US2235194A - Railway draft rigging - Google Patents

Description

March 18, 1941. A. J. BAZELEY RAILWAY DRAFT RIGGING original Filed Dec'. 5, 1935` 4 Sheets-Sheet 1 March 18, 194i.v A. J. BAZELEY 2,235,194

RAILWAY DRAFT RIGGING Original Filed Dec. 5, 1935 4 Sheets-Sheet 2 TMm.

SQ ESA@ w n,

NN Alba w nventor Arthum J.,Bazele9, Oeccl` 69 Ruth cecmazeleg Extmlz y ma. Kew- Gttorneg March 18, 1941.

A. J. BAzELx-:Y

RAILWAY DRAFT RIGGING Original Filed Deo. 4 Sheets-Sheet 3 Enventor Arthur J. GcLz-zleg) Oyecd.,

Gttorneg Patented Mar. 18, 1941 lJNlTiazDv4 STATES n RAILWAY DRAFT RIGGING r J- Y Arthur J.V Bazeley, deceased.: late ofA Shaker Heights,

Ohio, by RuthfjMcKean vBazeley,

' :.elxecutrix, Shakerv Heights,;-Ohio, assignor to National Malleable and Steel Castings Company, Cleveland, Ohio, a corporation of Ohio Original application December 5, 1935,*Serial No.`

53,012. Divided and this 1938, Serial No. 221,529

application July 27,

i snolaims. (o1. 213-272) This invention relates to improvements in car couplers and more particularly to a car-coupler which may be tightly locked to anothercoupler of the same construction in order to substantially eliminate coupler slack, and to facilitate the automatic connection of hose lines, electric cables and the like when two cars are coupled together. By the use of such automatic connectors, the necessity and attendant dangers of having a person crawl in between two cars to connect or disconnect these lines are also eliminated.l

One difficulty encountered in providing a practical tight-lock coupler resides in the fact that a certain amount of lateral and vertical angling must be made possible between two cars so that too great a strain will not be placed on thecoupler head and knuckle when a train is traveling on a curved or graded track. This angling is largely taken care of with the standard E coupler having a A contour by the shape of .the coupler heads and knuckles. Thus, according to present usage, the Shanks of two couplers in coupled relationship may be angled both vertically and laterally with respect to each other. With a coupler tightly locked to a similar coupler, angling at the coupler faces is impossible and, in any case, hinders the use of automatic train line connectors.

One feature of this invention, therefore, resides in an improvedcoupler shank mounting or carrier construction by means of which the coupler Shanks may be angled both vertically and laterally with respect to the car carrying the same. A particular feature of the improved carrier resides in the'provision of resilientmeans for resisting movement of the coupler shank in any direction.

A further object of this invention is to provide a centralizing mechanism adapted to be mounted on the car intermediate the ends of the coupler shank, whereby the coupler in uncoupled position is maintained in a position in which it is readily enabled to engage another coupler.

Another object of the invention is to provide a novel swivel connection between the coupler shank and the center sill of the car or the draft gear attached thereto to aid in accomplishing this angling function. I

A further object of the invention lis to provide a coupler and knuckle adapted to cooperate with a similar coupler in such a manner that the two knuckle noses may be tightly interlccked and the knuckle faces may also be pressed directly against the opposing coupler faces. .As a practical matter, it is impossible to immediately change existing coupling equipment on railways replacing all of such equipment with this improved tight-lock coupler. A particular and very important feature of this invention, therefore, resides in the provision of a Atight-lock coupler having the advantages described above when coupled with a similar tight-lock coupler, and which is `also adapted for coupling with equipment now in use, such as the standard E coupler having a 10A contour. This standard E coupler with the 10A contour will hereafter be referred to as a normal coupler or a normal contour. f

The above features and advantages may be 4better understood in connection with the accompanying drawings. In addition, several constructional features,objects and advantages o'f this invention, whichhave not been mentioned above,- will be pointed out in connection with the following description of the embodiments of the invention illustrated in the drawings,- in which:

Figure 1 is a top plan view, partly in section, showing a tight-lock coupler attached to a vertical yoke of a draft gear in'a car.l andr also illustrating the improved flexible carrier of this invention. v Figure 2 is a side elevation of the' assembly shown in Figure 1 with parts of the carrier and related members being shown in section.

Figure 3 is a top plan View, partly in section, showing a coupler shank swivelly attachedA to a draft rigging provided with a horizontal yoke.

Figure 4 is a vertical cross lsection of the assembly shown in Figure 3, with some of the parts in elevation and taken on the offset line 4--4 of Figure 3.

Figure 5 is a 'detailed cross section on an enlarged scale of a novel swivel butt assembly, taken on the line 5-5 of Figure 1.

Figure 6 is a horizontal cross section of this assembly, taken on the line -6`-6 of Figure 5.

Figure 7 is a perspective view ofthe radial butt piece employed in this assembly. Y

Figure 8 is a perspective View of a follower block for use with a vertical yoke. Figure 9 is a perspective View of a key bearing shoe for use with either av vertical or horizontal yoke.

Referring more particularly to the assembly illustrated in Figures 1 and 2, numeral 20 indicates the center sill of a car, in which a draft gear 2l of the friction type is suitably mounted. 4One end of this draft 'gear is provided with a member 22 which bears against a 'follower `block 23,

mounted for sliding movement betweenthe'verti-j rier supports 61 adapted to support a strikingVV casting 32, a carrier iron 33,-and a carrier spring support 34, together with a pairof lateralcoupler shank buffers 35, for yieldingly supporting. the coupler while allowing vertical and lateral angling between the coupler shank and the center sill of the car. The bracket, suitably reinforced by lugs 36a, serves to guide and limit downward movement of the striking casting as referred to in parent application Serial No. 53,012; numeral 31 indicates the end sill of the car.

The coupler shank 28 may have a swivel butt connection with the draft gear as is illustrated in Figures 5-9. The yoke 25 is adapted to support the follower block 23 in sliding engagement and in contact with the front follower or member 22 of the draft gear. The follower block 23 may be made substantially rectangular in cross section, and is provided centrally in its forward face with a concave surface 38, which may be formed partly as a depression 39 in the face of the block and partly by the projecting flanges 40, 40 at the top and bottom thereof. Thus, the vertically curved surface 4| of the radial butt piece 42 ts the surface 33 of the follower block in such a manner as to prevent relative lateral movement of the radial butt piece 42 while allowing vertical angular movement with respect to the follower block'23.

The radial butt piece 42 has the general shape of a yoke with a main body 43 and a pair of arms 44, 44 of circular shape and provided with centrally disposed Vertical openings 45. Adjacent the arms44, raised portions 46 of the body 43 provide curved bearing surfaces 41 and the radial butt piece is formed between the arms with a similarly curved surface 48. The end of the coupler shank, which is preferably hollow, as illustrated at 49, is formed with a butt 50 of reduced height which has, at its rear end, a horizontally curved surface 5| adapted to engage the surface 48 of the radial butt piece 42. The end of the coupler shank is also providedwith forked arms 52 spaced from the butt 50 to form recesses for receiving the arms 44 of the radial butt Apiece 42. The ends of the forked arms 52 may be suitably curved to cooperate with the curved surfaces 41 on the radial butt piece 42. The arms 52 are also preferably provided with openings 53 arranged to register with the openings 45 on the arms 44, when the parts are assembled. The centers of curvature for the curved surfaces on the butt should fall on a vertical line passed through the openings 45 and 53.

Thus, the coupler shank may be angled laterally with respect to the radial butt piece, which is held against such movement by the sides of the depression 39 in the follower block, and the coupler shank together with the radial butt piece, may be angled vertically with respect to the draft gear.

In assembling the swivel butt connection, the radial butt piece is first placed in the position illustrated in Figures 5 and 6 with respect'to the butt 59 ofthe coupler shank and the pin 54 is -peaned overk to hold securely this pin and the associated pieces in assembled position.

The follower block 23 may then be slid into Aplace within the yoke of the draft gear and the coupler shank assembly inserted with the radial butt piece against the follower block. Key 6| is now passed through slots 21 in the yoke arms 26 and slot 62-in the coupler shank to secure the assembly together. Suitable pins 63 having handle portions 64 may be used to retain the key 6| -inassembled position (Figure 1).

Thev key bearing shoe' 56 is provided with a concave vertically curved surface 65 to receive one side of the key 6| so that the key is provided with a curved bearing surface. The key slot 62 is'preferably ared vertically toward the coupler head to allow for vertical angling ofthe coupler shank with respect to the'car and key 6|, The key slot in the coupler shank is alsofared outwardly at its forward end, as at 66, to allow the coupler shank to be angled laterally with respect to the key and the draft gear.`

As previously mentioned, the'improved flexible carrier arrangement and swivel butt of this invention may be employed in connection with draft gear equipment embodying a horizontal yoke,. as illustrated in Figs. 3 ande, having the usual horizontally, disposed yokev arms H6, surrounding a draft gear ||1, of any desirable construction. Attached to the forward end of the draft gear, as by draftgear bolts H8, is a front follower block ||9 having suitable reinforcing ribs |29 on the top and bottom thereof' and provided with a pair of horizontally disposed arms |2|. This'follower block is arranged to slide between the yokev arms ||6, and is provided with an uninterrupted, vertically curved surface |22, adapted to cooperate with a similarly curved 'surface 4| on the radial butt. piece 42. This radial butt piece, the key bearing shoe 56, andthe butt f end of the shank 28 are of a construction similar to that already describedfwith respect to Figures 5-9 and are similarly held in assembled position by the pins 54 and 59. The'keyislot y62 in the coupler shank is adapted 'to receive the key 6| which seats in suitable slots. |23 in the yoke arms ||6. Forward motion of the front'follower block ||9 lis limited by a key |24, which seats in the relatively tight fitting slot' 4|25 inthe follower block andi in elongated slots |26 in the yoke arms. I6 and the elongated slots |21 in the cheek plates |28. With such an arrangement the coupler shank acts on the yoke arms ||6 through the key 6| to move the rear end of the yoke and draft gear forwardly. Key '|24 holds the forward end of 'the draft gear against movement, thus compressing the springs. On buff, the coupler shank acts directly on'A the follower'block ||9 and causes it to compress directly the draft gear springs. The rear end of the draft gear maybe held against movement during buff by ay third key, stop lugs, or in any other suitable manner. Attached to the center sill 20 of the car are two sets of cheek 'plat'es 68and |28. Cheek plates 6'8 are vintegral with'the 'carrier supports 6l. The two sets of cheek plates define slots and provide supports for the keys 6l and 124. Key |24 may be held in place by a pin |29 having a suitable handle portion |30'.

The terms and expressions which have been employed are used as terms of description and not of limitation, and there is no intention, in the use of such terms and expressions, of excluding any equivalents of the features shown and described or portions thereof, but it is recognized that various modifications are possible within the sco-pe of the invention claimed.

This application is a division of an application Ser. No. 53,012, led December 5, 1935, by Arthur J. Bazeley and issued as Patent. No. 2,178,062-, October 31, 1939.

It is claimed:

1. Railway draft apparatus including a yoke and a coupler having a shank and means for attaching one end of said shank to -a car to allov7 said shank to be angled vertically and laterally with respect to said car, said means comprising a member pivotally attached to said shank on a substantially vertical axis and having a surface curved vertically and extending continuously and uninterrupted from top to bottom of the member, said shank being constructed and arranged to transmit draft forces from said shank to said yoke independently of said member.

2'. A car coupler shaped to cooperate with a similar coupler for tight engagement therewith, means for attaching the shank of said coupler to a car for vertical and lateral angling comprising a member pivotally attached to said shank on a substantially vertical axis and having a vertically curved surface extending continuously and uninterruptedly from top to bottom of said member, said shank having a horizontally disposed key slot, a key extending through said slot and adapted to receive draft forces from said shank independently of said member.

3. In railway draft rigging, a coupler shank, a yoke, said shank and yoke having horizontally aligned slots therein, a connecting key in said slots, a bearing block having arms vinterleaved with the butt of said shank and arms on said butt, and means pivotally connecting the arms of said rblock to said shank, said key being adapted to transmit draft forces from said shank to said yoke independently of said block, said means being fastened in connecting position without projecting from the top and bottom surfaces of said butt, and said block having a rear vertically curved surface adapted to cooperate with means in said yoke to provide for vertical angling of said shank relative to said yoke.

4. In railway draft rigging, a yoke, a .coupler shank having a butt at one end and arms spaced from said butt on opposite sides thereof to form recesses therewith, a bearing member having arms arranged to fit into said recesses, said bearing member being formed with a centrally disposed horizontally curved surface for cooperation with the end of said butt, said butt being formed with a substantially horizontal slot for receiving a key, a bearing shoe in one end of said slot adapted to swivel horizontally relative to said shank, a key in said slot engaging said shoe, said member having a rear vertically curved surface adapted to cooperate with means in said yoke to provide for vertical angling of said shank relative to said yoke, and means pivotally connecting said member to said butt.

5. In railway draft rigging, a coupler shank having a |butt at one end -and arms spaced from said butt on opposite sides thereof to form recesses therewith, a bearing member having arms arranged to t into said recesses, said bearing member being formed with a centrally disposed horizontally curved surface for cooperation with the end of said butt, and with a vertically curved exterior surface, means pivotally connecting said member to said butt, said butt being formed with a substantially horizontal slot for receiving a key, a bearing shoe in one end of said slot, and a key in said slotI engaging said shoe, said shank being adapted to transmit draft forces to said key directly through said shoe.

6. In railway draft rigging, a coupler shank having a butt at one end, a bearing member provided with arms for cooperating with said butt, said butt being formed with a substantially horizontal slot for receiving a key, a bearing shoe in one end of said slot, and means for pivotally connecting said member to said shank, said bearing shoe and said connecting means being adapted to `engage each other to hold each other in place.

7. In railway draft rigging, a coupler shank having a butt. at one end, a bearing member having arms cooperating with said butt, said butt being formed with a substantially horizontal slot for receiving a key, a ,bearing shoe in one end of said slot, a pin for pivotally vconnecting one arm of said member to the shank, said pin being adapted to engage said shoe so as to be retained in position thereby, and a second pin for pivotally connecting another arm of said member to the shank and arranged to hold said shoe in place.

8. In railway draft rigging, a coupler shank having a ibutt at one end, a bearing member having arms for connecting said member to the butt, said butt being formed with a substantially horizontal slot for receiving a key, a bearing shoe in one end of said slot, a pin for pivotally connecting one arm of said member to the shank, said pin being adapted to engage said shoe so as to be retained in position thereby, a second pin for pivotally connecting another arm of said member to the shank and arranged to hold said shoe in place, and bendable means for holding said second pin in place.

' 9. Railway draft apparatus including a coupler shank and yoke, means for attaching one end of said shank to said yoke to allow said shank to be angled vertically and horizontally with respect to said yoke, said means comprising a vertically curved surface on the rear of said shank and a horizontal member passing through said shank and yoke providing for fsaid vertical angling, a shoe in said shank between the rear end thereof and said member adapted to transmit draft stresses from said shank to said yoke, and an element at right angles to said member providing for said horizontal angling, said element engaging said shoe to retain the .latter in said shank.

RUTH MCKEAN BAZELEY, Eecutria: of the Estate of Arthur J. Bazeley,

Deceased.

Images