US252115A - Draft and buffing apparatus for railway-cars - Google Patents

Description

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F. W. MARSTON. DRAFT AND BUPFIIIIG APPARATUS- FORRAILWAY` CARS.` Np.1252,115.

Patented'Jan. 10.1882.

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P. W. MARSTON. DRAFT AND BUFFING APPARATUS POR RAILWAY GARS.

No. 252,115. Patented Jan. 1'0,1882.v

UNITED STATES PATENT OFFICE.

FRANK MARSTON, OF BOSTON, MASSACHUSETTS.

DRAFT AND Bul-FING APPARATUS FOR RAILWAY-CARS.

SPECIFICATION forming part of Letters Patent No. 252,115, dated January 10, 1852.

Application led August 4, 1880. (Model.)

To all whom it may concern:

Be itknown that I, FRANK W. MARSTON, ot' Boston, Massachusetts, have invented eertain Improvements in Means of Transmitting Strain-s of Traction-and Batting to the Frames of Railway-Cars; and I hereby del-lare that the following specification is a full, clear, and exact description of the same, and the accompanying drawings'l are an illustration thereof.`

My improvement relates to apparatus by which traction al and batting strains in railway ears and trains are exerted upon springs and continuous metallic connections thereof rather than through such springs directly upon the car-frame.

In place ofthe independent resistance-pieces now commonly in use on the frames of railway-cars, bolted to the draft-timbers and actingv as a-butments t'or the drat't and bufiing ap-4 paratus at each end of the car, I substitute two continuous resistance-pieces, which extend from end' lo end of the car and are rnrly bolted or otherwise rigidly secured to the drafttimbers. These continuous resistance-pieces may be made eachof a single bar ot' metal, as shown in Figures 2, 3, and 5 or they may be constructed in two or three sections rigidly 'connected by intermediate rods, as shown in Figs. 6 and 8. In either case strains of traction applied through the draft apparatus are transmitted through them from end to end of the car;` and butlng strains are resisted not by the timbers and bolts alone, `in the usual way, but the resistance-plates are bent around and engage with the ends of the draft-timbers of the car-frame, which they materially re-enforce.

My improvements are embodied in a carframe provided withA two draw-heads, each furnished with a traction and bufling spring held in postionby follower-plates, in combination with metallic bars extending from end to end of the car, rigidly fastened to the drafttimbers, and forming continuous cheek-pieces or resistance-pieces for` the spring followerplates to bear upon. y

My invention also consists in the devices and combination of devices set forth in the appended claims.

The drawings illustrate my invention and represent the best form in which I have contem plated applying it to-utilize to the utmost the existing structures.

Figsl, 2, and 3 show in plan my improvements and the parts of the bottom frame of a carto which they are applied, Fig. 1 rep'- v `resentiug the normal condition ot' the springs,

Fig. 2 the springs partially compressed under strains of traction, and Fig. 3 the same wholly compressed, as in buttiug. Fig. 4 is a central section of Fig. 1 Figs. aud, modicationsin the form of the connecting-bars, and Figs. 7 and S enlarged perspective views of the same.

In the several figures, A A are the central sills of the car-frame, carrying the holsters B and needle-beams C. D D are draft-timbers, bolted at each end to the under side ot' the sills A, ot' which they become practicallyv a part. Their ends abut against the bolsters B.

With my improvements I secure to the draft-timbers D, by bolts or otherwise, conl tin-nous dat metallic bars E,runui1'1g fromend to end of the car, and bent at right angles, as at E', to cover the'ends ofthe draft-timbers D D. Said bars are also provided near each end with flanged plates or shoulders c e, upon which the springplates Gr bear, and are adapted to receive the strains exerted upon the springs inthe movement of the car and transmit them to the draft-timbers, sills,"and bolsters of the frame. They serve, therefore, as continuous or longitudinally-connected cheekpieces or resistance-plates, receiving and transmitting strains in the horizontal plane ot the draw-heads, thus relieving the timbers almost wholly.

Draft and buing strains are exerted primarily upon the draw-heads F, then through the shoulders and keys of the draw-heads upon the spring-plates Gr Gr and springs H, conn'ed between them, and next upon the flanges-or shoulders e e ofthe resistance-pieces tirmlysecured to or formed integral with the bars EE. These bars may continue straight through in the line ot' the sides ofthe draft-timbers D D, as in Figs. 5 and 7, and be secured repeatedly to additional draft-timbers J J, bolted to the under side of the sills A between the bolsters; or they may be made in two or three sections, with a connecting-bar, L, as shown in Figs. 6 and 8, but I prefer to bend the bars E inward] y and join them along their central parts,

as shown in Figs. l to 4, that they may reenforce each other, and thatthe needle-beams C shall be cut into in but a single place. The king-bolts K are between the barsE with either construction.

`The action of the parts under the various strains to which they are subjected will be obvious from ,the drawings. The bars E E', eX- tending across the ends of the draft-timbers, carry the strains into them independent ofthe bolts and serve as additional means ot' attachment to the frame. They have no longitudinal or other movement 'independent ot' the draft-timbers inany event. g

The draftmechanism at each end is independent of the other end, and it exerts all strains upon the metallic bars E E e, through which such strains as are duc tothe inertiaof each ear and its load are distributed to all parts -of the car-frame, while train-strains, or strains due to the traction of one or more following cars, are borne by the draft apparatus and the continuous resistance-pieces E e without passing into the sills `or draft-timbers. the rear car of a train, strains ot' traction or bufting would affect only the spring at the attaching end, that at the other end remaining dormant, having no load to pull or push; but tractional strains at the attaching end would be applied bythe bars E El throughout the length of the car-frame.

In the ease of I claim as of my invention- 1. A car-frame provided with draw-heads, springs, and follower-plates, in combination with two continuous metallic resistance-pieces for said follower-plates to bear upon, said resistance-pieces being secured to the inner face ofthe draft-timbers, substantially as set forth.

2. A car-frame provided with independent draft and bufting apparatus at each end, in combination with metallic resistance-pieces rigidly connected or extending continuously from end to end of the sills, and applied directly to the sides and ends ofthe draft-timbers, substantially as set forth, and for the purposes stated. p

3. The continuous or rigidly-connectedmctallie resistance-pieces E E e, located in the horizontal plane ot' the draw-heads and secured to the sides and ends of the draft-timbers, so as to transmit to them the tractional strains incident to the movement of a single ear, While the traction of the train is borne by said continuous resistance pieces and the draft apparatus which they connect, substantially as and for the purpose set forth.

A. H. SPENCER, C. G. KEYEs.

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