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Патент USA US2129547

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Sept. 6, 1938.
2,129,547
o. c. DURYEA
CAR CONSTRUCTION
2 Sheets-Sheet 1
Filed Oct. 28, 19.36
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Sept. 6, 1938.
O. C. DURYEA
2,129,547
CAR CONSTRUCTION '
Filed Oct. 28, 1956'
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2 Sheets-Sheet 2
2,129,547
Patented Sept. 6, 1938
UNITED STATES PATET
FFiCE
2,129,547
CAR CONSTRUCTION
Otho C. Duryea, Waterbury, Conn, assignor to
0. C. Dnryea Corporation, .Wilrnington, Del,
a corporation of Delaware
‘
Application October 28, 1936, Serial No. 108,068
10 Claims. (Cl. 213—8)
This invention relates to car constructions hav
ing underframes of the Duryea type which pro
vide long travel for resisting draft and buffing
shocks with low forces, together with train slack
0.15 the extent of which is less than said long travel
and is predetermined independently thereof. In
a well known form, the Duryea underframe com
prises a draft and buffing column that extends
substantially the length of the car body and is
l 10 slidable relative to the car bolsters, and the move
ment of this column under draft and buffing
forces is cushioned’by suitable resilient long travel
cushion gears which may if desired also embody
frictional elements. rl‘he couplers are mounted
for movement of limited extent relative to the
column to provide train slack, the extent of which
is independent of the long travel of the column,
"1
and this relative coupler movement is cushioned
in some cases by separate coupler gears and in
O others by the same long‘ travel cushion gears
which cushion the movement of the column. In
some cases it has been found desirable to employ
long travel cushion gears, preferably located ad
jacent opposite ends of the car, each of which is
i 25 effective to cushion the movement of the column
and couplers in one direction only, and the pres
ent invention relates more particularly to a con
struction of this type.
One of the objects of the invention is to pro
30 vide novel cushioning means of simple, inexpen
sive construction that embodies both resilient and
friction means.
Another object is to provide a novel cushion
gear that is disposed between the bolster and the
35 coupler and is arranged so that the bolster con
stitutes a back stop for the gear when buffing
forces are transmitted to it by said coupler.
A further object is to provide a novel cushion
gear embodying stationary elements and cooper
40 ating movable elements that are moved by the ad
jacent coupler in one direction of its movement
only, said coupler being free to move in the oppo
site direction without connection to said movable
45
elements.
Another object is to provide at least two cushion
gears each of which is single acting and both of
which cooperate with a draft and buffing column
whereby draft or buffing shocks at both ends of
the car are resisted.
50
Another object is to provide a novel cushion
gear that is effective only when subjected to
buffing forces at one end of the car and draft
forces at the opposite end of the, car.
Another object is to provide a novel cushion
55 gear embodying both resilient and friction means
and constructed and arranged so as to facilitate
assembly and shipment of said elements as a unit‘
ready for installation on a car.
Another objectis to provide a novel cushion
gear embodying friction and resilient means dis 5
posed between spaced sills inwardly of the coupler
and adapted to be installed or removed through
the space in which the coupler shank normally
extends on removal merely of the coupler.
Other objects of the invention will appear here- 1.10
inafter.
I
One embodiment of the invention has been illus
trated in the accompanying drawings but it is to
be expressly understood that said drawings are
for purposes of illustration only and are not to L15
be construed as a de?nition of the limits of the
invention, reference being had to the appended
claims for this purpose.
In the drawings:
Fig. 1 is a plan view in section of one end of a! 20
car underframe embodying the invention; ‘
Fig. 2 is a side elevation taken on the line 2-2
of Fig. 1;
Fig. 3 is a section on the line 3—3 of Fig. 1;
Fig. 4 is a section on the line 4-41 of Fig. 2; 3116.625
Fig. 5 is a side View in section showing one ele
ment of the cushion gear;
Fig. 6 is a plan view of the element shown in
Fig. 5; and
'
Fig. '7 is an end view in section of the element: 30
shown in Fig. 5.
y
In the form shown, a part only of the car bolster
at one end of the car is shown in Figs. 1 and 2
and comprises a center brace casting l which may
be of any suitable type and is adapted to rest on‘ 35
the car truck (not shown). Slidably mounted
with respect to the bolster is a draft and buffing
column that may also be of any suitable type and
is here shown as comprising spaced parallel chan
nels 2, 2 that are connected‘together-by suitable 40
means such as the top and bottom cover plates 3 >
and 4 respectively, said channels embracing the
casting l in a well known manner.
Adjacent the
casting l, the column 2, 2 is open at top and bot
tom to permit its movement relative to the bolster ' 45
and this movement may be limited by suitable
means such as the stop plates 5 that are con
nected between the channels 2, 2 in any suitable
manner as by welding and are adapted to engage
the outer and inner faces of the casting I. In
order to strengthen the draft and bu?ing column
adjacent, the bolster, plates 6 may be employed to
connectithe ?anges of the channels, these plates
as shown in Fig. 3 having their upper and lower ‘.55
2,129,547
edges bent inwardly at ‘l and welded to the chan
nels at 8.
Draft and bu?ing forces are transmitted to the
column 2, 2 by means of a suitable coupler that is
preferably mounted for movement of limited ex
tent relative to said column to provide train slack.
As shown in Figs. 1 and 2, check plates 9 are suit
ably secured to the inner faces of the webs of the
channels as by welding the same along the upper
and lower edges indicated at ID in Fig. 2. Said
cheek plates are provided with ribs || de?ning
elongated openings or slots to receive a key |2
having at one end a head l3 and at the other end
a retaining pin M in a slot l5. The coupler
15 shank I6 extends inwardly between the cheek
plates 9 and is provided with a slot |‘| through
which the key l2 passes. The coupler and key
are normally maintained in the position shown
in Fig. 1 by the cushion gear described herein
20 after, in which position no slack movement of the
coupler relative to the column is permitted in the
case of draft forces.
However, in the case of
bufling forces the coupler may move inwardly
with respect to the key due to the fact that the
coupler slot I‘! is longer than the key and the
coupler and key may move further inwardly rela
tive to the column as a unit until such relative
movement is limited as hereinafter described.
This inward movement of the coupler provides
'30 for train slack the extent of which can be prede
termined and which is independent of the move
ment of the column 2, 2.
The invention is illustrated in an underframe
of the type wherein a single cushion gear is effective to cushion the slack movement of the coupler
l6 relative to the column 2, 2 and also the move
ment of the column 2, 2 relative to the bolster.
To this end cushion gears are provided having
long travel, the initial travel of the gear being
40 caused by and cushioning the slack movement of
the coupler l6 and the further/ travel of the
gear being caused by and cushioning the move
ment of the draft and bu?ing column 2, 2. Pref
erably these gears are disposed substantially be
45 tween the bolster and the coupler, the bolster
provided at both top and bottom with inwardly
extending hooked-shaped lugs 21 having rounded
surfaces 28 which correspond to similar surfaces
29 formed at the top- and bottom of the outer end
of the ?at bar 23 as shown in Fig. 1. Surround
ing the rod l8 and interposed between the spring
seat 25 and the head H3 is a coil spring 30.
The assembly of rod I8, bar 23, spring seat 25
and spring 30 constitutes a unit which can be as
sembled and shipped as a unit, the spring nor
mally holding the hooked-shaped lugs 21 and
10
their surfaces 28 against the projections 29 of the
bar 23 and the surfaces 28, 29 acting like hinges,
the spring pressure being applied to the spring
seat 25 laterally of the hinges whereby the halves 15
of the spring seat are held in this position on
the bar.
The assembly of rod l8, bar 23 and spring 30
is mounted in any suitable manner for longi
tudinal cushioning movement. In the form 20
shown, the outer ends of the rod | 8 and spring
30 are slidably supported between the channels
2, 2 in any suitable manner as by means of a
casting 3| having a cylindrical bore through
which the rod and spring extend. Said casting "25
3| may be mounted in any suitable manner and
as shown in Fig. 4 is provided with arms 32
that are welded to the channels 2, 2 at 33. In
ward movement of the coupler shank | 6 and
casting 2| thus results in inward movement of
the rod l8 and compression of the spring 30, this
movement being limited by engagement of the
casting 2| with the casting 3| after the coupler
has moved inwardly through the extent of the
space 34 shown in Fig. 2. Thereafter the coupler 35
may move further inwardly together with the
draft and bufling‘ column, causing further in
ward movement of the rod l8 and compression
of the spring 30. On outward movement of the
coupler l6, however, there is no effect on the rod"
I8 and spring 30 because the coupler moves out
wardly without. connection to these elements.
Under this latter condition the casting 2| may
be loose and in order to maintain the head l9
and casting 2| in alignment, said casting is pro 345
serving as a back stop for the gear and the
vided with inwardly extending lugs 35 that are
gear being actuated only by the inward move
supported on lugs 36 (Fig. 4) formed on the cast
ment of the coupler l6, said coupler being free ‘ ing 3|.
to move outwardly without connection to the
The bolster forms a back stop for the inner
50 gear.v In this form the gears are single acting,
end of the cushion gear and supports stationary‘, '
the separate cushion gears at opposite ends of friction'means which engage the tapered fric
the car in combination with the longitudinally tion surfaces of the bar 23. If it is desirable,
extending draft and buf?ng column constituting however, to provide somewhat greater length of
a complete long travel cushioning unit for all
the spring 30, said bar 23 may as shown ex
55 forces to which the car may be subjected at
tend through a central opening in the center
either end.
brace casting and the stationary friction means
Figs. 1 and 2 show a suitable construction at may then be supported by the bolster at its inner
one end of the car which, together with a similar
side. Accordingly the center brace casting is
construction at the opposite end of the car (not
shown as provided with an inwardly extending
60 shown) constitutes such a unit. Referring to
housing 3'! having inclined friction surfaces 38: 60
Figs. 1 and 2, a bar or rod H3 is disposed be
as shown in Fig. 1 at the inner side of the bolster.
tween the channels 2, 2 and is provided at its Suitable friction shoes 39 are provided with in
outer end with a head I9 tapered at 20 to engage
in a correspondingly tapered recess formed in
65 a casting 2| that is provided with a boss 22 en
gaging a recess in the coupler shank IS. The
inner end of the rod l8 carries a bar 23 having
?at, tapered sides and a tapered or rounded inner
end 24, said bar being formed integrally with the
70 rod It! or secured thereto in any suitable man
ner. Carried by said bar 23 is a spring seat pref
erably comprising two halves 25 as shown more
particularly in Fig. 5.
These halves have ?at
inner surfaces 26 which engage the flat sides of
"11-5 the bar 23 and at their outer ends said halves are
clined friction surfaces corresponding to and en
gaging the friction surfaces 38 whereby said shoes
are supported, the inner friction surfaces of said»
shoes being ?at and engaging the ?at sides of
the bar 23. As shown in Fig. 1, the spring seat
25 rests against the ends of the friction shoes 39,
the spring 3|] being compressed so that the lugs
21 are moved away from the projections 29.
cordingly, the compression of the spring 30 is
exerted against the friction shoes 39 and the
inclined friction surfaces 38 are so arranged that
the friction shoes bear against the ?at sides of
the bar 23. When the bar moves inwardly, its
' 2,129,547
thickness between the shoes 39 increases so that
said shoes are forced outwardly and must re
treat down the inclined surfaces 38 against the
increasing compression of the spring.
The operation will be apparent from the fore
going description of the construction. When a
ioning heavy draft and buffing forces. It will be
apparent that any buffing force is resisted by the
cushion gear through a maximum travel equal to
the sum of the travel of the coupler relative to
buf?ng force is applied to the coupler it, it ?rst
the column and the further travel of the coupler
and column together as a unit. Thus if the space
pler. This inward movement of the coupler rela
tive to the column may continue until the inner
end of the casting 2| engages the casting 3|, the
34 be reduced to 2", and the total gear travel
desired should be say 4", then it is only necessary.‘ 10
to space the stop plate 5 from the center brace
casting by 2” whereby the total gear travel is 4".
vHowever, it is preferable in most cases to provide
for greater travel in order to keep the forces as
low as possible and the spacing of the stop plate,
5 from the casting I may accordingly be as great
as desired, for example, in the neighborhood of
maximum possible movement being determined
7” or more.
between the shoes and the sides of the bar 23 is
eifective together with the compression of the
spring to resist the inward movement of the cou
solely by the space 34. Thus the relative move
20 ment of the coupler for train slack purposes is
predetermined independently of the movement
of the draft and buf?ng column. If the buf?ng
force is great enough, the coupler continues its
inward movement carrying with it the draft and
25 bu?ing column 2, 2 and further compressing the
spring 33 and moving the rod l8 and bar 23.
The maximum possible inward movement is lim
ited by engagement of the stop plate 5 with the
outer face of the center brace casting I if the
30 buffing force is great enough to cause such en
gagement. The spring 33 is then effective to re
turn the parts to the position shown in Figs. 1
and 2.
During this action of the gear under a buffing
35 force the cushion gear at the other end of the
car has been inactive. If a draft force is now
applied to the coupler IE shown in the drawings,
said coupler moves outwardly carrying with it
the draft and buf?ng column 2, 2, no train slack
40 being provided in this instance. The cushion
gear shown in the drawings is now inactive, the
parts merely remaining idly in the position shown
in the drawings. However, the cushion gear at
the opposite end of the car acts as if subjected
45 to a buffing force and cushions the movement of
the draft and bufling column 2, 2 with respect to
the bolsters.
It will be apparent from the foregoing descrip
tion that the extent of coupler travel providing
50 train slack and the extent of the travel for cush
ioning heavy draft and buffing forces are inde
pendent and may have any desired relative pro
portions, as distinguished from the conventional
draft gear wherein the travel provided for cush
55 ioning purposes and for train slack purposes is
always the same. For example, the conventional
draft gear may have a travel in either direction
from normal position of say 2%” which is the
maximum extent of gear travel that is available
60 for cushioning draft and buffing forces, but this
same travel results in train slack.
Thus with a
conventional draft gear, the total amount of
slack possible at each end of the car is twice the
maximum travel of the draft gear. With the
65 present invention, the train slack may be re
duced while at the same time the cushioning
travel may be increased because the two are in
75
However, this decrease in the train slack does
not affect the total travel available for cush
moves inwardly relative to the column 2, 2, mov
ing the rod I8 inwardly and compressing the
10 spring 33 against the friction shoes 39 whereby
the friction'between the inclined surfaces 38 and
70
3
dependent. For example, if the space 34 which
determines train slack be made 2", the maximum
possible slack at each end of the car is only 2"
as compared with 51/2" in the case of the con
ventional draft gear. In many cases it will be
desirable to decrease the train slack further and
the space 34 may be made as small as desired,
for example, in the neighborhood of 1" or less.
As before indicated, the assembly of rod l8, bar
23, spring seat 25 and spring 30 is a unit which, 20
can be assembled and shipped as such for in
stallation in a car. To facilitate installation of
this gear, the parts are so arranged that it can
be installed or removed fromthe end of the draft
and bumng column 2, 2 through the coupler; 25
shank opening between the cheek plates 3; For
installation, the friction shoes 39 are placed in
position and the gear unit is then inserted
through the end of the draft and bu?ing column.
The rounded end 24 facilitates the insertion of. 30
the unit. When the spring seat 25 engages the
friction shoes, casting 2| is then placed in posi
tion on the head Hi ‘from the bottom of the draft
and bu?ing column, there being no cover plate at
this point. The spring 30 is then compressed by; 35
forcing rod l8 inwardly in any suitable manner,
which moves the halves of the spring seat out
wardly relative to the bar 23 to the position shown
in Fig. 1, the parts being held in this position in
any suitable manner as by the insertion of blocks
or wedges between ears 40 on the casting 2i and
the inner ends of the cheek plates 9. The con
pler I6 is then placed in position and key it in
serted, whereupon the blocks or wedges are re
moved and the gear is ready for operation. Re
moval of the gear is accomplished in the same
manner by inserting the blocks or wedges, remov
ing the coupler, then removing the casting 2|
from the bottom of the column, and then with
drawing the cushion gear unit through the end
of the draft and bufling column.
The use of single acting gears in combination
with the draft and buiiing column provides a
cushioning means which functions effectively to
resist draft or bu?ing forces at either end of the
car, while at the same time it enables elimination
of parts and simpli?cation of structure and also
elimination of manufacturing operations, there
by effecting savings both in weight and expense.
It also facilitates construction of a gear having
relatively small lateral dimensions so that it can '
be installed, replaced or removed as above de
scribed without dif?culty and without interfer—
ence with the cover and the plates on the draft
and buffing column.
65
While only one embodiment of the invention
has been described and illustrated in the draw
ings, it will be understood that said invention is
capable of a variety of mechanical forms and
that changes may be made in the form, details
of construction and arrangement of the parts
without departing from the spirit of the inven
tion. Reference is accordingly to be had to the
appended claims for a definition of the limits of
the invention.
75
2,129,547
What is claimed is:
1. In a railway car, the combination of a car
bolster, a coupler, a draft and buf?ng column ex
tending substantially the length of the car body
and slidable relative to the bolster, a cushion
gear adjacent the bolster which resists inward
movement of said column only, said gear com
prising friction and resilient means including a
stationary element supported by said bolster and
“10 a movable element extending outwardly from the
bolster, said coupler operatively engaging said
movable element on inward movement only and
said resilient means being compressed on inward
movement of said element to maintain frictional
engagement between said friction means, and
means adapted to engage to operatively connect
said coupler and column after said coupler has
moved inwardly a predetermined exent, said
coupler and column being movable outwardly
7720 without connection to said movable element.
2. In a railway car, the combination of a car
bolster, a coupler, a draft and buffing column ex
tending substantially the length of the car body
and slidable relative to the bolster, a cushion gear
adjacent the bolster which resists inward move
ment of said column only, said gear comprising
a friction means supported by said bolster, a
cooperating movable friction element having a
headed stem extending outwardly from said
bolster, and resilient means operatively inter
posed between said friction means and the head
on said stem, said coupler operatively engaging
said head on inward movement only, and means
operatively connecting said coupler and column
7935 after said coupler has moved inwardly a pre
determined extent relative to said column, said
coupler and column being movable outwardly
without connection to said movable element.
3. In a railway car, ‘the combination of car
40 bolsters at opposite ends of the car, a draft and
buffing column extending substantially the length
of the car body and slidable relative to 'the
bolsters, couplers mounted for movement of
limited extent relative to said column, friction
45 means adjacent each end of the car and each
mounted against inward movement relative to its
coupler, a cushion gear comprising friction ele
ments supported by the bolster and a movable
gear unit extending substantially from the bol
ster to the coupler and comprising a member
having friction surfaces at its inner end and‘
resilient means having a movable abutment dis
posed in engagement with said elements, said
resilient means being compressed on inward
movement of said member and holding said abut
ment in engagement with said elements to main 10
tain frictional engagement between said friction
elements and surfaces, the outer end of said
member being operatively engaged by said coupler
on inward movement of the latter.
6. In a railway car having a bolster, movable‘ 15
draft and bu?ing sills and a coupler operatively
connected thereto, a cushion gear comprising
friction elements supported by the bolster and a
movable cushion gear unit extending substan
tially from the bolster to the coupler and com 20
prising a column having friction surfaces adja
cent its inner end, a head adjacent its outer end,
a movable abutment disposed in engagement with
said elements, and resilient means interposed be
tween said abutment and head, said resilient 325
means being compressed on inward movement of
said column and holding said abutment in en
gagement with said elements to maintain fric
tional engagement between said friction elements
and surfaces, said head being operatively engaged‘
by said coupler on inward movement of. the latter.
7. In a railway car having a bolster, movable
draft and buffing sills and a coupler operatively
connected thereto, a cushion gear comprising
friction elements supported by the bolster and a
movable cushion gear unit extending substan
tially from the bolster to the coupler and com
prising a column having friction surfaces adja
cent its inner end, a head adjacent its outer end,
a movable abutment disposed in engagement with 40
said elements, and resilient means interposed be
tween said abutment and head, said resilient
means being compressed on inward movement of
said column and holding said abutment in en
g cement with said elements to maintain fric 4:5
tional engagement between said friction elements
adjacent bolster, longitudinally movable friction
and surfaces, said head being operatively engaged
means cooperating with each stationary friction
v50 tion means in engagement and compressed on
by said coupler on inward movement of the latter,
the parts comprising said movable cushion gear
unit being constructed and arranged so that the
lateral dimensions of said unit are less than the 50
corresponding dimensions of the space between
said sills in which the coupler shank is mounted.
moving said means with the coupler during its
limited movement and also with said coupler and
column when said coupler and column move to
coupler, a cushion gear comprising friction ele
55
ments supported by the bolster and a movable
cushion gear unit comprising a column extending
gether.
substantially‘from the bolster to the coupler and
having friction surfaces adjacent its inner end
and a head adjacent its outer end, abutment 60
means, resilient means for maintaining said fric
movement of said movable friction means, and
means operatively connecting each movable fric
tion means with said column and the adjacent
coupler on inward movement of the same only for
Ll. In a railway car, body bolsters adjacent its
60 opposite ends, a draft and bu?ing column extend
ing substantially the length of the car body and
slidable relative to the bolsters, a coupler
mounted for movement of limited extent relative
to said column and further movement with said
65 column, a resilient and frictional cushion gear
adjacent and operatively connected to one of said
bolsters, and means operatively connecting said
cushion gear with said column and coupler for
actuating the‘ gear only on inward movement of
70 said coupler relative to said column and on fur
ther inward movement of said coupler and
column together, said coupler and column being
free to move outwardly without connection to
said gear.
~15
_
5. In a railway car having a bolster and a
8. In a railway car having a bolster and a
means slidably mounted on said column and nor
mally having pivotal engagement with said
column, and resilient means interposed between
said abutment means and said head and engag
ing said abutment means outwardly of said 65
pivotal engagement, said abutment means en
gaging said friction elements to maintain fric
tional engagement between said elements and
surfaces and being backed off from said pivotal
engagement when the column moves inwardly, 70
and said head being operatively engaged by said
coupler on inward movement.
9. In a railway car having a bolster and a
coupler, a cushion gear comprising friction ele
ments supported by said bolster, a column ex-? 175
2,129,547
tending substantially from said bolster to said
coupler and having friction surfaces adjacent
its inner end that are slidable between said ele
ments in frictional engagement therewith, a head
adjacent the outer end of said column positioned
to be operatively engaged by said coupler on in
ward movement, abutment means slidable rela
tive to said column and engaging said elements
when the column moves inwardly, and resilient
10 means interposed between said abutment means
and head.
10. In a railway car, the combination of a car
body and bolster, a draft and buf?ng column com
prising spaced parallel members extending slid
ably through openings in said bolster, acoupler
mounted between the ends of
movement of limited extent
column and further movement
said bolster having an opening
said members for
relative to said
with said column,
therethrough and 5
an extension on its inner side, friction shoes
carried by said extension, a friction column be
tween said members and having its outer end
positioned to be engaged by said coupler on in
ward movement, said friction column extending 10
through said opening and having friction surfaces
engaged by said shoes, and resilient means oper
ntively interposed between said shoes and coupler.
OTHO C. DURYEA.
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