US606447A - Draft-rigging for railway-cars - Google Patents

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A (No Model.) 2 SheetsSheet; 1.

J. CONRATH. DRAFT RIGGING FOR RAILWAY CARS. NO. 606,447. Patented Jun Z8, 1898.

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J. 'GONRATH. DRAFT RIGGING FOR RAILWAY CARS.

No. 606,447. Patented Jung28,1898.

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JOHN CON-BATH, or CHICAGO, ILLINOIS.

DRAFT-'RIGGING FOR RAI LWAY-CAJRSI a SPECIFICATION forming part of Letters mat No. 606,447, dated June 28, 1898.

V Application filed. March 28, 1898- Serial No. 675,354. (No model.)

To all whom it may concern;

Be it known that I, JOHN OONRATH, a citizen of the United States, residing atOhicago, county of Cook, and Stateef Illinois, have invented certain new and useful Improvements in Draft-Bi ggin g for Railway-Oars, which are fully set forth in the following specification, reference being had to the accompanying drawings, forming a part thereof.

In the drawings, Figure 1 is a plan of my improved draft-rigging with tandem springs. Fig. 2 is a section at the line 2 2 on Fig. 1. Fig. 3 is a section at the line 3 3 on Fig. 1, the drawbar, draft connections, and A tandem springs beingremoved. Fig. 4 is asection at the line 4 4 on Fig. 1. Fig. 5 is a section at the line 5 5 on Fig. 1. Fig. 6 is a plan of a draft rigging comprising a portion" of T my invention having a single, group of springs instead of tandem springs. l e U In the drawings, A is the'draw bar. e

K is a draft-loop which is connected at th forward end to the rear end of the draw-bar and encompasses the springs and their followers between the face and guide plateshereih after described. I

B B are the draft-timbers.

O C are the longitudinal main sills above the draft-timbers, and O is a cross-sill.

D is a spacing-block between the draft-timbers at the rear of the draft-rigging.

E is the draw-bar carrier or tie-bar connecting the draft-timbers at the forward end.

F is the bumper-sill at the forward end.

G G are face-plates for the draft-timbers and guide-plates for the followers.

H H and H are followers for the springs, which in the form shown in the principal figures consist of two groups arranged tandem,-

each group comprising a large spring J and a smaller spring J within the large spring. Each couple or group of springs J and J is lodged between one of the extreme followers H and the intermediate follower H. Each of the followers is provided'witha central tongue 7L to center theinner. springs J. The outer springs are centered by virtue of their diameter being such that the space allowed them between the guide-plates Gr and between the upper and lower sides of the draft-loop K is only sufficient to accommodate them. The rear end of the draw-bar is enlarged at A to form the shoulders a, which are engaged by the inwardly-turned ends K K of the draftloop K, which is further secured to the draw bar by riveted bolts A176. The face and guide plates'Gare let intothe inner sides of the draft-timbers B B, and, in addition, the bosses for the horizontal bolts which bind them to the draft-timbers are further let into the tim bers, as seen at b, Fig. 1,'and to further increase the draft of the plates upon the drafttimbers, as well as to protect and stifien the latter, the draft-plates have the upper and lower horizontal flanges G and G for which gains are formed in the upper and lower sides of the draft-timbers. The draft-timbers are bound directly against the under sides of the sills C Oby'th'e bolts e c, and between the draft-timbers and sills, respectively, there are lodged the keys L L, for which suitable gains are formed inthe under sides of the sills, and in the upper sides of the draft-timbers the upper flanges G G of the plates G are apertured at g g g g to admit the keys L, which thus operate against the edges of said apertures 011 the metal of the flanges of the face and guide plates,therebyfurther increasing the security of the draft connection thus made between the draft-timbers and the sills and taking the shearing strain of the draft off the bolts 0. The face-plates G have at their ends integral stops G G at front and rear, and at a distance inward from each of these extreme stops which I is equal to the thickness of a follower l-l added to the distance allowed for compression of the springs there is formed another integral stop G The intermediate follower H is also lodged between stops G G", separated by a the extreme followers, respectively, and the .middle follower, are braced by the horizontal ribs g g, which extend between them. At the upper edge each of the plates G has a guide-flange G for followers, said guide-plates extending between the stops, respectively, between which said followers are designed to travel. At the lower edge each plate has a channel or grooved flange G projecting to the same distance as the guide-ribs and upper flanges; but this lower flange is cut away at the space opposite the guide-flanges G G G so that the flanges G do not of themselves afford any guidance or support for the followers at the lower edge; but for this purpose I provide a bottom plate M, which is adapted to slide in the grooves g of the lower flanges G and afford suitable support for the followers. Each of the plates G has at the lower rearcorner a lug G having a bolt-hole g and the bottom plate M has corresponding lugs m, which, when said bottom plate is thrust into place, stand opposite the lugs g g", so that a simple key-bolt M, inserted through all the lugs and secured by a cotter-pin m, serves to secure the bottom plate in place in such manner that the removal of the cotterpin, permitting the withdrawal of the bolt, makes it possible for one man, unassisted, to withdraw said bottom plate and remove the entire structure which is connected with the draw-bar which comprises-the loop K and springs and followers encompassed by it.

Whenever it is necessary to remove one of the face-plates from the draft-bar, the interior structure being first withdrawn, as described, the outer ends of the bolts 19 b, by which the plates are bound to the draft-timbers, may be cut off and the bolts driven inward into the space cavated by withdrawing the draw-bar loop-springs and followers, and in such case it will be noticed that the keys L L do not interfere with forcing off the faceplates, because they are lodged in notches in the flanges of the face-plates and there are no bolts passing through these flanges. Similarly the lower flanges are notched for the bolts, as shown at g.

In Fig. 6 I have shown similar detail features applied to a draft-rigging having a single group of springs. With the exceptions involved in the fact that there is only one group of springs the structure is the same,

and in this case I have shown the key L omitted at one of the bolts 0, but the flangeplate G is notched to allow the plate to be driven off, as above described.

In both the forms illustrated-that is, Whether a single group of springs or a plublock D is let into the facing sides of the draft-timbers, as seen in the drawings, and at the forward side abuts directly against the rear ends of the face-plates G, so that it affords additional security to the engagement of the face-plates with the draft-timbers in respect to the pushing movement which is transmitted through the draw-bar; and in order to facilitate the removal of this spaceblock when necessary for any purpose the bolts D D, which bind the draw-bars together into the space-block, instead of extending through the latter, as customary heretofore, extend behind it, so that upon being slacked to relieve the endwise pressure upon the block the latter may be dropped or driven oif from between the draft-timbers.

I claim 1. In a draft-rigging for cars, in combination with the draft-timbers, a plurality of groups of springs arranged tandem between the draft-timbers; followersbetween consecutive groups and beyond the extreme groups in both directions; the draw-bar adapted to abut against the nearest follower; a draft connection therefrom extending beyond the most remote follower, and stops rigid with the draft-timbers to limit the inward move:

. ment of the extreme followers, each intermediate follower having a range of movement in both directions from the position at which it is held by the springs when free from any action of the draw-bar, a distance equal to the compression for which the springs are calculated.

2. In a draft-rigging for cars, in combination with the draft-timbers, face-plates G let into the proximate faces of the timbers respectively and having horizontal flanges at top and bottom which are also let into the upper and lower sides of the timbers respectively; the draw-bar and draft connections therefrom between the face-plates comprising the springs and followers; the face-plates having rigid stops to limit the movement of the followers.

3. In a draft-rigging for cars, in combination with the longitudinal sills; the drafttimbers and face-plates provided for the same having flanges extending over the upper surface of the draft-timbers, such flanges being let into said timbers, the flanges having notches; keys let into the lower side of the sills and upper side of the draft-timbers and extending through the notches in the flanges; and bolts which bind the draft-timbers up against the under side of the sills.

4. In a draft-rigging for cars, in combination with draft-timbers, the face-plates made rigid therewith; the draw-bar and draft connection therefrom, and the springs and followers associated therewith between the faceplates; the ends of the followers extending laterally beyond the springs and stops and upper guides for said ends on the face-plates,

. said face-plates having at their lower edges rality of such groups is employed-the spaceinwardly-projecting flanges cut away below I tion with draft-timbers, the face-plates made,

rigid therewith; the draw-bar and draft connections therefrom, and the springs and followers associated therewith between the faceface-plates having each an apertured lug G and the slide having a correspondinglysituated apertured lug whose apertures are adapted to register with the apertures of the lugs of the face-plates when the slide is in operative position, and a suitable removable key inserted through said apertures.

In testimony whereof I have hereunto set my hand, in. the presence of two witnesses, at Chicago, Illinois, this 21st day of March, 1898.

JOHN OONRATH.

Witnesses:

CHAs. S. BURTON, JEAN ELLIOTT.

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