US707501A

US707501A - Draft-rigging.

Info

Publication number: US707501A
Application number: US9003402A
Authority: US
Inventors: Walter E Coffin
Original assignee: National Malleable Castings Co
Current assignee: National Malleable Castings Co
Priority date: 1902-01-16
Filing date: 1902-01-16
Publication date: 1902-08-19
Anticipated expiration: 1919-08-19

Description

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W. E. COFFIN.

DRAFT RIGGING.

Application led Jan. 16, 1902.) (No Model.) 3 Sheets-Sheet 2.

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No. 707,`50|. Patented Aug. I9, |902.

W. E. COFFIN.

DRAFT RIGGING.

(Application filed Jan. 16, 1902.)

3 Sheets-Sheet 3 (No Model.)

l wlrNEssEs v mugsuns Psrsns co, PwoTaLlrH IVALTER E. COFFIN, OF CLEVELAND, OHIO, ASSIGNOR TO THE NATIONAL MALLEABLE CASTINGS COMPANY, `OF CLEVELAND, OI-IIO, A CORPORA- TION OF OHIO.

DRAFT-RIGGING.

SPECIFICATION forming part of*Lette1s Patent NO. 707,501, dated August 19, 1902. Application filed January 16, 190.2. Serial No. 90,034. (No model.)

To all wiz/0m it may concern:

Be ,it known that I, WALTER E. Corwin, of Cleveland, Cuyahoga county, Ohio, have invented a new and useful Draft-Rigging, of which the following is a full, clear, and exact description, reference being had to the accompanying drawings, forming part of this specification, in which- Figure 1 shows in plan view a draft-rigging constructed in accordance with myinvention. Fig. 2 is a side elevation, the car-frame being in longitudinal section. Fig. 3 is a front elevation, the draw-bar 24 being in vertical cross-section on the line III III of Fig. 1. Fig. 4 is a vertical longitudinal section on the line IV IV of Fig. 1. Fig. 5 is a vertical crosssection on the line V V of Fig. 4. Figo is a cross-section on the line VI VI of Fig. 1. Fig. 7 is a plan view of the carry-iron I show in the drawings my invention asapplied to the construction of a tank-car adapted to carry a tank B. It will be understood, however, that by suitable modifications the invention may be adapted to use on oars of other construction and employed for other purposes.

In the drawings, 2 is the end sill, and 3 the head-block, of the car.

4 4 are the longitudinal sills, and 5 is the body-bolster, which is shown as a metal bolster, but which maybe otherwise constructed.

6 6 are the draft-irons between which the movable parts of the draft-rigging are contained. They extend longitudinally of the car and are upheld at the front end by bolts 7 8 or other suitable means attached to the end sill, and at the rear end they iit in pockets 9, formed in a plate or casting 10, which is secured to the body-bolster 5, preferably by bolts 11, which pass through the ends of the draft-irons, through the pocket-plate 10, and through the body-bolster. The pocketplate may also be held to the body-bolster by supplemental bolts 11'. By thus holding the draft-irons in place the structure is rendered rigid and compact and is enabled to resist the strains of use better than heretofore. At the rear side of the body-bolster 5 is another pocket-plate 12, having pockets 13, adapted to receive the ends of the butling-timbers which extend between the body-bolster and the needle-beams. The pocket-plate 12 may be held by the same bolts 11 which pass through the pocket-plate 10.

On the top of the draft-irons 6 are formed projecting separating-blocks 14, which fit between the end sill and head-block and act as spacing-blocks therefor and serve to receive and transmit to the end sill and head-block the bufting and pulling. The head-block 3 is also provided with a cast frame 15, which is setupon the head-block and end sill and has a downwardly-projecting portion 15', which ts between these parts and serves a function analogous to that of the part 14. The frame 15 may also be formed with a lateral socket 15a, constituted by projecting anges on the casting.` This socket receives the end of the deck-board and enables it to be supported without other fastening devices, if desired. The frame 15 is preferably held to the part 14 of the draft-irons by vertical bolts 16 and to the end sill by horizontal bolts 17.

At the front side of the end sill is a buftingplate 18, having a projecting bufiing portion 19 and projecting laterally therefrom to a considerable distance, so as to distribute over a wide surface of the end sill the blows which are received in bufiing. On the under side this buffing-plate 18 is formed with lips 20, constituting, with the central buffer, recesses in which the upper portions of the draft-irons o at their forward ends fit. The purpose of this is to afford efficient means for preventing spreading of the draft-irons. On the opposite inner faces of the draft-irons I apply spacing or chafing blocks 21, having transverse lugs 21', through which pass vertical bolts 22, which may also serve to support the carryiron 23. These blocks afford spacing and chaiing surfaces for the draw-bar 24, and as they are easily removable they can be taken out and substituted by others for the purpose of changing the effective width of the `space between the draft-irons in which the draw-bar can be moved laterally. This is a feature of importance, becauseit enables the device to be easily adapted to draw-bars of dierent widths.

For the purpose of increasing the strength of the bufling-plate 18 I preferably provide it with a flange 18, which extends back horizontally under the end sill and is held thereto by bolts 7 8. The forward ends of the draftirons fit under and against this flange 18. Forthe purpose of enabling the parts to be drawn together lengthwise of the car in the event of shrinking of the end sill I prefer to construct them so that there shall be a space 25 between the edge of the lian ge and a shoulder on the draft-iron, which will permit relative motion of the parts in such adjustment,

and for a like purpose I prefer to make the bolt-holes in the flange 18 oblong in form.

The springs and followers 26 27, which constitute the moving parts of the draft-rigging, are placed between the draft-irons and between the members of the yoke 28, whose arms are above and below the springs and followers, and which is fixed to and projects from the draw-bar. For the purpose of inserting and removing the springs and followers I provide the draft-irons with lateral openings or windows 29, which can be closed by covers 30, set between flanges at the ends of the windows and held thereby by bolts 31. The yoke 28 is supported by a carry-iron 32, which extends horizontally across the space between the draft-irons and is held by bolts 33, which pass through lugs on the carry-iron. This carry-iron is preferably provided with upwardly-extending cheeks 34, preferably of rounded form at the inner sides, Fig. '7, which are adapted to constitute bearing-surfaces for the sides of the lower branch of the yoke. They afford a pivotal bearing upon which the yoke can turn, and being situated at the middle of the yoke the radius between this bearing and the rivets which secure the yoke to the draw-bar is short and the strain on the rivets is reduced to a minimum. The supporting of the yoke by the carry-iron I believe to be new. Its importance is that it provides an independent support for the yoke and draw-bar, and thus takes the weight of these parts from the followers and springs. It enables the followers and springs to be removed for the purposes of repair without allowing the rear end of the outer end of the yoke to drop and without removing the drawbar and yoke from their place on the car. The carry-iron serves as a spacing-block between the lower portion of the draft-irons, and when it is desired to remove the draw-bar and yoke the carry-iron, is readily detachable by loosening the bolts which secure it.

Between the springs of the draft-rigging I prefer to interpose a spacing-piece 35, which iits in the Vertical space between the parts of the yoke. This not only serves to hold the springs in their proper position, but it also l serves as a stop to prevent the approach of the followers beyond thedesired limit, and thus to prevent undue compression of the springs.

Within the scope of my invention as defined in the claims modifications maybe made in the construction and arrangement of -the parts, since What I claim is- 1. The combination of draft-irons, end sill and head-block, of separating-blocks formed on the draft-irons, iittin g between the end sill and head-block; substantially as described.

2. The combination of the head-block and end sill, and a frame set on these parts and having a separating portion which fits between them, and having also a lateral socket to receive a deck-board; substantially as described.

3. The combination with an end sill, of a buffing-plate formed with a central buffer, and with lips 2O at each side of the buer adapted with the buffer to constitute spaces for the draft-irons which bear at one side against the buffer and at the other side against the lips; substantially as described.

4. The combination with an end sill, of a buffing-plate formed with a central buffer, and with lips 2O at each side of the buffer adapted with the buffer to constitute spaces for the draft-irons which bear at one side against the buffer and at the other side against the lips, said buffng-plate having laterallyprojecting portions extending along the end sills and adapted to distribute the bufting blows; substantially as described.

5. The combination with the draft-irons, of chaiing-blocks removably set on the opposite inner faces of the draft-irons, said changblocks having transverse lugs and vertical bolts passing through the lugs and securing them to the draft-irons; substantially as described.

6. The combination with the draft-irons, of chating-blocks removably set on the opposite inner faces of the draft-irons, said chafingblocks having lugs and bolts passing through the lugs and securing them to the draft-irons, and a carry-iron also held by said bolts; substantially as described.

7. The combination with the end sill, of a bufng-plate applied thereto and having a flange extending under the end sill, and a draft-iron fitting under said ange and against the same, a space being afforded between the edge of said flange and a shoulder on the draftiron for adjustment; substantially as described.

8. The combination of a draft-iron having a lateral opening or window for removal of the springs, a draw-bar and a yoke having its arms above and below the spring mechanism, and a carry-iron supporting the yoke; substantially as described.

9. The combination of a draft-iron having IOO IIO

a lateral opening or window for removal of l In testimony whereof I have hereunto set the spring, a. draw-bar, a yoke having arms my hand. i

above and below the spring aording a, lateral opening for its removal, and a carry-iron WALTER E' LOFFIN supporting the yoke and having cheeks which Witnesses:

constitute lateral bearings for the yoke; sub- HERVEY F. POPE,

stantially as described. D. WV. CALL.