit in said sill and abutment means are provided at the respective ends of said buff column.

9. A draft and buif gear systems as set forth in claim 7 in which said draft gear means are friction draft gear means and there are outwardly facing buif stops fastened to the inside of said sill inwardly of the back of said respective yoke assemblies at a distance substantially equal to the travel of said entire gear system when completely closed.

10. A draft and buff gear system as set forth in claim 7 10 has a different capacity than the capacity of said second draft gear means whereby one of said draft gear means is at least partially compressed in buff before the other is compressed.

References Cited by the Examiner UNITED STATES PATENTS 2,752,048 6/ 1956 Fillion 213-8 2,950,017 8/1960 Fillion et a1. 213-8 2,965,246 12/1960 Guins 213-8 2,974,810 3/1961 Szczepanik 213-8 3,028,019 4/1962 Settles et a1. 213-8 MILTON BUCHLER, Primary Examiner.

in which said first draft gear means in each yoke assembly 15 D QUACKENBUSH, Examiner.

Claims (1)

1. A DRAFT AND BUFF GEAR SYSTEM HAVING SUBSTANTIALLY IDENTICAL PORTIONS SYMMETRICAL ABOUT A TRANSVERSE CENTERLINE FOR RAILROAD CARS AND THE LIKE HAVING A FIXED HOLLOW CENTER SILL, EACH PORTION COMPRISING, IN COMBINATION, A GENERALLY HOLLOW SLIDABLE YOKE ASSEMBLY HAVING A CLOSED BACK AND AN OPEN FRONT ADAPTED NORMALLY TO PROJECT FROM THE END OF SAID SILL, A COUPLER SHANK EXTENDING INTO SAID OPEN FRONT AND KEYED FOR DRAFT TO SAID YOKE ASSEMBLY IN A LATERALLY SWINGABLE MANNER, A DRAFT GEAR POCKET IN SAID YOKE ASSEMBLY ADJACENT SAID BACK, A FIRST FRICTION DRAFT GEAR IN SAID POCKET OPERATIVE IN DRAFT AND BUFF, A FOLLOWER SLIDABLE IN SAID YOKE ASSEMBLY POSITIONED BETWEEN SAID SHANK AND SAID FRICTION DRAFT GEAR, SAID FOLLOWER HAVING A HORIZONTAL TRANSVERSE SLOT THERETHROUGH BETWEEN THE ENDS THEREOF, A DRAFT KEY EXTENDING THROUGH SAID SLOT AND HAVING A WIDTH LESS THAN THE LENGTH OF SAID SLOT, SAID YOKE ASSEMBLY AND SILL HAVING NORMALLY OVERLAPPING HORIZONTALLY SLOTTED OPENINGS THROUGH THE RESPECTIVE SIDES THEREOF, THE ENDS OF SAID DRAFT KEY PROJECTING THROUGH SAID SLOTTED OPENINGS, DRAFT STOPS FIXED TO SAID SILL ADJACENT THE OUTER ENDS OF SAID SLOTTED OPENINGS THROUGH SAID SILL, RETAINERS SECURED TO THE OUTER ENDS OF SAID DRAFT KEY AND ADAPTED TO ABUT SAID DRAFT STOPS, SAID SLOTTED OPENINGS IN SAID YOKE ASSEMBLY AND SILL BEING RESPECTIVELY LONG ENOUGH TO AVOID ABUTMENT THEREOF BY SAID DRAFT KEY IN THE COURSE OF OPERATION, A SECOND FRICTION DRAFT GEAR OPERATIVE IN BUFF ONLY SLIDABLY SUPPORT POSITIONED IN SAID SILL ADJACENT SAID CENTERLINE, A BUFF COLUMN EXTENDING BETWEEN SAID YOKE ASSEMBLY AND SAID SECOND DRAFT GEAR IN OPERATIVE ASSOCIATION THEREWITH AND FUNCTIONING IN BUFF ONLY, MEANS FOR GUIDABLY SUPPORTING SAID BUFF COLUMN WITHIN SAID CENTER SILL, SAID RESPECTIVE PORTIONS BEING IN BACK-TO-BACK RELATION WHEREBY THE WHOLE OF SAID GEAR SYSTEM IS OPERATIVE IN BUFF.

Images