US1128322A - Draft-rigging for railway-cars. - Google Patents

Description

. section:

UNITED STATES PATENT OFFICE.-

GEORGE A. JOHNSON, OF CHICAGO, ILLINOIS, ASSIGNOR TO WILLIAM H. MINER, or CHICAGO, ILLINOIS.

DRAFT-RIGGING FOR RAILWAY-CARS.

Specification of Letters Patent.

Patented Feb. 16, 1915.

Original application filed May 21, 1913, Serial No. 768,986. Divided and this application filed September 9, 1913. Serial No. 788,831.

- of Illinois, have invented certain new and.

Railway-Cars, ofiwhich the following is a full, clear, concise, and exact description, reference being had to the accompanying drawings, forming a part of this specification.

My invention relates to improvements in draft rigging for railway cars, and this application constitutes a division of my copendin application Serial Number 768,986 filed ll ay 21st, 1913, for improvements in draft rigging for railway cars.

I The object of my invention is to provide a draft rigging of durable construction and eflicient operation.

In thedrawings forming a part of this specificatiomFigure l is a side elevation partly in vertical longitudinal section of a draft rigging embodying my invention. Fig. 2 is a plan view partly in horizontal useful Improvements in DraftRigging for Referring to the drawings 3, 3 illustrates draft sills or members of the car frame to which the draft rigging is applied, 4 the end sill, 5 the buffer block, 6 the draw-bar carry iron, 7 the draw-bar, 8 the yoke secured thereto, 9 the draft ear within the yoke, 10, 10 the rear stop members, 11 the tie plate, all of which parts are'of known construction.

The draft gear 9 comprises a shell 12, springs, 13, and friction mechanism 14 within the shell. The springs are preferably two in number, consisting of an outer spring 15 and an inner spring 16 nestedtherein, both of these springs being rearwardly seated against the friction shell and forwardly seated against the friction shoes 17.

The friction mechanism 14 comprises the friction shoes 17, which are preferably three in number, a wedge 18 provided with wedging faces 19 corresponding in number with the'friction shoes. and an anti-friction roller 20 seated .between each wedging face 19 of the wedge and the adjacent friction shoe 17. The wedge 18 is provided with an internal recess 21 to receive the head 22 of the connecting rod 23 which passes through said wedge and through the rear end of the shell, where it is secured by a nut 24, which is received within the recess 25 in the external rear face of the shell. I

The front stop me'mbers'26, 26 are pro- .vided with the front stop shoulders 27 27,

against which the front follower 28 isadapte to engage on forward movement of the draw bar. The front follower 28 engages the front face, 29 of the wedge 18, said wedge 18 passing through the opening 30 provided in the intermediate follower 31, the follower 31 being stationary. between the front stop members and being received within the slots 32, 32 oppositely arranged Iion the inner faces of the front stop memers.

The front ends 33 of the friction shoes are adapted to engage the rear face 34 of the intermediate follower. It will be obvious that the intermediatefollower is stationary both in forward and rearward movement of the draw bar. on forward movement of the 'draw bar the shell is drawn forwardly by means of the draft yoke, the friction shoes engage against the rear face of the stationary intermediate follower, the springs within the shell being seated against the friction shoes are compressed between said shoes and the shell. The wedge is stopped against the rear face 28 of the front follower 28. The wedge and friction shoes, however, are not subjected to movement and merely serve as a stop for the springs, the springs only being in compression resisting action on forward movement of the draw bar. On rearward movement of the draw bar the shell is stationary against the rear stop members. The wedge is forced by the front follower rearwardly, spreading the friction shoes and forcing the same rearwai-dly, the springs, meanwhile, being compressed within the shell until on full compression of theparts the front follower engages the shoulders 35, 35, with which the front stop members are provided, limiting the rearward movement of the front followers and thus limit ing the compression of the parts within the shell and the travel of the draw bar. Thus it will be observed on forward movement of the draw bar the parts under compression within the shell are stagned by both the front and intermediate icllowers, by

combination, adraw'bar, stop members, a

stationary intermediate follower and mov- -'-able front follower, a shell, friction shoes and wedge within the shell, the stationary follower having an opening therethrough for the passage of the wedge, the wedge being in engagement with the movable follower.

2. In a draft ri ging for railway cars, stop members and ollowers in combination with a shell, 1 springs, friction shoes and wedge withinthe shell, one of said followers being stationary and engaging the shoes on forward movement of the shell, another of said followers bein movable and in engagement with the we ge.

3. In a draft rigging for railway cars, the combination with a draw bar, of a movable end follower, a stationary intermediate-follower, a friction shell, friction shoes cooperative with-said shell, a main spring, said shell, shoes and spring being located on the opposite side of the stationary follower to that on which the movable follower is lodated, a wedge cooperative 'with said shoes, and means for moving the wedge only upon movement of the movable follower.

GEORGE A. JOHNSON. Witnesses: i I

ELIZABETH Bnrr'r, JOHN A. MAn'rINKUs.

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