US663463A - Draft-rigging for cars. - Google Patents

Description

No. 663,463. Patented nec. u, |900.

E. Pussgm.`

DRAFT RIGGING FR CARS.

(Application led-,Juna 21, 1900.) (No Model.) n' 4 Sheets-Sheet l.

Illll 1: lllllln IWI . 1 MMM l UMQQQMQ i w: mams frans co, mom-uwe. msmvmm n No. 663,463. l Patented Dec, Il, |900.

E. POSSUN.

DRAFT RIGGING FOR CARS.

(Application led June 21, 1900.)

4 Sheets-Sheet 2.

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No. 663,463. Patented nec. |900.x E. Passen.

DRAFT RIGGING Fon cAns.

(Application led June 21, 1900) (No Model.) 4 Sheets-Sheet 3.

1w. mams PETERS cu. wmaumo. mwmcmw n No. 663,463. Patented Dec. Il, |900.

y E. POSSUN. DRAFT RIGGING FUR CARS.

(Application filed June 21, 1900.) (No model.) 4 sheets-sneer 4.

Unire raras ATENT Prion.

EDWARD POSSON, OF S'I. PAUL, MINNESOTA, ASSIGNOR OF ONE-HALF ALFRED LOVELL, OF SAME PLACE.

DRAFT-RIGGING FOR CARS.

SPECIFICATION formingpart of Letters Patent No. 663,468, dated December 11, 1900.

Application filed J'tme 21, 1900. Serial No. 21,080. (No model.)

To tI/Z whom t may concern:

Be it known that I, EDWARD POSSON, a citizen of the United States, residing at St. Paul, in the county of Ramsey and State of Minneseta, have invented certain new and useful Improvements in Draft-Riggingfor Cars; and I do hereby declare the following to be a full, clear, and exact description of the invention, such as will enable others skilled in the art to which it appertains to make and use the same.

My present invention has for its object to provide an improved draft-rigging for cars; and to this end it consists of the novel devices and combinations of devices hereinafter described, and delined in the claims.

The .invention is illustrated in the accompanying drawings, wherein like characters indicate like parts throughout the several Views.

Figure l is a plan View of the improved draft-rigging, some parts being broken away. Fig. 2 is a side elevation of the draft-rigging with one of the draft-timbers removed and some of the parts sectioned. Fig. 3 is a vertical longitudinal section taken approximately on the line 003 or); of Fig. l. Fig. 4 is a plan View showing the draft-timbers and the socalled draft bridge or frame, other parts of the draft-rigging being removed. Fig. 5 is a vertical section on the line m5 m5 of Fig. l. Fig. 6 is a transverse section on the line 906066 of Fig. l, and Fig. 7 is a transverse vertical section on the line Q07 fr? of Fig. l.

The numeral l indicates the draft-timbers of the car-body, and the numeral 2 indicates the draft-bar of the coupler, which draft-bar is shown as terminated at its inner end in an approximately cubical head 3. struction I employ what I term a draft bridge or bridges draft-frame in lieu of the ordinary draft-box. This draft-bridge is in the drawings illustrated as designed for a tandem arrangement of springs and followers and is indicated as an entirety by the letter ct, the same being made up principally of longitudinally-extended parallel side bars a', connected by transversely-extended and integrally formed hollow beams a2, against which the strains communicated to the followers are thrown, as hereinafter described. On their outer faces and in line with the ends In this con-A of the bridge-beams o2 the side plates or bars al are formed with vertically-elongated lugs or projections o3, that fit countersunk seats lu in the form of vertical grooves cut in the inner faces of the draft-timbers l and opening at the lower edges thereof, so as to, permit the draft-bridge to be placed in working position by forcing the same upward between the draft-tim bers. Flanges a4 preferably run from the tops of the upper and bottoms of the lower portions of the lugs a3 to the adjacent edges of the draft-plates a. Heavy nutted bolts 4. are passed transversely and horizontally through the draft timbers l and through the alined lugs a3 and beams a2 of the draft-bridge o.. These bolts, however, receive but little of the draft and bumping strains, as such strains are taken principally by the countersunk or embedded lugs a3.

The draft-yoke or stirrup extension of the draft-bar 2 is made up of two sections b, united at their inner ends 'at b by means of short nutted bolts b2 or other suitable devices, and at their forward ends they are formed with pockets b3, that receive and closely nt the upper and lower portions of the cubical head 3 of the draft-bar 2. Vertically-disposed and nutted bolts c are passed through the outer ends of the stirru p-sections b and through the head b3 of the draft-har 2 to detachably but rigidly secure said parts together. Again, at this point the draft and bumping strains are taken principally between the head 3 and the pockets b3 of the stirrup-sections b, and thus the bolts c are relieved to a very considerable extent from the sheering strains that would Otherwise be put upon them.

When the stirrup or draft-yoke o is applied in working position, it completely embraces longitudinally and in a vertical plane the socalled draft-bridge a, and it is provided in the vicinities of the transverse beams o2 of said draft-bridge with upper and lower bearing-surfaces b4, that closely engage the said beams b2 and guide the draft-bar and its stirrup for longitudinal movements in a horizontal plane, while permitting the same slight oscillations in a horizontal plane. The guidesurfaces b4 terminate in outwardly-extended shouldersb, againstwhich the followers f are pressed by coiled springs g. The followers f IOO are preferably circular in form, and to form pockets to receive and guide the said followers f and the springs g the yoke-sections?) are formed between the opposing shoulders b5 with segmental seats b5. Advisably the followers f are formed with hubs f', which engage and hold in place the inner coils of the coperating springs g.

The inner shoulders b5 are spaced apart the length of the central guide-surfaces b4, so that the two intermediate followersfare normally held against or close to the opposite sides of the central beam a2 of the draft-bridge a. The outer guide-surfaces b4 of the stirrup-sections b are m uch longer than the outer bridge-beams a2 are wide, so that these movements of the draft-bar and its yoke which are necessary under the bum ping and draft strains are permitted and the shocks are all taken upon or cushioned by the springs g. The distance between the shoulders lf at the terminals of the segmental seats ZJ is equal to the distance between adjacent bridge-beams d2, so that normally the outer followersfare pressed against or stand close to the inner sides of the outer bridge-beams a2.

With the above construction it will be 0bvious that both the bu mping and draft strains will be thrown simultaneously onto both of the springs and that all of such strains will be transmitted through the said springs and the followers f to the transversely-extended beams d2 of the draft bridge or frame a.

The above-described draft-rigging is applicable either to a car having draft-timbers or to a carin which no draft-timbers are provided, in which latter case the draft-bracket would be direct-ly secured to the center sills of the car.

In the preferred construction above described both the draft bridge or frame and the draft yoke or stirru p are illustrated as of malleable iron, and they are consequently ribbed and cored out so that all parts thereof are comparatively thin, as is required for malleable-iron construction, The said parts might, however, as well be of cast-steel.

The draft-rigging above described may be removed from the car as an entirety by withdrawing the bolts a and forcing the bridge or frame a down ward. It may be applied in working position after the parts are put together by reverse action. The draft-barmay be removed froni working position without removing the bridge or frame a simply by separating the sections b of the yoke or stirrup.

It will of course be understood that the draft-rigging above described is capable of considerable modification within the scope of 2.\The combination with the integrallyformed skeleton draft-bridgefhaving integrally-formed transverse beams a2, of a draftbar having a yoke or stirrup embracing the" said bridge-beams a2, bolts passed through said bridge-beams a2 and the car-beams to which said bridge is secured, and draftsprings and followers compressed between said bridge-beams a? and shoulders on the said yoke or stirrup, substantially as described. 1

3. The combination witha horizontally-extended draft bridge or frameA having transverse beams a2, of a draft-bar provided with a separable draft yoke or stirrup embracing said bridge-beams d2 and formed with segmental follower seats, circular followers within said seats coperating with said bridgebeams and shoulders of said stirrup, and a spring or springs compressed between said followers, substantially as described.

4. The combination with the integrallyformed draft-bridge a, having the transverse beams a2, of the draft-bar provided with the separable yoke or stirrup b having the bearing-surfaces b4, shoulders b5 and spring-seats Z9, the followers f within said seats b, and the springs g pressing said followers against said shoulders b5, substantially as described.

5. The combination with the horizontallyextended and integrally formed skeleton draft bridge or frame d having the transverse beams a2 and vertically-extended lugs a3, of bolts passed through said beams a2 and lugs 01,3, for the purpose set forth, the draft-bar 2 having a separable yoke embracing said bridge-beams a2 and supported thereby, and springs and followers seated in said draftyoke and coperating with said bridge-beams a2, substantially as described.

In testimony whereof l affix my signature l in presence of two witnesses.

EDWARD POSSON. Witnesses:

M. M. MCGRARY, F. D. MERCHANT.

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