US563283A - Draft-rigging for railway-cars - Google Patents

Description

(NQ Model.) 2 sheets-'Sheet 1.

. P, L. LAM-KEY. DRAFT RIGGING FOR RAILWAY GARS.

No. 563,283. E, j' 1` amenwg1` July 7, 1896.

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P. L. LAMKEY. DRAFT RIGGING FOB. RAILWAY GARS.

No. 563,283. y I Patented'July 7, 1896.

0 a a o l@ u /ZQ 'I V Il ""un mum ""*ml ml" l n um m' 'I' l Y 6 ff I UNITED STATES I PATENT OFFICE.

FRANK L. LAMKEY, OF ST. LOUIS, MISSOURI, ASSIGNOR OF ONE-HALF TO PETER H. MURPHY, OF EAST ST. LOUIS, ILLINOIS.

DRAFT-RIGGlNG FOR RAILWAY-CARS.

SPECIFICATION forming part of Letters Patent No. 563,283, dated July '7, 1896. Application filed November 6, 18Q5.` Serial No. 568,079. (No model.)

To aZZ whom t may concern:

Be it known that I, FRANK L. LAMKEY, a citizen of the United States, residing at the city of St. Louis, State of Missouri, have invented a certain new and useful Improvement in Draft-Rigging for Railway-Cars, of which the following is a full, clear, and exact description, reference being had to the accompanying drawings, forming part of this specification, wherein- Figure l is a plan View of my improved draft-rigging. Fig. 2 is a front elevational view of the same, partly in section. Fig. 3 is a side elevational View of the same. Fig. 4 is a bottom plan view of the draft-rigging. Fig. 5 is a detail view of'on'e of the draftbraces. Fig. 6 is a det-ail View of the combined dead-wood and carrying-arms'as being made in one piece. Fig. 7 is a detail of the liners which are arranged in the draw-head opening in the carrying-arms. Fig. 8 is a detail view of the side body-bearing and its adj ustin g-lin er.

This invent-ion relates to a new and useful improvement in draft-rigging for railwaycars, the object being to construct a draftrigging which will be simple, strong, and compact, and one which, when in use, will require but little attention by reason of its non-lia bility of becoming disarranged.

Vith this object in view the invention consists in construction, arrangement, and combination of the several parts, all as will hereinafter be described, and afterward pointed out in the claims.

In the drawings, A indicates the end sill, B the outside sills, O the intermediate sills, and D the draft-sills, of the framework of an ordinary car.

E indicates the body-bolster, which is secured to the under side of these sills a suitable distance from the end sill, which bolster has formed at about its middle a center bearing through which is passed the king-bolt for the truck. This bolster consists of a main vertical web, which is preferably centrally disposed, and an attaching base-flange e. The main web is braced at suitable points by the lateral web e. The bolts which secure the base-liange to the sills are preferably placed as far apart from each other as possible in order to preserve the strength of the sills, and to strengthen the tops of the sills I arrange plates F, through which said bolts pass, said plates acting as washers for the bolts. Arranged on the lower edge of the main web, at proper points, are lugs or ears e", which are preferably perforated to receive pins or projections g, extending upwardly from the side bearing-plates G.

Side bearing-plates G are made adjustable by liners H, arranged therebetween, and the lugs e" and are held in their adjusted positions by Cotter-pins passing through holes in the upwardly-extending projections above the lugs. By this arrangement, when the sidebearing-plate surfaces are worn, they are removed and one or more liners H are inserted to build up the bearing.

I indicates the draft-irons, which are preferably duplicates of each other, and are secured on the lower sides of the draft-sills. These draft-irons are of inverted-L shape in cross-section, and are secured in place by bolts passing through the horizontal members, the draft-sills, and through strap-irons .I on top of the sills, which strap-irons act as washers and give strength to the structure. The horizontal members of thesey draft-irons are cut away near the rear ends and formed with a reduced portion in its vertical web, in which lits the horizontal base and main web of the body-bolster, the draftiron being received in a cut-away portion' of the body-bolster for this purpose. Lips t' are formed on the draftirons to aiford a more extended bearing-surface against the main web of the body-bolster and toadd strength to the parts at this point.

K indicates 'alining lugs extending from the inner faces of the draft-irons and formed with a central opening to receive the tail-bolt of the draw-bar, said lugs acting as a seat for the draw-bar spring.

The forward' ends of the vertical webs of the draft-irons are slotted, as at i', for the passage of the cross-bar of the continuous draw-bar attachment.

L indicates a combined dead-wood and carrier-arm which is fitted over the forward ends of the draft-irons and secured thereon by bolts which pass therethrough and through IOO the horizontal iianges of the draft-irons. This dead-wood also receives the ends of the bracerods, which extend longitudinally of the car. The openings for these rods are shown in the drawings, but not the rods themselves.

As stated before, block L foims the deadwood and carrier-arms combined. The deadwood, as is understood in ordinary constructions, consists of a block of hard wood faced with an iron plate, through which passes the brace-rods. This block rests solidly against the end wall of the car, which is secured to the end sill. The term carrier-arm7 or carrying-arm 7 relates to a U -shaped bar of iron which is bolted to the under side of the dead-wood to support the coupler. There are many objections to this old form, by reason of its non-stability, insecurity, and liability to become disarranged. Itis considered unnecessary to give a catalogue of these objections, a-s they are too numerous to recite. It is sufficient to say that they exist, andthe commonest is generally conceded to reside in the carrying-arm becoming detached, in which event the coupler drops, and when attempt is made to couple with a running switch the coupler, being below the line, will not couple, but act as a lever to wrench the sills out of place, frequently with disastrous results. My combined dead-wood and carrier-arm obviates this objection and insures the proper position of the coupler at all times. The opening for the draw-bar is provided with bottom and side lin ers, which may be removed when worn and new ones inserted. The bottom liner M is form ed with recesses in its ends, through which passes a reduced extension on the lower end of the side liners N. These side liners,as shown in Fig. 7,are flattened to afford a wear-surface for the draw-bar. They are introduced in openings in the top of the deadwood, and are held in place by Cotter-pins, which pass through their lower ends below that portion of block L which performs the function of the carrier-arm.

I am aware that many minor changes in the construction, arrangement, and combination of the several parts of my device may be made and substituted for those herein shown and described without in the least departing from the nature and principle of my invention.

Having thus described my invention, what I claim, and desire to secure by Letters Patent, is-

l. A body-bolster which is substantially T- shaped in cross-section, and having a center bearing about its middle and perforated lugs on its main web, all made of one piece, in combination with a side bearing-plate provided with extensions which fit in the perforations of said lugs, and liners; substantially as described.

2. The combination with a bodybolster, and draft-irons whose rear ends pass through openings in said bolster, said draft-irons having lips t' on each side of the bolster to afford a more extended bearing-surface; substantially as described.

8. The combination with a body-bolster which is formed with a securing-flange and a central vertically-disposed web, of draft-irons of substantially inverted-L shape which are secured to the sills of the car and whose rear ends pass through openings in the body-bolster, the horizontal members of said draftirons being cut away to receive the base-flan ge of the body-bolster, the vertical portions of which draftirons are recessed to receive the vertical webs of the body-bolster; substantially as described.

4. The combination with a bolster, of draftirons, the rear ends of which engage said bolster, and an integral dead-wood and carrierarm with which the front ends of the draftirons engage; substantially as described.

5. The combination with a bolster, of inverted-L-shaped draft-irons whose rear ends iit in openings in the bolster, and alining projections on said irons for receiving the tailbolt of the coupler; substantially as described.

G. The combination with the draft-irons, of an integral dead-wood and carrying-arm mounted on their front ends, said dead-wood and carrying-ar1n being formed with an opening for the draw-bar, and liners in said open ing; substantially as described.

7. The combination with an integral deadwood and carrying-arm, which are provided with an opening for the drawbar, of a liner having recesses in its ends, arranged in the bottom of said opening, and side liners which are introduced from above and which have projections ext-ending through the recesses in the bottom liner to hold the latter in place; substantially as described.

S. The herein-described combined deadwood and carryin garm, formed with an opening to receive the coupler, and socketed openings to receive the front ends of the draft irons; substantially as described.

In testimony whereof I hereunto affix my signature, in presence of two witnesses, this 30th day of October, 1895.

FRANK L. LAMKEY. lVitnesses:

F. R. CoRNwALL, HUGH K. VAGNER.

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