US700422A - Friction draft-rigging for railway-cars. - Google Patents

Friction draft-rigging for railway-cars. Download PDF

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US700422A
US700422A US9782002A US1902097820A US700422A US 700422 A US700422 A US 700422A US 9782002 A US9782002 A US 9782002A US 1902097820 A US1902097820 A US 1902097820A US 700422 A US700422 A US 700422A
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friction
draft
iron
draw
bar
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John J Hennessey
Peter N Moore
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61G—COUPLINGS; DRAUGHT AND BUFFING APPLIANCES
    • B61G9/00—Draw-gear
    • B61G9/04—Draw-gear combined with buffing appliances
    • B61G9/10—Draw-gear combined with buffing appliances with separate mechanical friction shock-absorbers

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  • Patented may 20,
  • Our invention relates, to friction draft-rig- Io ging for railway-cars. f
  • the object of ourinvention is to provide a friction draft-rigging of a simple and economical,safe, strongefticient, and durable con struction and having its frictional; resistance I5 surfaces or devices directly behind'the drawbar in the line of draft and between the drafttimbers or center sills of the carwithout necessitating any cutting or weakening of the drafts-timbers or sills and 'which will operate ⁇ zo to effectually and properly/cushion either light or heavy blows or shocks in both pulling and bnffing,'and which will at the same time automatically and'certainly and gradu-4 t ally release or return the draw-,bar to position without sticking of the frictional surfaces or devices, however great or violent may be the strains or blows driving, theparts together;
  • Our invention consi'stsin ⁇ they means emtion-face and on its opposite side double-im.
  • Our invention also consists in the novel 7o t construction of parts and devices and in the novel combinationsofparts and devices herein shown or described'.
  • the stationary fric# tion-plate, the transversely-movable frictionblocks and their springs, and the draft-iron or draw-bar extensiomwith its straightffriction face and,double-inclinefriction-faces are all directly behind the draw-bar and in the central line of l draft, no unequal lateral twisting or wrenching strain is produced upon a the draft-timbers orv centerl sills or the side plates or stop castings secured thereto or upon other parts of the draft-rigging, and the pulling and bufling strains, shocks, or blows, which sometimes are very violent, are all taken, exerted, or resisted centrally upon the car, thus securing safety, strength, efliciency, and durability for the draft-rigging.
  • the transversely-movable friction block havingl the double incline friction-faces, under the; action of its spring presses the draft-iron centrally against the stationary friction-plate on Ithe-opposite side of the draft-iron itself, the side plates or 9 5 ⁇ stop-castings, the stationary frictionplate, the friction-blockl and its spring' are all mounted between the draft-timberso1 center sills without spreadingthem farther apart or p altering their customary and approved'shape roo 1 or relation necessary for the strength and security ofthe car and draft-rigging as a whole.
  • the two independentlymovable friction-blocks arranged the one directly behind the other, are adapted to come into action successively or the one after the spring of the other is partly compressed and as the friction-block coming first into action has its friction-faces of a less or sharper angle than the other, this enables the draft-rigging to softly and properly cushion the light strains, shocks, or blows of switching and ordinary usage and at the same time effectually properly cushion and resist the most violent and sudden shocks or blows by the reinforced action of the friction-block having the friction-faces of the greater angle.
  • the sliding friction draft-iron or draw-bar extension has one longitudinally-straight friction side or face engaging a stationary frictionplate, against which it is pressed by the power of the transversely arranged spring or springs acting against a friction-block having inclined faces of a great angle, preferably about forty-five degrees, or an angle exceeding any possible angle of rest for the character of the frictionfaces employed, this spring-pressed great angle friction-block will operate to always insure the certain and free return movement of the draft-iron and draw-bar connected thereto, however great or violent may be the blow or shock on or against the draw-bar and driving or forcing the incline friction-faces against each other,while at the same time the rebound or return movement of the draft-iron or drawbar is always Amade gradual and easy by reason 'of the coperating action of the straight friction-face on the opposite side of the drawbar with the stationary friction-plate.
  • the cooperativo action of the large and small angle friction-blocks also aids in accomplishing this-result of securing a certain but gradual return movement of thedraft-iron and draw-bar without danger of sticking, as the friction-block having the greater or the preferably about forty-five-degree angle insures the starting of the return movement of the draft-iron, While the friction produced by the spring acting against the block having the lesser angle to its friction-faces tends to prevent a quick, violent, or sudden return movement.
  • the double-incline friction-faces on the draft-iron are preferably inwardly projecting and those on the transversely-movable frietion-blocks outwardly projecting, as shown iu the drawings, as this enables the sliding draft-iron to be made more compact and symmetrical in shape and to economize room or space.
  • the stationary friction-plate is preferably located on the lower ⁇ side instead of the upper side of the draft-iron, as shown in the drawings, as this utilizes the space beneath the car-floor and between the sills for the transversely-arranged springs and prevents the springs from projecting below the draft-iron and draw-bar, as they would otherwise do.
  • Figure l is a plan View of a device embodying our invention.
  • Fig. 2 is a central vertical section;
  • Fig. 3, a cross-section on line 3 3l of Fig. l;
  • Fig. 4 a detail plan view.
  • Fig. 5 is a detail horizontal section taken on line 5 5 of Fig. 2;
  • Fig. 6, a detail perspective view of the friction draftiron or draw-har extension;
  • Fig. 7, a detail perspective view showing one of the frictionblocks.
  • Fig. Sis averticalcross-section illustratinga slightly-modified construction;
  • Fig. 9, a plan View of same.
  • Fig. 10 is a plan View; and
  • Fig. ll a central vertical longitudinal section, illustrating a modification.
  • AA represent the drafttimbers
  • a A the center sills
  • A2 the crosssill
  • A3 the buffer-block
  • A4 the buffer-plate
  • A5 the carry-iron of a railway-car
  • B is the draw-bar of the coupler l.
  • This friction draw-bar extension or draft-iron D is a sliding friction draw-bar extension or draft-iron directly in line with the drawbar.
  • This friction draw-bar extension or draft-iron D is preferably made in a separate piece from the draw-bar and is preferably connected thereto by a clip, yoke, or strap b, passing through an eye d in the draw-bar extension or draft-iron D, the head d of'the eye having a rounded face to allow a limited up-and-down or vibrating movement to the coupler and draw-har.
  • the loose fit of this connection also allows for the necessary lateral play of the draw-bar and coupler, and the draw-bar extension or draft-iron D has a straight friction surface or face (le on one ot' its horizontal sides, preferably its lowerside.
  • F F are the side plates or stop-castings, fitting between the draft-timbers or center' sills and securely attached thereto by bolts f5, the same being both preferably cast in one piece or united by the cross-webs F2.
  • G is a stationary friction-plate directly behind the draw-bar and in the central line of draft, the straightfriction-face d2 ofthe drawbar extension or draft-iron D being in sliding frictional engagement therewith.
  • This stationary friction-plate receives and transmits to the draft-timbers or center sills a large portion of the pulling and bu ffing strains transmitted to it from the draw-bar through the friction draw-bar extension or draft-iron and requires to be securely fixed or anchored in position on the car. It maybe so anchored by any suitable means.
  • the stationary friction-plate G is preferably made in a separate piece from the side plates,
  • the angle of the former l being preferably aboutforty-flve degrees and lthat of the latter about thirty degrees.
  • H and H are a pair of transversely-movable friction-blocks having double-incline fric'- tion-faces h h and -h.h, respectively, ,correspending to and bearing Aagainst the doubleinclinefrictionv-faces on the 'draft-iron.
  • the friction-blocks H andH are rectangularin shape and providedwithguide projections ,-1.7112. at their ends which fitfin the vertical l guideWays-or recesses fiinl theframeor stopv25 capable of moving transverselyzor vertically casting F'. so that the'friction-blocks, Whilel in respect to the'draW-bar', are securely held :in position against Vlongitudinal movement With the draw-bar or .its-extension or draft-v.
  • the spring K is arranged to coineinto' acltion'under bothv pulling andbufng strains subsequently to the spring Kethat'is'to say, i after thespring K .isfpartly.compressed.l Thisis preferably accomplished Aby arranging.;

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Vibration Prevention Devices (AREA)

Description

No. 700,422. Patented Maly 20, |902'.
J. J. HENNEssEv a P. N.A Moana. FBICTIUN DRAFT HIGGINS FUR RAILWAYCARS. I
I (Application led Mar. 12, 1902.) (N0 Model.) 4 Sheets-Sheet l.
WIT 55555; I /NVENToRs 1 Wwf'wM/Q THE Nunms Fcrgns co. PNOTu-LITHQ. WASHINGYN. n. cA
No. 700,422. Patented May 20, |902.
J. J. HENNESSEY & P. N. MUORE.
FmcTloN DRAFT mesme Fon nAlLwAvAcAns.
(Application led Mar. 12, 1902.)
4 Sheets-Sheet 2.
(No Model.)
INVENTOR www5.
, AWl TNESSES:
A TTORNE )CS THE Noams PETERS ca.. mura-umn.. wAsHmcn'oN. n. c.
No. 700,422. Patented May 20, |902.
J. J. HENNESSEY" 8. P. [L MOORE.
FITIN DRAFT 'HIGGINS FR (Application filed Mar. 12, 1902").
ma Model.) 4 susan-sheet a.
QU/Ma ,4 5' l Wha/gaf' 6 ATTORNEY.; Q
TH: wams PcreRs co. PMQTaLrmo.. wAsHmnrou. o. c.
N. 700,422. Patented may 20, |902.
.1. J. HENm-:sssv a P. N. 1000m-z. FRIGTIII, DRAFT RIGGING. FDR RAILWAY (JARS.
(Application :tiled Har. 12, 1902.) ("0 "0m-Y I 4 sheefs-sneet 4.
JWM i?" UNITED STATE-s 1PA-TENT fiOFFIcE. f
JOHN J. HENNESSEY PETER N. MOORE, OF MILlVAUKEE, WISCONSIN, ASSIGNORS, BYDIRECT AND MESNE ASSIGNMENTS, TO SAID HENNESSEY AND VILLIA'MI'H. MINER, OF CHICAGO, ILLINOIS.
"ERicTloN DRAFT-Riccmc FOR RAILWAY-crine.y
l ,SPECIFICATION forming part of Leters Patent No. 700,422, dated May' 2o, 1902.
' j pansement March 12,1902. Serin No. 97.a2o.` (N m0ae1.i
To a/ZZ whom, it may concern;
Be it knownthatwe;v JOHN J. HENNEssEY and PETER N. MOOREhcitizens of the United States, residing in-'Milwaukemin the county of Milwaukeeand Stateof'Wisconsin, have invented a new and usefullIrnproveInent in Friction Draft-Rigging for Railway-Cars, of which the following is a specification.
Our invention relates, to friction draft-rig- Io ging for railway-cars. f
The object of ourinvention is to provide a friction draft-rigging of a simple and economical,safe, strongefticient, and durable con struction and having its frictional; resistance I5 surfaces or devices directly behind'the drawbar in the line of draft and between the drafttimbers or center sills of the carwithout necessitating any cutting or weakening of the drafts-timbers or sills and 'which will operate `zo to effectually and properly/cushion either light or heavy blows or shocks in both pulling and bnffing,'and which will at the same time automatically and'certainly and gradu-4 t ally release or return the draw-,bar to position without sticking of the frictional surfaces or devices, however great or violent may be the strains or blows driving, theparts together;
Our invention consi'stsin` they means emtion-face and on its opposite side double-im.
4o cline friction-faces, a stationary friction-plate directly behindihe draw-bar and in the central line of draft in sliding,frictional'engagel ment with the straight friction-face of theL draft-ironor draw-b a'r extension, a transversely-movable friction-block'liaving corresponding double-incline friction-faces, and a transversely-arranged spring acting against said friction-block and centrally pressing the draft-iron'against said stationary friction'- 5o plate. A
It furtherconsists in4 providingthe draftrigging with a second spring acting against a second friction-block having double-incline friction-facescoperatingwithfnrtherdoublei incline friction-faces onthe draft-iron.
It furtherconsists in providing one of said friction-blocks with double-incline frictionfaces having a lessor sharper-an gle than those on the other friction-block and in so constructing and combiningv the parts that one 6o of the springs cornes into yaction after the other is partly compressed,gthe spring which acts againstthe friction-block `having the greater angle coming last into action, so that the lighter shocks or-blows of switching and ordinary use may be first resisted and cushe ioned by the spring Whose friction-block is more easily compressed by reason of the less A angle of the friction-faces thereof.v
Our invention also consists in the novel 7o t construction of parts and devices and in the novel combinationsofparts and devices herein shown or described'.
As in ,our invention the stationary fric# tion-plate, the transversely-movable frictionblocks and their springs, and the draft-iron or draw-bar extensiomwith its straightffriction face and,double-inclinefriction-faces, are all directly behind the draw-bar and in the central line of l draft, no unequal lateral twisting or wrenching strain is produced upon a the draft-timbers orv centerl sills or the side plates or stop castings secured thereto or upon other parts of the draft-rigging, and the pulling and bufling strains, shocks, or blows, which sometimes are very violent, are all taken, exerted, or resisted centrally upon the car, thus securing safety, strength, efliciency, and durability for the draft-rigging.
As in our invention the transversely-movable friction block, havingl the double incline friction-faces, under the; action of its spring presses the draft-iron centrally against the stationary friction-plate on Ithe-opposite side of the draft-iron itself, the side plates or 9 5` stop-castings, the stationary frictionplate, the friction-blockl and its spring' are all mounted between the draft-timberso1 center sills without spreadingthem farther apart or p altering their customary and approved'shape roo 1 or relation necessary for the strength and security ofthe car and draft-rigging as a whole.
As in our invention the two independentlymovable friction-blocks, arranged the one directly behind the other, are adapted to come into action successively or the one after the spring of the other is partly compressed and as the friction-block coming first into action has its friction-faces of a less or sharper angle than the other, this enables the draft-rigging to softly and properly cushion the light strains, shocks, or blows of switching and ordinary usage and at the same time effectually properly cushion and resist the most violent and sudden shocks or blows by the reinforced action of the friction-block having the friction-faces of the greater angle.
As in our invention the sliding friction draft-iron or draw-bar extension has one longitudinally-straight friction side or face engaging a stationary frictionplate, against which it is pressed by the power of the transversely arranged spring or springs acting against a friction-block having inclined faces of a great angle, preferably about forty-five degrees, or an angle exceeding any possible angle of rest for the character of the frictionfaces employed, this spring-pressed great angle friction-block will operate to always insure the certain and free return movement of the draft-iron and draw-bar connected thereto, however great or violent may be the blow or shock on or against the draw-bar and driving or forcing the incline friction-faces against each other,while at the same time the rebound or return movement of the draft-iron or drawbar is always Amade gradual and easy by reason 'of the coperating action of the straight friction-face on the opposite side of the drawbar with the stationary friction-plate. The cooperativo action of the large and small angle friction-blocks also aids in accomplishing this-result of securing a certain but gradual return movement of thedraft-iron and draw-bar without danger of sticking, as the friction-block having the greater or the preferably about forty-five-degree angle insures the starting of the return movement of the draft-iron, While the friction produced by the spring acting against the block having the lesser angle to its friction-faces tends to prevent a quick, violent, or sudden return movement.
The double-incline friction-faces on the draft-iron are preferably inwardly projecting and those on the transversely-movable frietion-blocks outwardly projecting, as shown iu the drawings, as this enables the sliding draft-iron to be made more compact and symmetrical in shape and to economize room or space.
The stationary friction-plate is preferably located on the lower `side instead of the upper side of the draft-iron, as shown in the drawings, as this utilizes the space beneath the car-floor and between the sills for the transversely-arranged springs and prevents the springs from projecting below the draft-iron and draw-bar, as they would otherwise do.
In the accompanying drawings, forming a part of this specification, Figure l is a plan View of a device embodying our invention. Fig. 2 is a central vertical section; Fig. 3, a cross-section on line 3 3l of Fig. l; Fig. 4, a detail plan view. Fig. 5 is a detail horizontal section taken on line 5 5 of Fig. 2; Fig. 6, a detail perspective view of the friction draftiron or draw-har extension; Fig. 7, a detail perspective view showing one of the frictionblocks. Fig. Sis averticalcross-section illustratinga slightly-modified construction; Fig. 9, a plan View of same. Fig. 10 is a plan View; and Fig. ll,a central vertical longitudinal section, illustrating a modification.
In the drawings like letters of reference refer to like parts throughout the figures.
In said drawings, AA represent the drafttimbers, A A the center sills, A2 the crosssill, A3 the buffer-block, A4 the buffer-plate, and A5 the carry-iron of a railway-car, these parts being all of any suitable or customary construction.
B is the draw-bar of the coupler l.
D is a sliding friction draw-bar extension or draft-iron directly in line with the drawbar. This friction draw-bar extension or draft-iron D is preferably made in a separate piece from the draw-bar and is preferably connected thereto by a clip, yoke, or strap b, passing through an eye d in the draw-bar extension or draft-iron D, the head d of'the eye having a rounded face to allow a limited up-and-down or vibrating movement to the coupler and draw-har. The loose fit of this connection also allows for the necessary lateral play of the draw-bar and coupler, and the draw-bar extension or draft-iron D has a straight friction surface or face (le on one ot' its horizontal sides, preferably its lowerside.
F F are the side plates or stop-castings, fitting between the draft-timbers or center' sills and securely attached thereto by bolts f5, the same being both preferably cast in one piece or united by the cross-webs F2.
G is a stationary friction-plate directly behind the draw-bar and in the central line of draft, the straightfriction-face d2 ofthe drawbar extension or draft-iron D being in sliding frictional engagement therewith. This stationary friction-plate receives and transmits to the draft-timbers or center sills a large portion of the pulling and bu ffing strains transmitted to it from the draw-bar through the friction draw-bar extension or draft-iron and requires to be securely fixed or anchored in position on the car. It maybe so anchored by any suitable means. This, however, may preferably be done by providing the frictionplate atits edges vwith notches, recesses, or projectionsg g', engaging correspondingnotches, recesses, or projections f f2 on the side plates, frame, or stop-castings F. The stationary friction-plate G. is preferably made in a separate piece from the side plates,
IOO
IIO
frame, or stop-castings F and removably supported by cross-barsfG, having keys G2. .This
enablesthe draw-.bar extension or draft-iron toy and other parts to be readilyinserted and regle than the former, the angle of the former l being preferably aboutforty-flve degrees and lthat of the latter about thirty degrees.
H and H are a pair of transversely-movable friction-blocks having double-incline fric'- tion-faces h h and -h.h, respectively, ,correspending to and bearing Aagainst the doubleinclinefrictionv-faces on the 'draft-iron. v The friction-blocks H andH are rectangularin shape and providedwithguide projections ,-1.7112. at their ends which fitfin the vertical l guideWays-or recesses fiinl theframeor stopv25 capable of moving transverselyzor vertically casting F'. so that the'friction-blocks, Whilel in respect to the'draW-bar', are securely held :in position against Vlongitudinal movement With the draw-bar or .its-extension or draft-v.
iron. To' maintain the strength of the drawv barextension orfdraftironl.it-.is providedl 1 with'a central longitudinalfwebd, andthe i "friction-'blocks' HH? are-providedwiihcorre; vspending grooves for channels 11.3. .v Each of.I
the friction-blocks H and is also" furnished with'a "seat `htfor` thetlspring, the seat Vcong sisti'ng; preferably, efanlupwardly-projectingmmf l 4. ri
l yI' 'K and Karetransverselyfarranged.springs acting against'thefriction;hlocksHand'HQre! spectivelygarranged intle central line of draft oriinthe vertical planethe'reofand servin'gto', r.press thefrietiondrawebar extension or.dr'aft iron D centrally*againstlthe stationary fric-E tion-plate G; and thuslcausethe Imovementofthefdravv-bar to .bejeushionedby the cornbined resistance of th'esprings-and *the` fricltionof the draft-irony or. extenson;D against 1the stationary frictin-plate Gand Vof it's `ineline friction.- faces 'againstithe.y incline .fricl tion-faces of the transversely-movable fric.-i tion-blocks'Hand H. Inside of. theunain springs K and 1K.' .'smaller, supplemenftal'-L springs lo and klare preferablyr arranged. The upperends 'of the springsbear against springseatsM ,'M, which .are securely. fixed in posi-.I
' tion', preferably bybolts ml extending through the center` sills of :the carand thro ugh'. flan ges.`
or projections m on the spring-seats.
The spring K is arranged to coineinto' acltion'under bothv pulling andbufng strains subsequently to the spring Kethat'is'to say, i after thespring K .isfpartly.compressed.l Thisis preferably accomplished Aby arranging.;
`.the-double inclinesd? d 'which ceactlwifthi the `loloek H, 'somewhat' farther apart than i y the. double iuclines d?" e145 which coperate` With therother friction-hlockiHQso thatthe draw-.bar extension or draft-iron D may .thus havesome longitudinal movement before the springK has begun to be compressed. This enables rus to make both springs K andK of the same length, and We considerthis apreff erable construction to making one ofthe springs shorterpthan the'other, .which would `7 5 be necessary if thedouble -inclines for both friction-blocks were the samedistance apart. To limit the extent of thelongitudinal movement' of. thedraW-barand its extension or draft-iron D, We provide ythe latter 1 with shoulders or stops d6, which engage correspond-ing shoulders or stopsf. on thestation- 'l ary frame or casting F.' l
In Vthe modification illustrated in, Figs. v. 8'and'9 the springseatsor. supports M for85` the upper ends of the springs tobear ,against` are provided with anges or.shoulders. W.ll which abut against corresponding. angesor. shouldersf3 en the frameercasting F.; y In the modification villustrated in',lligs..101915v l and 1l the spring-seats MzM'are. shovvnas'.4 being-made integral Withithefra'me .orleast` f Forconvenie ventionasbeing app ldbetvveensaid side vstationaryfrietio A, bar'in frictional shdingengagement of the-horizontal sides eff said' .df Vtension.or-draft-iron.de l facesonytheopposite side o fromv said stationary.fr ictio lver'sely-'movabl'e friction-*blo k v,havingr corre-. Sponding' double-indi@ frt1on=facea`ude l transversely-arranged stringi-acting, against@ l said friction-blockand centrally; pressing said draft-iron :againstg said stationary friet-io Lplate, .substantially yas specified.' l fl y;
' 2. In arailwaydraft-rigging, thee. mbination .with the draft-timbers or center. sills,zo;f
side plates or stop-castings fitting betvvfaenn.y andt secu-red thereto, d a draw -lbarfhavingfa draft-iron or lextension ingline. thereyvithyand iitting'between saidQside plates' `ingsfastationary. frictionpla thedrawbar and secu red' 1:oV or stop-castings, de ublef on the opposite side ,ofthe draft-iron from the said stationary friction-plate, a `transversely-movablefriction-block having correspending double-incline friction-faces, and a x transversely-arranged spring acting against said friction-block and centrally pressing said draft-iron against said stationary frictionplate, substantially as specified. l
8. In alrailway draft-rigging, the combination with the draft-timbers or center sills, of side plates orstop-castingsfitting between and-secured thereto, a draw-bar and a draftiron in linetherewith and fitting between said sideplates or stop-castings, a stationaryfriction-plate in line with the draw-barand in` frictional sliding engagement with one` of the sides of said draft-iron, aplurality of doubleincline friction-facesion the opposite side of l `tionall slidinglengagement with one of the sides ofthe draft-iron, double-incline frictionfaces on the opposite side of `the draft-iron from said stationary friction-plate, a transversely-movable friction-block. having corresponding double-inclinefriction-faces, and a transversely-arranged spring acting against said friction-block and centrally pressingsaid draf t-iron against said stationary friction surface or plate,` substantially vas specified.
5, In a railway draft-rigging, the combina-4 tion with adraw-bar, of a draft-iron infline` therewith, a stationaryi friction surface or `plate in line with the draw-bar and in sliding engagement with one of the sides of the draft-iron, a plurality of double-incline friction-faces on the opposite side of the draft-` iron from saidstationary friction-plate, a plu- `rality of transversely-movable friction-blocks` each` `having corresponding double -incline friction-faces, and a plurality of transverselyarranged springs acting against said transversely-movable friction -blocks and centrally pressing saidldraft-iron against said stationary friction surface or plate, substantially as y specified.
6. In a railway draft-rigging, the combina-` -tion with a draw-bar of a draft-iron in line therewith, a stationary friction surface or plate in line with the draw-bar and in sliding engagement with one of the sides of the draftiron, a plurality of double-incline friction-I faces on the opposite side of said draft-iron from said stationary friction-plate, a plurality of transversely-movable friction-blocks each having corrcspondin g double-incline frictionveofiee l faces and a plurality of transversely-amanged springs acting against said transversely-movable .frictionblocks. ,and centrally pressing said draft-iron against said stationary friction surface or plate, the' double inclines on one of said friction-blocks having a snug fit and on the other a loose' fit with the double inclines on the draft-iron sothat one of `the springs may be partially compressed before the other comes intojaction in both pulling and bufting, substantially asspecified. Y
e .7. In a railway draft-rigging,the combination with a 'draw-bar,.of,a draft-iron in lino therewith, a stationary friction surface, or plate in line with' the draw-bar and in sliding engagement with one side of `said draftiron, a. plurality of double-incline frictionfaceson the opposite side. of said draft-iron from said stationary friction-plate, a plurality of transversely-movable friction-blocks each having corresponding double-inclino friction-faces and a plurality of transverselyarranged springs .acting against said transversely-movable friction-blocks and centrally pressing said draft-iron against said stationary friction surface or plate, the double-incline friction-faces of and for one of said blocks being of a less angle than the doubleincline friction-faces of and for the other friction-block, substantially as specified.
8. In a railway draft-rigging, the combination with a draw-bar, of a draft-iron in line therewith, a stationary friction surface or plate in line with the draw-bar and in sliding engagement with one side of said draftiron, a plurality of double-incline frictionfaces on the opposite side of said draft-iron from said stationary friction-plate,aplurality of transversely-movable friction-blocks each having corresponding double-incline faces and a plurality of transversely arranged springs acting against said transversely-movable friction-blocks and centrally pressing said draft-iron against said stationary friction surface or plate, one of said frictionblocks coming into action after the spring of the other is partially compressed and the `double-incline friction-faces of the block coming last into action, being of a greater angle than those `ofthe other friction-block, substantially as specified.
9. In a railway draft-rigging, the combination with a frame or casting fitting between and secu red to the draft-timbers or centersills of a car and having thereon a stationary friction surface or plate, of a draw-bar, a draftiron in line with the draw-bar and having one of its sides in sliding engagement with said friction surface or plate on said frame or casting and having on its opposite side doubleincline friction-faces, a transversely-movable friction-block having corresponding double- .incline friction-faces and a transversely-arranged springv acting against said frictionblock and centrally pressing the draft-iron against said stationary friction surface or plate on the housing, said spring, friction- IIO IZO
iron, a plurality of double-incline frictionfaces on the opposite side of the draft-iron from said stationary f riction-plate,a plurality of transversely-movable friction-blocks each having correspond ing double-incline frictionfaces, and a plurality of transversely-arranged springs acting against said transversely-movable friction-blocks and centrally pressing said draft-iron against said stationary friction surface or plate, said frictionfblocks each having a rectangular base fitting corresponding guideways in the side plates or stop-castings, substantially as specified.
17. Inarailwaydraft-rigging, the combination with a draw-bar, of a draft-iron in line therewith, a stationary friction surface or plate in line with the draw-bar and in sliding engagement with one of the sides of the draftiron, a plurality of double-incline frictionfaces on the opposite side of the draft-iron from said stationary frictionplate, a plurality of transversely-movable friction-blocks cach having correspondingr double-incline frictionfaces, and a plurality of transversely-arranged springs acting against said transversely-movable friction-blocks and centrally pressing said draft-iron against said stationary friction surface or plate, said frictionblocks each havinga rectangular base fitting corresponding guideways in the side plates or stop-castings, and provided with a circular rim to receive the spring, substantially as specified.
1S. In a railway draft-rigging, the combination with a draw-bar, of a draft-ironin line therewith, a stationary friction surface or plate in line with the draw-bar and in sliding engagement with one of the sides of the draftiron, a plurality of double-incline frictionfaces on the opposite side of the draft-iron from said stationary friction-plate, a plurality of transversely-movable friction-blocks each having corresponding double-incline frictionfaces, and a plurality of transversely-arranged springs acting against said transversely-movable friction-blocks and centrally pressing said draft-iron against said stationary friction surface or plate, said frictionblocks each having a rectangular base fitting corresponding guideways in the side plates or stop-castings and said stationary frictionplate being removably secured to the side plate or stop-castings, and having shoulders or stops engaging.corresponding shoulders or stops on the side plates or stop-castings, sul)- stantially as specified.
JOHN J. IIENNESSEY. PETER N. MOORE.
Witnesses:
JOHN J. CROWLEY, JAMES E. MEHAN.
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