US2841293A - Railroad car cushioning mechanism - Google Patents

Description

July 1', 1958 o. E. SPENCER RAILROAD CAR CUSHIONING MECHANISM Filed. June l5, 1954 agg.

l l W riited States Patent 'Orifice 2,84il,293 Y Patented July 1, 1958 This invention relates to a railroad car draft gear and more particularly to gearing which embodies composite dampening and buffer mechanism interrelated in a novel way.

in the conventional draft gear, it has been the practice to use cushioning or friction springs for withstanding forces such as impact forces applied to theV coupler draw bar. Springs have not always proven to be satisfactory due to variations in manufacture as well as the likelihood of crystallization. In addition, when such s rings are used limit or sto ins are also em lo ed,

which are likely to shear oif under sudden impact or force.

It will be appreciated that one of the greatest problems confronting railroads in the handling of freight at the present time is damage to cargo by virtue of sudden impact forces due to sudden stopping of freight cars and the like.

Railroad engineers throughout the country are striving to reduce the staggering amounts of such losses.

Hence, one of the main aims of this invention is to provide a draft gear which should be of material assistance in coping with the foregoing serious problem confronting railroads at the present time.

An object of this invention is to provide an improved and more efcient form of railroad car draft gear.

Another object of the invention is to provide a railroad car draft gear which embodies iluid dampening means interrelated in a novel manner with the pivotally supported draw bar.

Still another object of this invention is to provide in a railroad draft gear, limit means for restricting the extent of longitudinal travel of the draw bar in such a manner as to minimize the likelihood of parts shearing and also to minimize the extent of transmission of shock to the car in the event of sudden impact.

Yet, another object of the invention is to provide a railroad car draft gear with cushioning and dampening mechanism of such arrangement with respect to the pivotally supported end of the draw bar as to greatly reduce the likelihood of transmission of injurious shock to the car upon sudden impact forces being applied to the draft bar.

In accordance with the features of this invention, there is provided in a railroad car draft gear, bitching means having a draw bar including a rod, frame means attachable to a car, the rod extending longitudinally of said frame means and supported thereon for movement along a longitudinal path with respect thereto in response to pressure on the hitching means, pivot means on the rod, a guide on and movable With the rod and in slidable cooperation with the frame means, resilient buier elements supported by the frame means at spaced points along the longitudinal path or travel, and uid dampening means connected to the rod for dampening its travel along the path to minimize the transmission of shock to the car upon sudden forces being applied to the bitching means.

In accordance with other general features of this invention, there is provided in a railroad car Adraft gear including a coupler having a pivotal draw bar and a housing, attachable to the underside of a car, into an open end of which the bar extends for pivotal support therein and which bar is longitudinally movable in the housing in response to pressure on the coupler, the improvement comprising means pivotally supporting the end of the bar in the housing and including a guide slidably engaged with the walls of the housing, spaced re- Silient buifer elements in said housing o n opposite sides of the guide, and uid dampening means in the housing connected to the block for dampening its movement in either direction prior to its engagement with either of the buffer elements at the extremities of its travel.

Other objects and features of this invention will more fully appear from the following detailed description taken in connection with the accompanying drawings which illustrate a single embodiment thereof and in which:

Figure l is a fragmentary plan view partially in crosssection of a draft car cushioning mechanism embodying the features of this invention and showing in dotted lines the normal coupling position of the mechanism;

Figure 2 is a fragmentary side view partially in crosssection of the draft car cushioning mechanism highlighting how the draw bar is pivotally connected to a piston rod within a longitudinally movable guide block;

Figure 3 is an enlarged cross-section View taken substantially on the line lll-lil of Figure 2 looking in the direction indicated by the arrows; and

Figure 4 is an enlarged fragmentary cross-sectional view showing a modified liquid flow control valve.

As shown on the drawings:

The reference character 9 indicates generally my novel railroad car draft gear. The draft gear 9 is of such construction that it extends longitudinally of the length of the car and may be connected to the same by any Suitable means, such as, bolting the same to the transverse and longitudinal sills (not shown) located on the underside of the conventional railroad car.

My novel draft gear 9 has a conventional coupler or bitching means it) at one of its longitudinal extremities. integrally connected to the coupler 10 is a draw bar or rod 11 which terminates in a bifurcated end portion l2 which is in turn secured by pivot means designated generally by reference numeral i3 to a piston rod le.

The pivot means 13 is wholly disposed within cavity 1S located in the central portion of a block or guide i6 (Figure 3) which embodies important features of this invention.

Referring now more specifically to the pivot means 13 (Figure 2), it will be seen that each of the respective prongs 17-17 constituting the bifurcated end portion 12 is vertically apertured at 13. Figure 3 shows how the block 16 is vertically apertured at i9. Similarly, terminal end 20 of the piston rod 14 is apertured at 2i so that when the terminal end 2@ is internested between the prongs 17-17, the respective apertures it? and 2li of the draw bar and piston rod are vertically axially aligned with the aperture 19 of the block 16 in order to receive therethrough pivot pin 22 serving to iixedly secure the block 16 with relation to the bar 11 and rod 14.

By reason of this novel interconnection of parts, the draw bar 11 may pivot about the pivot pin 22, in response to transverse variations of force applied on and through the coupler 1G such as are encountered in the usual railroad car coupler.

'Ihis novel interconnection has a further Yfunction in 4allowing the draw bar Y1]., ythe piston rod 14 and theY draw bar il are Vlooseiy supported at 24 by a transversey cross support 21S, which is suitably secured to themain housing 23, and so as to the draw har. f Y g Fixedly secured to the housing 23 in longitudinal spaced relationto the pivot sans 13 and guide bloei: lo is a iiuid receiving cylinder Y26 adapted to .providedampening `means so as to cushion longitudinalimpnct forces applied through' the coupler. The cylinder 26 is aperturedat 27 (Figure l to permit the Vpiston rod Lito .eXtend there- Apermit horizontalr pivoting of Yblock However, since there is .an ever'present Vpossibility that the impact will be too great to be fully handled by the cylinder dampening means, theV aforesaid emergency cushioning elements have been employed as asafetyy r easure so as to preclude heavy damage to'the'gear '9.

From the foregoing, it is clear that I have provided a novel slidable guide'blocl; encompassing the pivotal con- Y nection between the draw bar orrod andthe dampening piston. VVvhile suchV guide means is embraced in a single is'. of course, within Ythe spiritl of this invention to rn ne guide ina multipleof sections. Also, While the pivot in the illustrated embodiment is shown in the blc-ck, from the Vstandpoint'of Vthe'sliding coacting'be- Vtween .the housing and the dampening draw bar or rod the t sired guiding could be elected between the end resilient stops or buffers 38 even though the pivot was not within the confines of the guide block.

inigur'e. 4, a modified form. of .automatic metering Y .valve 39 is shownimounted zwithin .andsupported by through when the rod 1d is bolted at 25 to a longitudinally Y movable piston 29. disposed around rod 14 in aperture 27. Also, the cylinder 26 may, it itis so desired, bemounted onrnbber at a in a Heating arrangement Vso as to always have piston rod Vlfiin alignment with draw bar 11 and thus minimize weary on the piston parts andseal.

A. 'suitableuid' .seal 27a may be" piston '29', ycorresponding to pistonZor" Figure l. piston 29 has a transverse bore 48 drilled through Ythe piston and is provided with a valve seatrl positioned adjacent and communicates with kthe passageway Cit/and Y -Within the pistonbore 40. 25 Y p The piston 2% is adapted to'conform generally 'to the f cylindrical bore'of the cylinder 26 and .to slide longitudinally within the confines of the cylinder. In Figurel l, the piston is shown toy be apertured so as to provide a Ylongitudinal passageway 3G throughV which dampening uid may pass. Positioned adjacent and extending ver-V ticaliyl into the passageway 39 is a meter-ng device V310i the conventional ball and screw type which'fis manually adjustable -and capable ofY regulating Vthe rate `ofr iuid iiow through the piston 29. By adjusting the devicethe dampening actionof the piston may be pre-setas desired. This metering valve may beV an automatic typeas shown in Figure 4 hereinafter described Y Y YMounted and 'extending longitudinally between the piston 29 and a vertical end cylinder wall 32 isa compression spring or spring means 33. The spring 33 has a propensity to urge the piston 29 towardthe other vertical cylinder wallV 34 so yas to hold the piston in normal extended position. Hence, after a longitudinalimpact force has been applied to the coupler and transmitted'to the piston which in turn dempers the impact, the spi-ingV gradually will urge the piston to return to its normal position (as shown by dotted lines in Figure l) so as to be in proper position to dampen subsequent impact.

Referring now Vto Figure l, it is seen that the housing 23 has a Vpair of integral angular stopflanges 35-35 mounted thereon in opposed relation adjacent the longitudinal opening 36 of the housing. and through which the draw bar l projects. lt is also seen that there is a pair of vertical angular stop flanges 37-3'7 likewise mounted on the housing 23 in opposed relation Vbut betweenA the block L5 and the cylinder wall 3d. Y

Mountedon each of the flanges 3S-3S'and 37-37, is a resilient 'cushioning buffer element 3d, made out of Va suiable rubber,V plastic or the like cushioning material. Similar cushioning material could be incorporated in the end surfaces 15a of the block 16 if so desired.

rl`he aforementioned anges and buer element serve to restrict the longitudinal movement of` the block 16 and to further dampen impact forces applied against the coult has been found, that where the impact is extrat.' aryY in character, in order to preclude; the draw bar l 2? from being driven through the cylin- `der {i1-an 321er pulled through the eyunder'wau 34, additional 'so-'called emergency stop means as above described should be provided. Y

Thus, the Vcylinder 26 and Vpiston 29provide ample dampeningV for the ordinary longitudinal impact forces.

The valve 39 has as its component parts a metering pin Y f i 4Z whichV is adaptedto rest on the vvalve seat 4l when in normal position; compression spring Vmeans Alwhi'chisV normally adapted to hold thepinldz in a' seated p`osition;`

and a plug seal 44 insertable withinthe bore 4i) and press fitted therein. Y

By virtue of the'use of a valve of this type, when heavy impact forces are applied through thel pistonV rodY 14', the'V Y pin 42Vmay beprogressively urged radially outwardly into the bore 49 against the radially inward `force kof the spring means 43". Y Y, n

Y The valve willassist in giving the desired'cushioning effectbyreason that it is particularly Yadapted toV cope with wide variations of impact force transmitted through the piston rod to the piston. T his valve will self-adjustin accordance with the'force ot impact andthe correspond-' inguid pressure. exerted through they passageway 30,. In addition, while fromthe standpoint ofrsimprlicity only one. coupler is shown, it will be appreciatedthat another coupler dampening assembly could extend from the opposite end of the housing to the/other end Vof the car, inwhich event the housing could be'disposed midway ofthe length of the car. Y A! K- y f g A lt will be understood that modications` andvariations may be elected without departing from the scope of Ythe novel concepts of the present invention.V Y i Y Y I claimas myinvention:V Y I l. In a railroad car draft gear, hitchingmeans vhaving a draw bar, frame means attachable to'a'c'ansaidfbar extending longitudinallyv of said frame means and supported thereon and longitudinally movable' with respect thereto in response topressureV on said 'hitchingfmeann pivot means for said bar, a guide on Vantlslidable with said bar, resilient louder elements supported by said vframe means onjopposite sides of said vguideat the respective ends of its longitudinal path of travel, and fluid dampen-V ing means connected to saidbar fordampening its travel between said elements to minimize the transmission of shock to the car upon sudden `forces being appiied to said hitching means. g f Y 2. In a railroad car draft gear, hitching meansfhaving aV draw'bar including a rod, frame means attachahle to a car, said rod extending longitudinally of said frame means and supported thereon for movement along. a longitudinal Y TheV minimize the transmission of shock to the car upon sudden forces being applied to said hitching means.

3. ln Va railroad car draft gear, a coupler having la pivotal draw bar, a housing, attachable to the underside of a car, into an open end of which said bar extends for pivotal support therein and which bar is longitudinally movable in the housing in response to pressure on the coupler, a cylinder of. iluid extending longitudinally in and away from the open end of said housing, a piston in and movable lengthwise of said cylinder and having a metering -oriiice through which dampening iluid can flow from one side of the piston to the other in said cylinder, a piston rod secured at one end to said piston in said cylinder and having its other and outer end projecting to the exterior of the cylinder in and toward the open end of said housing, a pivotal connection between said outer rod end and the end of the draw bar in said housing, said connection including a block slidably disposed in said housing, a resilient butler ixed in said housing between said pivotal connection and an adjoining end of said cylinder, and a second resilient buffer secured in housing between its open end and said pivotal connection, said block being slidable into engagement with said second buffer against the dampening action of said iiuid upon a pulling force being exerted on said coupler and 'being slidable into engagement with said iirst buier against the dampening action of said uid upon an impact force being applied to said coupler.

4. In a railroad car draft gear, a coupler having a pivotal draw bar, a housing, attachable to the underside of a car, into an open end of which said bar extends for pivotal support therein and which bar is longitudinally movable in the housing in response to pressure on the coupler, means pivotally supporting the end of said bar in said housing and including a block slidably engaged with the Walls of said housing, spaced resilient buier elements in said housing on opposite sides of said block at the ends of its travel and iluid dampening means connected directly to said block for dampening its travel between Said elements to minimize the transmission of shock to the car upon sudden forces being applied to the draw bar.

5. In a railroad car draft gear, a coupler having a pivotal draw bar, a housing, attachable to the underside of a car, into an open end of which said bar extends for pivotal support therein and which bar is longitudinally' movable in the housing in response to pressure on the coupler, a cylinder of uid extending longitudinally in and away from the open end of said housing, a piston in and movable lengthwise of said cylinder and having a metering orifice through which dampening Huid can ilow from one side of the piston to the other in said cylinder, a piston rod secured at one end to said piston in said cylinder and having its other and outer end projecting to the exterior of the cylinder in and toward the open end of said housing, a pivotal connection between said outer rod end and the end of the draw bar in said housing, said connection including a block slidably disposed in said housing, a resilient buter fixed in said housing between said pivotal connection and an adjoining end of said cylinder, a second resilient buffer secured in housing between its open end and said pivotal connection, said block being slidable into engagement with said second buffer against the dampening action of said uid upon a pulling force being exerted on said coupler and being slidable into engagement with said first buffer against the dampening action `of said fluid upon an impact force being applied to said coupler, and a spring exerting a force on said piston at all times tending to move said `block into engagement with said second buier.

6, In a railroad car draft gear, bitching means having a draw bar, frame means attachable to a car, said bar extending longitudinally of said frame means and supported thereon and longitudinally movable with respect thereto in response to pressure on said bitching means, pivot means for said bar, a guide on and slidable with said bar, resilient buier elements on opposite sides of said guide and effective at the respective ends of its longitudinal path of travel, and iiuid dampening means connected to said bar for dampening its travel to minimize the transmission of shock to the -car upon sudden forces being applied to said bitching means.

7. In a railroad car draft gear, hitching means having a draw bar, frame means attachable to a car, said bar extending longitudinally of said frame means and supported thereon and longitudinally movable with respect thereto in response to pressure on said hitching means, pivot means for said bar, a gui-de on and slidable with said bar, resilient buier elements on opposite sides of said guide and eifective at the respective ends of its longitudinal path of travel, iluid dampening lmeans connected to said bar for dampening its travel to minimize the transmission of shock to the car upon sudden forces being applied to said hitching means and automatically adjustable metering means responsive to variations in impact pressures for varying rate of flow of dampening uid.

S. in a railroad car draft gear, bitching means having a draw bar, frame means attachable to a car, said bar extending longitudinally of said frame means and supported thereon and longitudinally movable with respect thereto in response to pressure on said bitching means, pivot means for said bar, a guide on and slidable with said bar, resilient buifer elements on opposite sides of said guide and effective at the respective ends of its longitudinal path of travel, fluid dampening means connected to said bar for dampening its travel to minimize the transmis sion of shock to the car upon sudden forces beinU applied to said bitching means, said fluid dampening means including a piston and a cylinder with dampening fluid therein, and a floating support for said cylinder.

9. in a railroad car draft gear, bitching means having a draw bar, frame means attachable to a bar, said bar extending longitudinally of said frame means and supported thereon and longitudinally movable with respect thereto in response to pressure on said bitching means, pivot means for said bar, a guide on and slidable with said bar, said frame means including stops on opposite sides of said guide confining the longitudinal movement of said guide, resilient butter elements on opposite sides of said guide between said guide and said stops cushioning said guide as the guide is moved back and forth between the stops, and uid dampening means connected to said bar for dampening its travel between said elements to minimize the transmission of shock to the car upon sudden forces being appplied to said hitching means on opposite sides of said guide between said frame means and said guide.

References Cited in the le of this patent UNTTED STATES PATENTS 649,189 Westinghouse et al. May 8, 1900 741,558 Shortt Oct. 13, 1903 1,376,480 Straw May 3, 1921 1,614,657 Cotton Jan. 18, 1'927 1,637,071 Carry July 26, 1927 1,772,387 Dickerson Aug. 5, 1930

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