US785212A - Draft-rigging. - Google Patents

Description

PATENTED MAR. 21, 1905.

E. W. HARTOUGH.

DRAFT RIGGING.

APPLICATION FILED APR. 30, 1904.

2 SHEETS-SHEET 1.

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4 MW 6 0 w A UNITED STATES Patented March 21, 1905.

PATENT ()FFICE.

DRAFT-RIGGING- SPECIFICATION forming part of Letters Patent No. 785,212, datedMarch 21, 1905.

Application filed April 30, 1904- Serial No. 205,681.

T0 at whom it may concern:

Be it known that-I, EDWARD W. HARTOUGH, a citizen of the United States, residing at Thayer, in the county of Oregon and State of Missouri, have invented certain new and useful Improvements in Draft-Riggings,of which the following is a specification.

My invention relates to improvements in draft-riggings; and one of my objects is to arrange the draft-springs of the rigging and their carrying mechanism is such a way that the resistance of the springs will vary to a greater degree from their initial to final com-- pression than has hitherto been obtained. This object is attained by causing the springs to act with the resiliency of one long spring during their initial compression, then by holding one spring at the point of initial compression while its companion is undergoing intermediate compression, and by the final compression of both springs when the rigging is subjected to great tractive or compressive force. By thus rendering the inital action of the springs more responsive to tractive or compressive force than heretofore it is evident that the wearing qualities of the rigging will be greatly prolonged, as the several parts will be relieved of the sudden impacts and strains. to which ordinary draft riggings are subjected.

The above and other advantages of the invention will hereinafter appear, and in order that it may be readily understood reference will now be made to the accompanying drawings, in which p Figure 1 represents a side elevation of my draft-rigging secured to the draft-timbers of a car, the several parts of the draft-rigging occupying their normal position. Fig. 2 is an inverted plan view of the same. Fig. 3 is a longitudinal sectional view taken on line III III of Fig. 2. Fig. 4 is a detail perspective view of a cage forming part of the invention. Fig. 5 is a detail perspective view of a backstop forming part of the invention. Fig. 6 is a detail side elevation of one of the draft-arms forming part of the invention. Fig. 7 is a front elevation of the same, showing the manner in which its forward end is attached to the sills of the car. Fig. 8 is a longitudinal section of the force.

In said drawings, 1 designates the draftsills, abutting at their forward ends against end sills 2, located in the rear of dead-Wood 3.

l designates draft-timbers secured to the under side of the two draft-sills and terminating a suitable distance in the rear of the forward ends of the latter.

5 designates a carrying-iron secured to the under side of the dead-wood,

6 designates a pair of draft-arms bolted to the under side of the two draft-sills, comprising horizontal portions 7, arms 8, depending from the forward ends of the horizontal por- 5 tions, rearward extensions 9, resting in the upper forward ends of draft-timbers 4L, and rectangular depending loops 10, the rear ends of which abut against the adjacent ends of the draft-timbers.

11 designates a U-shaped brace secured at its lower portion to the lower terminals of arms 8 and at its upper opposite ends to intermediate sills 1".

12 designates a U-shaped anchor secured to the top of thedraft-sills l and provided near itslower depending ends with apertures 13, which register with the apertures formed by loops 10.

-14 designates a U-shaped anchor pivotally secured at its upper portion in bearings 15 and provided with loops 16 at the lower ends of draft-rigging under compressive its depending members for the reception of a key 17, extending through the draft-timbers. Saidkey is removably secured in position by 5 an integral head 18 at one end and a cotterpin 19, extending transversely through its ope posite end.

2O designates a draw-bar supported near its opposite ends by carrying-iron 5 and a trans- 9 verse draft key 21, which latter extends through its rear portion and through slots 22 in the reinforced forward ends of a yoke 23.

24: designates a transverse hollow key extending through loops l0 and apertures 13. Said key is removably held in position by head 25, formed integral with one end, and a cotter-pin 26, extending through its opposite end.

27 designates a loop encircling key 24 and abutting at its forward end against the rear I00 terminal of draw-bar 20, said forward end be- I ing provided with a lug 28, loosely engaging the rear open end of the draw-bar.

29 designates a back-stop interposed between the rear end of loop 27 and key 24, said back-stop being curved at its rear end to fit the curvature of the rear end of the loop and has a notch 30 in its forward end for embracing three sides of the key, as shown in Fig. 3. Back-stop 29 is held in position by integral shoulders 31 engaging the opposite sides of the loop and abutting against the adjacent ends of the draft-timbers to assist the key in resisting the compressive force brought thereon by the rear end of the yoke, which extends transversely through the loop and normally abuts against the front side of the key.

32 designates a rectangular cage open at its rear end and having a central aperture 33in its forward end for the reception of a pistonstem 34:, extending forwardly therethrough and provided at its rear terminal with an integral head 35, slidingly arranged in the cage and abutting against draft-springs 36 36, interposed between the rear end of the yoke and the piston-head. Cage 32 is slidingl y arranged between the upper and lower members of loop 27 and between the opposite sides of the yoke, its rear end being normally held slightly in advance of the transverse portion of the yoke, as shown in Fig. 3. The forward end of piston-stem 34 terminates a slight distance in the rear of the forward portion of loop 27 and is inclosed by an auxiliary spring 37 abutting at its opposite ends against the forward side of the cage and the forward portion of the loop. 38 designates another draft spring loosely encircling the auxiliary spring and abutting at its opposite ends against the cage and the forward portion of the loop.

The operation of the rigging under tractive force is substantially as follows: When the draw-head is pulled outwardly, yoke 23 is moved therewith by draft-key 21, which normally engages the forward ends of slots 22. The forward movement of the yoke slightly compresses draft-spring 36, causing it to move cage 32 slightly forward and compress draftspring 38, thus causing springs 36 38 to operate with the resiliency of one long spring and preventing the several parts of the rigging from being subjected to a sudden jar or jolt. As the resistance increases spring 36 will be compressed until the rear end of the yoke contacts with the rear end of the cage, which is moved forward, thereby eflecting the intermediate compression of spring 38 and at the same time preventing further compression of spring 36 until the forward end of pistonstem 3 contacts with the forward end of loop 27,which prevents further forward movement of the piston-head, so that as the yoke and cage continue to move forward spring 38 will receive its final compression by the advancing cage simultaneously with the final compression of spring 36, effected by the forward movement of the yoke compressing it against the now stationary piston.

Under compressive force the above action is repeated with the exception that loop 27 is forced backwardly while the yoke is held from backward movement by key 24:.

In Fig. 8, anchor I L is arranged in a horizontal position and extends through a transom 4, where it is secured by a transverse key 17, While anchor 12 is secured to dead-wood 3 and is provided with a transverse pin 5, substituted for carrying-iron 5 in the support of the forward end of the draw-bar. The anchors serve the purpose of temporarily carrying the draft-rigging should the bolts carrying the draft timbers become accidentally broken.

Draft-arms 6 provide a much more efiicient and durable means for securing the rear end of the draft-rigging than the wooden timbers usually employed for this purpose,which latter quickly wear at the places where key 24 extends therethough, and thus prevent the proper operation of the several parts.

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

1. In a draft-rigging for cars, the combination with the draw-head and draft-springs, of means for initially compressing the draftsprings simultaneously, means for holding one spring at the point of initial compression while its companion is undergoing intermediate compression, and means for finally compressing both springs simultaneously. 2. In a draft-rigging for cars, the combination with the draw-head and draft-springs, of a yoke and a loop for initially compressing the springs simultaneously, means supported by the loop for holding one spring at the point of initial compression while its companion is undergoing intermediate compression, and means for finally compressing both springs simultaneously.

3. In a draft-rigging for cars, the combination with the draw-head and draft-springs, of means for initially compressing the draftsprings simultaneously, a cage slidingly arranged on the draft-rigging and carrying one of the springs for the purpose of holding the same at the point of initial compression while its companion is undergoing intermediate compression, and means for finally compressing both springs simultaneously.

L. In a draft-rigging for cars, the combination with the draw-head and draft-springs, of means for initially compressing the draftsprings simultaneously, means for holding one spring at the point of initial compression while its companion is undergoing intermediate compression, and a piston adapted to abut at its opposite ends against a part of the rigging and one of-the springs to effect the final compression of the latter simultaneously with that of its companion.

5. In a draft-rigging for cars, the combination with the draw-head and draft-springs, of a yoke and a loop for initially compressing the springs simultaneously, a cage slidingly arranged in the loop and carrying one of the springs for the purpose of holding the latter at the point of initial compression while its companion is undergoing intermediate compression, and means for finally compressing both springs simultaneously.

6. In a draft-rigging for cars, the combination with the draw-head and draft-springs, of means for initially compressing the springs simultaneously, a cage slidingly arranged on the rigging and carrying one of the springs for the-purpose of holding the latter at the point of initial compression while its companion is undergoing intermediate compression, and a piston slidingly arranged in the closed end of the cage adapted to contact with a part of the rigging and effect the final compression of the spring in the cage simultaneously with the final compression of its companion.

7. In a draft-rigging for cars, the combination with the draft-sills secured to the car, of draft-arms secured to said draft-sills, each having apertures at their rear ends and depending arms at their forward ends, and a U-shaped brace secured to the lower ends of the depending arms and two of the car-sills.

8. In a draft-rigging for cars, the combination with the draft-timbers and the draw-head the latter having a rear open end, of a loop having a rounded rear end, a lug on the forward end of the loop engaging the opening in the rear end of the draw-head, a hollow key extending through the rear portion of the loop and suitably-secured to the car-timbers, and a back-stop interposed between the rear end of the loop and the rear side of the key, provided with an intermediate curved portion to fit the rear end of the loop, integral shoulders which abut against the adjacent ends of the drafttimbers and a notch in its front side to engage the key..

In testimony whereof I aflix my signature in the presence of two witnesses.

EDWARD W. HARTOUGH.

Witnesses:

JEFFREY THOMAS, WILLIAM M. WVADLEY.

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