US3539054A - Draft rigging with elongated coupler yoke - Google Patents

Description

I United States Patent 1 3,539,054

[72] Inventor William M. Keller 1.660. 39 2/1928 Anderson 213/67 9 SkokleJlllnok (535 Montgomery School 1.962,?04 6/1934 Barrows 213/69 Lane. Wynnewood, Pa. 190961 3,011,656 12/1961 Metzger 213/69 [21] Appl. No 751,304 3.220.563 11/1965 Baker.... 213/67 [22] Filed Aug. 8, 1968 3.400,834 .9/1968 Zanow... 213/69 '[45] Patented Nov. 10.1970 3.414.135 12/1968 Levie 213/67 Primary ExaminerDrayton E. Hoffman 54 mun RIGGING wmr ELONGATED COUPLER YOKE 7 Claims. 8 Drawing Figs.

52 u.s.c|....' 213/67.

. 213/8. 213/69 [51] Int. Cl. 8613 9/00,

I r 2 9/04 ABSTRACT: A draft rigging for a long railroad car including 0fSearch..............................,..1......, 67, an elongated yoke connected at its open end to [he 69 shank of the car coupler and receiving the draft gear at the l g closed end in spaced relationship to the coupler shank end. A 156] References Cited tubular filler member guidably carried between the top and UNITED STATES PATENTS V bottom straps of the yoke and extending between the end of 1,457,278 5/1923 Wright 213/67 the coupler shank and the draft gear so as to transmit buff 1,499,942 7/1924 Murray 213/67 forces from the coupler shank directly to the draft gear.

Patented Nov. 10, 1970 Sheet 1 of 2 Patented New. 10, 1970 Sheet Z of2 1 DRAFT income wmr ELONGATED COUPLER YOKE BACKGROUND OF THE INVENTION The invention relates to railroad draft gear rigging and more particularly to an arrangement suitable for use on long freight cars. t

In recent years there has been an increased use of longer railroad freight cars for special uses in the railroad field. For example, cars of up to 89 feet in length are now in common use for piggy-back service, for hauling automobiles and trucks, for tank cars and for other special types of cars. In addition it is quite possible that even longer cars will be produced and used in the future.

While these new longer length railroad cars have been well received and used by shippers and by the railroads of the country, the use of such cars has resulted in some operating problems. One-of the most troublesome problems arises when these longer cars are used on main line track with sharp curvatures. It has been found that in this situation coupler angularity combined with a high draw barforce produce large lateral pressures on the track rail which, in extreme cases, result in sufficient force to overturn rails, cause wheel lift or result in wheel flange climbing of the rail.

Obviously, the effects of large lateral pressures on the rail at track curves can be serious with the possibilityof derailment of trains and damage to cars, lading, and track. In an effort to solve this problem and improve operating conditions, the railroads and manufacturers have conducted a number of studies and have arrived at some definite conclusions as to the causes of the lateral forces developed through the car wheel on the rail in a track curve. These studies indicate that lateral forces are. determined by the degree of track curvature, draw bar force, length of car, truck center distance and coupler length.

It appears that the best solution to the problem lies in improved car design and one possible solution lies in increasing the distance between car truck centers in the long car so'as to reducecoupler angularity at the curved track sections. This particuiarsolution, however, has certain limitations which restrict its application in the case of the long railroad car. Even for near of usual width to negotiate the lesser radius curves found in present day track, without overly offsetting its center line relative to that of the track, imposes a limitation of approximately 7.0 feet on the spacing permitted between the truck centers for cars in the 85-89 foot range. Thus, any

, length of the cm above this spacing must be provided as overhang at the ends of the car beyond the trucks. With this limitation in car design, one prior approach has been to increase the length of the car couplers so that the draft gear can be positioned nearer the associated truck center to reduce coupler angularity.

In, connection with the use of the longer couplers, studies have shown that when long cars are operated on sharp curves under highdraw bar forces, a car equipped with 43 inch couplers consistently produces higher flange forces on the track-railt han cars equipped with. recently developed 60 inch couplers. While the 60 inch coupler does produce better results, as compared with the shorter couplers, the use of this longer coupler has presented some disadvantages. Among thesedisadvantages can be mentioned the extra weight due to 'thelong shank portion of the coupler with the resultant difficultyofmanually moving such coupler. when necessary as, forexample, in coupling on a curve. Furthermore, while the cou plerof oO inch length may perform satisfactorily when used in a car of some '85 feet in length, tests and experience have shown that-this lengthof coupler is not entirely satisfactoryfor useincars substantially longer than the 85 foot car. In fact, the effectiveie'ngth of the coupler'must be somewhat in the nature of 100 inches if the coupler angularity is to be reduced to a degree permitting the longest types of cars to operate in coupled condition overtrack with sharp curvatures.

Obviously, when the coupler is of such length the disadvantagesinherent in the use of the 60 inch coupler are compounded. A coupler of this size 'must necessarily have an extremely heavy shank to achieve the desired columnar strength and such increased weight makes it virtually impossible to manually move the coupler.

To circumvent the disadvantages of couplers having a length greater than 60 inches, thepresent invention permits transmitted from the butt of the coupler shank, through the.

draft gear to rear draft lugs on the center sill. However, in this invention the elongated yoke has associated with it a tubular member for transmitting buff forces between the coupler butt and draft gear. The tubular member is held in longitudinal alignment within the yoke by a crosshead arrangement attached to the member in a manner permitting longitudinal movement of the tubular member within the yoke.

SUMMARY OF THE INVENTION In general my invention comprises improved draft rigging for long railroad cars and includes a coupler yoke having elongated strap portions. While the yoke serves to interconnect e the shank of the car coupler with an associated draft gear, the

arrangement is different due to the fact that the strap portions are appreciably elongated over the length of the yoke straps presently in use. Thus, in my arrangement the draft gear is positioned at the closed end of the yoke and is spaced some distance from the coupler shank end. In order to avoid the transmission of buff forces from the coupler shank through the relatively light weight straps of the yoke, l have provided a filler member that is movably guided within the yoke straps. As thus positioned the buff forces are transmitted directly from the end of the coupler shank through the filler member to the draft gear and do not pass through the yoke straps. In

the case of draft forces the yoke straps carry such forces but as the straps are then in tension, the fact that the straps are of relatively light weight is not critical.

BRIEF DESCRIPTION OF THE DRAWINGS FIG. 1 is a plan view, partially in cross section, of a railway car sill structure with break lines at the left end thereof and showing the coupler, elongated yoke, and draft gear posi-. tioned within the sill.

FIG. 2 is a side view of the elongated yoke attached to the coupler shank and carrying a filler member.

FIG. 3 is a plan view of the filler member.

FIG. 4 is a view taken on the line 4-4 of FIG. 2 and showing one end of the end casting forming part of the tiller member as guidably positioned within the yoke straps.

FIG. 5 is an end view of the plate portion of the end member in the tiller member.

FIG. 6 is an end view of a retainer member to be associated with the plate portion as seen in FIG. 5.

FIG. 7 is an end view of an end plate for the filler members; FIG. 8 is an end view of a second retainer member which will be associated with the end plate.

DESCRIPTION OF THE PREFERRED EMBODIMENT generally indicated at 19, which is of conventional construetion and is not shown in detail as the particular construction of such a cushioning means is not an essential part of the invention. This cushioning means 19 is disposed between the yoke end 18 and a front follower 20 having a curved surface 21. Front draft lugs 22, 23, and rear stop lugs 24, are provided in the sill 10. A filler member, to be described in more detail later, is generally indicated at 26, and is disposed between front follower 20 and the end 27 of coupler shank 13.

Referring now to FIG. 3 of the drawings, the filler member 26 is shown as fabricated from an end member, generally indicated at 28, a tubular member 29, and an end plate 30. It should be noted that the end surface 31 of end member 28 is curved to mate with the curved surface 21 on front follower 20 and that end plate 30 is adapted to bear against end 27 of coupler shank 13 when the filler member 26 is received within the yoke 14in a manner to be described later.

The end member 28 is shown in FIGS. 3 and 4, and it can be seen that it includes a nose portion 32 in the general shape ofa block and a plate portion 33 with an outwardly projecting boss 34. The nose portion 32 has the curved end surface 31, previously mentioned, and is connected by a web 35 to the wall portion 36 adjacent the plate portion 33 to reduce the weight ofthe end member 28. As can be seen particularly well in FIG. 4, the plate portion 33 has cars 37 and 38 which are designed to position and guide this end member 28 ofthe filler member 26 along the side edges of the top and bottom straps 39 and 40 of yoke 14. In order to complete the guide means, a retainer member 41, as seen in FIG. 6, is provided for use with the plate portion 33 and its use will be described later in conjunction with the method of assembling the center filler 26 in operative position within the yoke 14.

Turning, now, to FIG. 7, there is shown a front view of the end plate 30 and it will be noted that this plate 30 has cars 42 and 43 somewhat similar to the cars 37 and 38 on the plate portion 33 of end member 28. Attention is directed to the fact, however, that these cars 42 and 43 are beveled so that these portions can guide and position the end plate on the flared surfaces of the upper and lower straps near the open jaws of the yoke 14. One of these surfaces is seen at 44 in FIG. 1 of the drawings. A retainer member 45 for use with the end plate 30 is shown in FIG. 8 and this retainer member is generally similar to the retainer member 41, previously described. However, this retainer does have beveled surfaces 46 and 47 which are designed to complement the beveled surfaces 48 and 49 on the ears 42 and 43 of end plate 30 when the filler member 26 is guidably received within the yoke 14.

The filler member 26 is assembled as a unit by first slipping one end of the tubular member 29 over the boss 34 on end member 28 and securing the tube in position, as for example by welding, to extend outward from the plate portion 33 in a direction opposite to that of the nose portion 32. The opposite end of the tubular member 29 is then welded to the central portion ofthe end plate 30.

In assembling the filler member 26 within the yoke 14 the filler member unit is slipped from one side of the yoke into the space between the elongated upper and lower straps 39 and 40. As thus positioned, the curved end surface 31 on nose portion 32 of end member 28 is in tight but movable engagement with the curved surface 21 of the front follower 20 and the cushioning means 19 urges end plate 30 against the end 27 of coupler shank 13. In this position, ears 37 and 38 of plate 33 bear against the side edges of the upper and lower elongated straps 39 and 40, respectively, and the beveled surfaces 48 and 49 of cars 42 and 43 on end plate 30 bear against the side edges of the upper and lower straps at the flared portion previously mentioned. In order to provide guide means along the other edge of the straps, the retainer 41 is secured, as by welding, to plate portion 33 in a manner as seen in FIG. 4 so that flanges 50 and 51 are directed toward ears 37 and 38. In a similar manner the retainer member 45 is secured by welding to the end plate 30 with the beveled surfaces 46 and 47 facing the beveled surfaces 48 and 49 so as to encompass the flared portion ofthe straps.

It should now be apparent that when the filler member 26 is assembled within the yoke I4, the member is free to slide longitudinally back and forth within the yoke member and if a buff force is applied through the coupler shank 13, this force will be transmitted against the end plate 30, through the tubular member 29, the end member 28 and to the cushioning means 19. If the buff force is released, the action of the cushioning means 19 will return the tiller member 26 to that position shown in FIG. 2 of the drawings. On the other hand, if a draft force is exerted through the shank 13 of the coupler, the force will be transmitted through the key 15 to the yoke and upper and lower straps 39 and 40 will be placed in tension urging the cushioning means 19 to the right as viewed in FIG. I of the drawings. As this occurs, the front follower 20 will be forced against the front draft lugs 22 and 23 and the cushioning means 19 will transmit the draft forces to the car underframe.

If the railway car is passing over a curved portion of track the coupler will, of course, be swung away from its central position, as seen by dotted lines in FIG. 1, toward an angular position relative to the longitudinal center line of the sill, as shown by dotted lines. The amount of swing varies with the degree of curvature in the track and in order to illustrate the operation of the draft gear arrangement under these conditions, attention is directed to the left-hand portion of FIG. I of the drawings. The position of the closed end of the yoke 14, the front follower 20, and the nose portion 32 offiller member 26 is shown in dashed lines to indicate the position of these components when the coupler is moved off center line toward the upper flared wall ofsill 10 as seen in FIG. 1. Only this portion ofthe draft rigging is shown to avoid confusing the figure, but it will be understood that the center filler 26 is operatively received in the yoke in the same manner as when in the center position shown in full lines.

Again assume a buff force is being transmitted through the tiller member 26 to the cushioning means 19 as the coupler is in the angular position. Note that the curved end surface 31 of end member 28 is in contact with the curved surface 21 of front follower 20 but has simply been displaced laterally as seen in the FIG. The front follower has been moved to the left under the influence of the buff force and the end 18 of yoke 14 is moved to the left out of engagement with the cushioning means 19 as the buff forces are being transmitted through this means to the rear stop lugs 24 and 25. If draft forces are applied to the coupler when in an angular position, as for example that shown in dashed lines, the front follower 20 will be urged against the front draft lugs 22 and 23 as shown in the full line position ofthe follower.

While the description of the preferred embodiment has been directed to an arrangement wherein the coupler shank is connected to the yoke by means of a key and slot arrangement, any other suitable connection, as for example a pin arrangement, can be used.

The draft rigging with the elongated yoke provides increased coupler angularity since the pivot point is closer to the truck swivel point. When the coupler is in draft and the car is coupled to another car on a curve, the coupler yoke pivots about the inner end of the cushioning means. In the condition where the car is under a buffload the front follower may move relative to the cushioning means, and the end of the coupler yoke, not being in contact with the inner end of the cushioning means, is free to swivel. This places the pivot point of the cxtended coupler-yoke arrangement between the front follower and the inner end of the cushioning means when the car is in buff and coupled to another car on a curve. Some additional angularity is provided for the coupler since clearances between the coupler shank and yoke jaws permit lateral coupler movement as in a conventional arrangement. When coupling cars on curves, these clearances permit lateral positioning of the coupler for alignment and since the coupler, which can be used with the extended yoke, is lighter in weight than the 60 inch coupler, the positioning of the shorter coupler requires less force for producing lateral movements.

Briefly in summary, it can be stated then that the important advantages of the extended coupler yoke design for long cars lie in thefact that the conventional 43 inch coupler can be used with the extended coupler yoke to achieve increased coupler angularity and the arrangement is such that conventional draft gear can be used within the standard draft gear pocket of 24% inches in length.

Iclaim:

1. Draft rigging for a long overhang railway car having a sill with a flared opening extending forwardly of the front draft lugs on said sill and adapted to receive the shank of an associatedcoupler for lateral swinging movement therein, said rigging including a yoke with elongated strap portions extending from the closed end of the yoke to the open end of the yoke, said yoke being interconnected at said open end to the coupler shank by means of a key extending through aligned slots in the yoke and coupler shank, a cushioning means confined within the yoke between the closed end of said yoke and a movable follower member, the cushioning means as thus confined being disposed between said front draft gear lugs and reardraft lugs on said sill, a filler member guidably supported only by the strap portions of the yoke for longitudinal movement within the elongated straps of said yoke, said filler member being in engagement at one end with the end of said coupler shank and in engagement at its other end with said follower, said yoke'and associated filler member being laterally swingable within said flared opening and about a pivot point located between said rear and front draft gear lugs.

2. The draft rigging as in claim 1 wherein said filler includes a relatively long tubular member secured between end plate portions, said end plate portions having integral ear portions and associated retainer members secured to the plate portions so as to encompass the elongated strap portions of the yoke and provide the guide means for said filler.

3. The draft rigging as in claim 2 wherein one of said end plate portions is associated with an extended nose portion having a curved end surface engaging a complementary surface on said follower whereby said surfaces remain in engagement during any angular swing of said coupler and said shank within said sill.

4. The draft rigging as in claim 1 wherein said pivot point is located between said follower member and the inner end of said cushioning means when the draft rigging is subjected to buff forces.

5. The draft rigging as in claim I wherein said pivot point is at the inner end of said cushioning means when a draft force is applied to said draft rigging.

6. A yoke and filler member for interconnecting a coupler shank and cushioning means in a long railway car having an extended overhang at each end thereof, one end of said yoke being connected to the shank by means of a key disposed in aligned openings in the yoke and shank, the opposite end of said yoke encompassing said cushioning means in spaced relationship to the coupler shank end, said filler member including end portions with a long tubular member secured therebetween, one end portion adapted to contact the coupler shank end and the other being associated with the cushioning means said filler member being guidably supported only by the straps of said yoke. whereby as said filler member and associated yoke are angularly displaced from the longitudinal center line of the sill of said car in response to coupler movement, buff forces will be transmitted from the coupler shank to the cushioning means by movement of said filler means within and in constant alignment with said straps.

7. In a draft rigging for a long overhang railway car, a yoke encompassing a cushioning means at the closed end thereof, elongated strap portions of said yoke extending forward an appreciable distance beyond said cushioning means to be interconnected at their ends to the shank portion of an associated coupler, a filler member guidably movable within the elongated strap portions, said filler member being operatively disposed between said cushioning means and the end of said coupler shank, said yoke and said filler member being laterally swingable as a unit to follow relatively wide swinging move ments of said coupler within a flared portion at the open end of the car Sill so as to directly transmit buff forces from said coupler through said filler member to said cushioning means during any portion of said swinging movement.

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