US428215A - Draw-bar and link for railway-cars - Google Patents

Draw-bar and link for railway-cars Download PDF

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US428215A
US428215A US428215DA US428215A US 428215 A US428215 A US 428215A US 428215D A US428215D A US 428215DA US 428215 A US428215 A US 428215A
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draw
link
bar
head
stop
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    • BPERFORMING OPERATIONS; TRANSPORTING
    • B61RAILWAYS
    • B61GCOUPLINGS; DRAUGHT AND BUFFING APPLIANCES
    • B61G1/00Couplings comprising interengaging parts of different shape or form and having links, bars, pins, shackles, or hooks as coupling means
    • B61G1/02Couplings comprising interengaging parts of different shape or form and having links, bars, pins, shackles, or hooks as coupling means having links or bars coupling or uncoupling by rotating around a transverse horizontal axis
    • B61G1/06Couplings comprising interengaging parts of different shape or form and having links, bars, pins, shackles, or hooks as coupling means having links or bars coupling or uncoupling by rotating around a transverse horizontal axis and coupling when the coupling halves are pushed together

Description

(No Model.) 3 sheets-sheet 1. G. LEVBRIOH. DRAW BAR. AND LINK FOR RAILWAY (JARS.

Pa tent ed May 20, 1890.

WITNESSES:

ATTORNEY.

(No Model.) 3 Sheets-Sheet G. LEVERIGH.

DRAW BAR AND LINK'FOR RAILWAY CARS.

No. 428,215. Patented May 20, 1890.

WITNESSES:

- //V VE/V TOR 'aZrieZ Levant? ATTOR/VEK 3 H C I DRAW BAR AND LINK'FOR RAILWAY CARS.

Patented May 20, 1890.

- zi z l l l l I WITNESSES NITED STATES PATENT OFFICE.

GABRIEL LEVERICH, OF SOUTH ORANGE, NEW JERSEY.

DRAW-BAR AND LINK FOR RAILWAY-CARS.

SPECIFICATION forming part of Letters Patent No. 428,215, dated May 20, 1890. Application filed January 18,1890. Serial No. 337,354. (No model.)

To all whom it may concern:

Be it known that I, GABRIEL LEVERICH, a citizen of the United States, residing in South Orange, in the county of Essex and State of New Jersey, have invented certain new and useful Improvementsin Draw-Bars and Links for Railway-Oars, of which the following is a specification.

On railways, where the trains are pushed as well as pulled around sharp curves at considerable speed, it is desirable that the couplers or draw-bars connecting the cars shall swing from or near the centers of adjoining trucks; that the two draw-bars linked together, whatever may be the usual stress put upon them, shall, without deflecting or bending where they meet or elsewhere, form a right-lined rigid strut between the centers; that if cars are frequently added to or taken from the trains, or, as may be, on a cable railway, the trains are transferred by locomotives to and from thejstorage-yard or from one main line to the other, the draw-bars should connect and disconnect automatically, and also they should be made up of parts readily shaped and renewed and together capable of withstanding without change of form or breakage the severest strains usually imposed upon them in service. To secure these results certainly and economically is the object of this improvement.

Accompanying and forming a part of this specification are the drawings.

Figure 1 represents a side elevation of the draw-head; Fig. 2, a plan of the same; Fig. 3, a longitudinal vertical section; Fig. 4, a longitudinal horizontal section; Fig. 5, a

longitudinal section of the draw-bar spring box, showing jointed radius-bar. Figs. 6 and 7 are complete and partial elevations of the draw-bar with jointed and rigid radius-bar, respectively. Figs. 8 and 9 are end elevations of the draw-head and spring-box, respectively; Fig. 10, an elevation of abutting-plate. Figs. 11 and 12 are an elevation and plan of the regular link. Fig. 13 shows three transverse sections of the regular link. Figs. 14 and 15 are an elevation and plan, respectively, of the compound link. Fig. 16 is a detailed view showing the pivotal attachment is the lug e.

trip G, the key and its slot being arranged of the radius-bar to the car-body, forward of the truck, and Fig. 17 is a bottom plan of the same.

The draw-head Ais cylindrical at its inner end and threaded, as shown at a to receive the pipe strut L, also threaded, which abuts against the square-faced circular shoulder a and is made fast by the pin l. Except atthis end the draw-head is rectangular in transverse section, or greater in width than in depth. It has a similar-shaped deep link-chamber a terminating in a rectangular bell-mouth opening,surrounded by a wide and deep abutting face a. In a slot a central to and through the upper wall of the link-chamber, swinging with the shaft H and fastened to it by the key 5, is the stop B, free at its inner end to rise and fall the depth of the chamber.

The stop-shaft has bearings transversely in the upper front wall of the draw-head, and is held in place by the collar I and pin it at one end and by the short lever E and pin 6 at the other end. The key fastening the stop to the shaft is in length equal to the width of the stop. It is kept in position by its ends bearing against the sides of the stop-slot, and that these parts may be assembled the key-slot is extended to one end of the shaft, as shown.

Swinging on the bolt D, screwed into the side of the draw-head, is the hand-lever O, which at its outer end has a link-shaped re,- cess or opening 0, whereby the draw-bar is operated. At the free end of the short lever and extending outward over the hand-lever The lower face e of this lug bears against a like face 0 on the upper edge and near the middle of the hand-lever, these surfaces in contact being located and formed similarly to the working-faces of the teeth of a pair of involute gear-Wheels, rotating on the shaft H and the bolt D.

In a slot a, central to and through the lower wall of the link-chamber, swinging with the shaft. J and fastened to it by the key g,is the the same and for a like purpose as key I) on the stop-shaft, previously described. The trip-shaft has bearings transversely in the lower wall of the draw-head, and is held in place by the collar K and pin 9' at one end 100 ber.

and by the cranked arm F and pin f at the other end, the radial axis of the trip and arm normal to the shaft being in one plane. At the free end of the arm and extending outward underneath the hand-lever is awrist f, terminating in an enlarged circular head f The trip and arm may together rotate .in either direction from a vertical plane through their shaft, the arc of movement being limited by the arm bringing up against one of the lugs 60 as shown, projecting from and a part of the draw-head. Usually in operating the draw-bar the arm will rest 011 one of these lugs, the hand-lever on the wrist, the short lever on the hand-lever, and the stop 011 the lower surface of the link-chamber when the link is engaged, or be raised flush with the upper surface of this chamber when the link is disengaged.

That the hand-lever may be easily lifted by the arm as it is revolved toward the vertical plane, on the lower edge of the former are the two cam-like surfaces 0 curved downward as they approach the center, where they unite with the inverted semicircular recess 0?, to which the outer surface of the wrist is fitted, all as shown, these bearing-surfaces being so located in relation to each other and the several parts that as the arm is rotated upward these parts are raised,and when it is vertical the recess incloses the wrist. The tripis also vertical and extends into the link-chamber, and the stop is held at its uppermost position.

To couple together two of these draw-heads, the link V is used. It is an elongated bar of rectangular form, with curved tapering ends '0, as shown, fitted to enter readily into the bell-shaped opening of the link-chamlVhen fully inserted, nearly or quite half of the link is within this chamber, with its right-lined sides and pointed ends parallel to and almost in contact with the similar inner surfaces of thedraw-head walls. The maxim um deflecting-stress on the link in service is sidewise, whence its width is greater than its thickness. Its transverse section is approximately two squares forming the sides, joined by a thin central horizontal web, that extends longitudinally between the two openings 1;, one near each extremity of the link which receives the stops. These openings are bounded by vertical right-line surfaces semi-cylindrical at each end, thus providing for the working-bearings a large pin-like contact, as shown, with a similar semi-cylindrical surface I) at the free end of the stop. Transverse sections of the link at the center 0 at the plane through the axis of the semicylindrical end of the stop-openingo, and on a plane near a point 11 are shown, Fig. 13. Ordinarily when the link is inserted the stop will be down. As the link is entered into its chamber its point will bear against the under curved surface I) of the stop, which will be raised and held until the link is pushed into place, and then the stop will drop into the opening 12 for it. Sometimes, as when cars are standing close together on one track, it is desirable toleave them uncoupled with theli nk in. the draw-heads, in which case the arm is rotated to a Vertical position, whereby the stop is held up free from the link, as previously described. The trip also will be vertical and extend into the chamber, so that then, whether the link is withdrawn or inserted, its point, passing over the toe g of the trip, will cause the latter, its shaft, and the arm to fallback to its former position and allow the stop to drop ready for coupling in the ordinary way if the link is withdrawn or for-service if the link is in place.

To couple one of these draw-heads with another of the common form, a compound link V may be used, one end 2; of which is as just described, and the other 12 is shaped like a link made from a round rod and inclosing an opening '0 for the coupling-pin. For some draw-bars the sides of this link at the place where the draw-heads meet are swelled outward, as shown at 0 Usually, however, they may be straight.

The ends of the strut L are thickened, as shown at Z. The outer end is threaded internall y at a to receive the draw-h ead and the in ner end externally at Z to receive the short pipe spring-b0x casing M. Eachend of this casing is threaded internally, and by means of the capstan-holes 0 the head 0 is screwed into the inner end with its square-faced cylindrical shoulder 0 abutting firmly against the end of the casing, rotation on the threads Z and m being prevented by the screw N. The head 0 has a square central opening 0 through it, in which the square outer end of the radiusbar S or S slides, the bar fitting the opening, as shown, and abutting against a spring-plate P. Another similar plate rests against the fiat-faced inner end Z of the strut, and between these plates the spiral buffer-springs Q and Q are confined. The spring-plates are alike. They have bearings 19, which traverse the inner surface of the casing, and a central cylindrical hole 19, through which the round spring-rod R loosely passes, which thereby is kept in the axis of the draw-bar, and about which are the buffer-sprin gs. At its inner end this rod enters a cylindrical chamber 3 central] y in the outer end of the radius-bar and is fastened by the thin broad key B through it and the bar. At its outer end a nut R is screwed on and held by the pin R It will be seen that the strut and spring-box are cylindrical and may slide freely, but cannot revolve, on the radius-bar; that when the draw-bar is in service, if under tension, the outer springplate will approach the inner and if under compression the inner spring-plate will approach the outer, in either case the buffersprings being subjected to compression only, and that for examination or repairs the plates, rods,and springs maybe withdrawnfrom the casing by unscrewing the spring-box head, and then if necessary the several parts may be separated.

The radius-bar may be in one piece S and therefore rigid, Fig. 7, or in two pieces S S and jointed, thus allowing a small change in position of the draw-bar vertically when cars of somewhat different heights are to be coupled together. The innermost end of the radiusbaris enlarged to form a short cylindrical eye or head 8 through which is a vertical hole a for the center pin of the truck if the drawbar is attached to the car there, or for the draw-pin U if the draw-bar is attached forward of the truck. This hole should be slightly larger than-the pin and each face 8 of the head shaped spherically, as shown, so that while there may be a small independent radial movement of the bar about the pin in either direction there shall be little lost motion between these faces and the draw-plates through which the center or draw pin passes.

In the jointed radius-bar the outer part S has a pair of jaws s, which grasp an eye 5 of the inner part S, and through a central horizontal hole t in the jaws and eye the pin T passes, the vertical movement of the jointthus formed being limited by the curved surface s of the eye bringing up against the plane surface s between the jaws, as shown.

One method of attaching the draw-bar to a car forward of the truck is shown, Figs. 16 and 17 The broad cross-plate WV is fastened to the car-body by bolts Z through its ends, the packing-strips Y, the stringers X, and the floor X, or otherwise. To this plate, by the rivets w, is secured the shorter plate IVQbent to form, with the cross-plate, an open box, in which the head 3" is held by the draw-pin U. Generally, however, it is preferable to attach the draw-bar to the car at the truck-center by the center pin through the hole a in the bolster Z.-

It will be noticed that generally the two draw-bars coupling a pair of cars together form a right-lined strut from one center or draw pin to the other, the possible deflection at the draw-head faces, due to the slight play of the link in its chambers when the cars are pushed, being so small that the right line between the draft-centers will always fall within these faces, and theywill'therefore tend when pressed together to come closely into contact along theirwhole surfaces, and thus keep the draw-bars strictly in one right line; also, the links and several other parts are so proportioned and shaped that the draw-heads may be best made of cast-iron or cast-steel, the links and radius-bars of wrought-iron or caststeel, the strut and spring-box casing of wrought-iron pipe, and the other parts of cast or forged metal, as desired; that the threads connecting the draw-head, strut, and springboX are the usual pipe-threads, and that the buffer-springs are entirely inelosed.

Having thus described my invention, I claim 1. A draw-bar consisting of the combination of a draw-head, a tubular strut, and a radius-bar, substantially as described.

2. A draw-bar consisting of a tubular strut. a draw-head threaded into one end 'of the strut, and a radius-bar connected through a spring at the other end of the strut, as described.

3. A draw-bar consisting of the combination of the draw-head, a tubular strut, and a jointed radius-bar, substantially as described.

4. A draw-bar consisting of a tubular strut, a draw-head at one end thereof, and a vertically-movable radius-bar at. the other end, substantially as described.

5. In a draw-bar, the combination, with a tubular strut, of a detachable tubular continuation of the same, a buffer-spring located in the chamber formed by the latter, a bar extending through the spring and having a stop at each end, and a pressure-plate adjoining each stop and free to slide on said bar, substantially as described.

6. In a draw-bar, the combination, with a tubular strut, of a detachable tubular extension of the same forming a spring-chamber, stops at each end of said chamber, a free pressure-plate again stthe stop at each end, a buiferspring betweeen the plates, and a radius-bar extending loosely through the spring and plates, but provided with a cross-head or its equivalent on the outside of each plate, whereby a longitudinal movement of the radius-bar in either direction will be cushioned by a compression of the buffer spring.

7. The combination of the strut L, springbox M, cap 0, provided with rectangular opening 0 buffer-spring Q Q, and a radius-bar, consisting of a rectangular portion '8 or S entering said opening, and the cylindrical portion R, the latter connected with the spring-box or strut through the buffer-spring.

8. In a car-coupling, the combination, with the draw-head and the link, of a pivoted stop for the link, a support for holding said stop out of engagement with the link, and a trip operated either upon the withdrawal or insertion of the link to remove the support and allow the stop to assume its operative posi tion.

I 9. The combination,with the draw-head, of a stop mounted upon a horizontal shaft, having its bearings near the forward end of the draw-head and extending therethrough, an arm-rigidly mounted upon said shaft outside of the draw-head, and independent verticallyswinging lever pivoted to the draw-head and upon which the said arm rests, a support for holding said lever in its elevated position, and a trip controlling the support and located inside the draw-head in the manner described.

10. The combination, with a draw-head, of the two oscillating shafts II andJ, extending transversely through the draw-head above and below the link-chamber, a stop for the link mounted upon the upper shaft, and a connection between the two levers outside the draw-head, the lower shaft being provided with a support also located outside the draw head for holding the stop in suspension through the medium of said connections, as Set forth.

11. The combination, with the draw-head, of the two shafts H and J, extending transversely through the same above and below the link-chamber, shaft II carrying stop B. located within the head, and arm E, located outside the head, and shaft J carrying trip G, located within the head, and arm F, located outside the head, and a pivoted lever, as C, on the outside of the head, the arm F hearing against the under side of said lever O, and the arm E against its upper sidc,whereby a movement of the trip G will effect a movement of the stop B, substantially in the manner set forth.

12. A link for car-couplii'igs, consisting of an elongated bar of rectangular form having an opening at each end which receives a stop, the portion of the link between said openings being reduced in thickness.

13. A link for car-couplings, consisting of an elongated bar of rectangular form having an opening at each end which receives a stop, the transverse section of the link forming, approximately, two squares connected by a web.

14. A link for car-couplings, consisting of an elongated bar of rectangular form with curved tapering ends, its width being greater than its thickness and provided at each end with an opening bounded by vertical rightlined sides and semi-cylindrical ends, the metal between the said openings being reduced in thickness to form a web, for the purpose set forth.

15. The construction for attaching the drawbar to the ear-body, consisting of the plate W,

rigidly secured to the car-body, in combination with the plate WV, forming with the plate WV a box to receive the end of the drawbar, a pivot-pin extending vertically through the box and end of draw-bar.

16. The compound link herein described, and for the purpose set forth, consisting of an elongated bar about one-half of which is rectangular in transverse section, formed with a curved tapering end, its width being greater than its thickness, and provided with an opening bounded by vertical right-lined sides and semi cylindrical ends, and the other half having the shape of an ordinary link.

17. The combination, with a pair of abutting draw-heads provided With wide bearingfaces, of an elongated link closely fitting the link-chamber, whereby when two draw-bars connected together are subjected to compressive stress the faces meeting on a pair of their outer edges will tend to cause the draw-bars to approach a right line connecting the draft-centers.

18. In car-couplers, a link of which the bearing-surface against which the stop impinges is semi-cylindrical, in combination with a stop having a correspondingly-shaped bearing-surface, whereby broad right-lined bearing-surfaces are in contact between the stop and link.

In Witness whereof I have hereunto signed my name in the presence of two subscribing witnesses.

GABRIEL LEVERIOH.

WVitnesses:

WM. A. ROSENBAUM, THOMAS K. TRENCHARD.

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Cited By (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US2587810A (en) * 1947-08-08 1952-03-04 Walter O Beyer Spring grip pipe coupling
US2973104A (en) * 1954-01-28 1961-02-28 Nat Malleable & Steel Castings Draft rigging for railway vehicles
US3022060A (en) * 1957-11-06 1962-02-20 Fred E Cook Shock absorber for road graders
US3466024A (en) * 1966-05-03 1969-09-09 Rudolf Spieth Apparatus for tensioning of tension ropes in gymnastic apparatus
US3814266A (en) * 1972-05-01 1974-06-04 Keystone Ind Inc Return spring unit for a railway car
US4674729A (en) * 1985-09-13 1987-06-23 American Standard Inc. Friction shock-absorbing assembly and method of making

Cited By (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US2587810A (en) * 1947-08-08 1952-03-04 Walter O Beyer Spring grip pipe coupling
US2973104A (en) * 1954-01-28 1961-02-28 Nat Malleable & Steel Castings Draft rigging for railway vehicles
US3022060A (en) * 1957-11-06 1962-02-20 Fred E Cook Shock absorber for road graders
US3466024A (en) * 1966-05-03 1969-09-09 Rudolf Spieth Apparatus for tensioning of tension ropes in gymnastic apparatus
US3814266A (en) * 1972-05-01 1974-06-04 Keystone Ind Inc Return spring unit for a railway car
US4674729A (en) * 1985-09-13 1987-06-23 American Standard Inc. Friction shock-absorbing assembly and method of making

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