US935696A - Railway-car. - Google Patents

Description

O. L. SCHWARTZ.

RAILWAY OAR.

APPLICATION FILED APR. 8, 1909.

Patented Oct. 5; 1909.;

\l 1| I: I

UNITED srA'rEs PATENT orFicE.

'CARL L. SCHWARTZ, OF ST. LOUIS, MISSOURI, ASSIGNOR T COMMONWEALTH STEEL COMPANY, or $1. Louis; MISSOURI,

A CORPORATION OF NEW JERSEY.

RAILWAY-CAB.

Specification of Letters Patent. I Patented Oct, 5, 1909..

Application filed April 8, 1909. Serial N 0. 438,633. 7

To all whom time concern: Be 1t known that I, CARL L. SCHWARTZ, a citizen ofthe United States, residing at St.

Louis, in the State of Missouri, have in-i adapted for the attachment, preferably thereto, of a draw-bar carry-iron having the level of its bearing surface adjustable in relation to that of its points of attachment.

It consists in features of'novelty as hereinafter described and clai1ned, reference being had to the accompanying drawing formingpart of this specification, whereon,

Figure 1, is a front elevation of my iniploved coupler-stop and combined carryiron support as applied to a car underframe (broken away) Fig. 2, a top plan View 25 thereof; Fig.3., a vertical transverse section therethrough on line 3, 3, in Fig. 1, and Fig. 4, a perspective view of a modification of the carry-iron.

, Like letters and numerals 6f reference denote like parts in all the figures. a represents, my improved coupler-stop which is composed preferably of cast steel r'integ'ral throughout and consists preferably, of a rear plate 1 which is adapted to bear against the outer face of the end sill b of the car to which it is secured by the truss-rods 2 in the usual manner, the plate 1 being preferably formed in the middle at the top with a rearwardly' projecting horizontal flange 3 which overlaps and bears ,upon .the top of the sill b, to which it is fixed by a lag screw (or bolt) 4, the plate 1 being furthermore. formed at a suitable distance from the flange 3 at each side thereof, with an extended portion 1 which projects upward from the top edge of the plate 1 and is adapted at its rear side to bear against the corresponding end post 5 (indicated by dotted lines)- of the car.

The body of the coupler-stop a which pro,- jects forward from the rear plate 1, consists pne-ferably,'of two opposite brackets 0 arre'jiiged at a suitable distance apart, one on each side of the longitudinal center of the car and having their lower portions 6, which particularly to the are below the bot-tom edge of the plate 1, bifurcated in the same plane for the attachnent thereto, preferably at the bottom, of the Vertically adjust-able carry-iron d as hereinafter more particularly referred to, for supporting the OOIlPlGT-Shilllk or drawbar 7 which rides thereon midway between the brackets c as shown. In the upper portion (5 of each bracket 0', immediately in front of the rear plate 1, is formed an upright pocl-zct Swhich is closed on all sides except at the top and at its inner side, opposite to the corresponding open side of the pocket 8 in the other bracket 0, the outer wall 9 of each pocket 8 opposite to its said open side being united to the rear plate 1, and preferably to the corresponding extension 1' thereof, by a strengthening rib 10. Within the pockets 8|thus formed are inserted from above the end portions of a se ries of spring plates arranged preferably, without camber, fiatwise against each other and spanning the space between the pockets S in front of, but clear of the rear plate 1,

for receiving and resiliently resisting the concussion of the coupler striking-plate 11 which strikes against the front side of the spring-plates a when buffing The carry-iron (Z, which in its assembled position extends between the depending sides of its supports 6, is formed at one end preferably, with two laterally propecting studs or trunnions 12 which are adapted to pivotally engage in bearings 12 formed therefor in the sides of the corresponding supports 6, while the other end of the carry-iron d is preferably perforated and a coupling pin 13 inserted therethrough and through corresponding bearings 13 formed therefor in the sides of the opposite support 6,.the distance between the upper side of the carryiron (Z and the horizontal center line through its bearings or points of attachment 12, 3, in the assembled position of the parts as shown on the drawing, being less than the .tion of the carry-iron (Z in its bearings 12',

13, or as indicated by dotted lines in ig. 1.

In the modified carry-iron d shown by Fig. 4, the top and bottom sides a: and y. thereof, which correspond to the top and bottom sides of the carry-iron d seen in Fig. l,

are formed with trunnions 14 and perforathat, when the carry-iron d is mounted thereloy in the bearings 12, 13, of the coupdead-block a aflorded, and furthermore,

ler-stop ,a, or equivalent member of the car" 'underframe, the distance betweenthe longitudinal center linethroughthe lsaid bearings to the then topside '00 of the carry-iron d will be less than the distance between the 1 side line andthe topside of the carry-iron clin Fig. 1, or in otherwords, by using the carry-iron d the "maximum adjustment of the carry-iron (i may be graduated.

In the above construction, by attaching the carry-iron-d (or d) to the supports 6 forming rigid parts ofthe coupler-stop a, a firm and level bearing of the coupler-shank or draw-bar 7 inits vertically adjusted positions thereon is insured and maintained; also, by the upward extensions 1 of the against the front sides of the car end posts 5, protection thereto at the base is by j the resilience of the leaf spring 6 forming a part of the coupler-stop, the impact of-the cou ler when bu-fling is imparted more gradua 1y to the .body of the stop (4- than when received directly by the latter as in the ordinary -con stnuction.

Another advantage of my invention zis, thatwhen, owing to the wear of the Wheeltires and set of the truck-springs, causing a general settling of the car supporting members, the coupler-shank or draw-bar approachestoo closely to the track/it's normallevel may vertical adjustment of the draw-bar carrybe restored by a corresponding iron.

What I claim as my invention and desire I to secure by Letters Patent is 1. In a railroad car, the combination of a coupler draw-bar carry-iron adapted to be so arrangedl attached-thereto, and means for vertically adjusting the level of the carry-iron relatively to its points of attachment to the car, substantially as described.

2. In arailroad car, the combination with two opposite appendant. members thereof, of a spring'eleinent adapted to span the space between, and to be held by the said members clear of the end of the car, for engagement by the coupler striking-plate, a coupler draw-bar carry-iron adapted to span the said space and. to be attached to the said menibers, and means for vertically adjusting the level of the carry-iron relatively to its points of attachmentto the said members, substantially as described.

' 3. In a railroad car, the combination with an appendant member thereof, comprising a plate-adapted tobcar against the end sill of the car, and two opposite brackets projecting forward from the said plate, one on each.

side of the longitudinal centerof the car, of

a springelement adapted to span the space between, and tobe held by the said brackets clear of the said plate, for engagement by the coupler str1k1ng plate, a coupler draw-bar carry-iron adapted to span the said space and to be attached to the said brackets, and means forvertically adjusting the level of the harry-iri'in relatively to its points of attachment to the said brackets, substantially as described.

, 4:. In a railroad car, the combination with two opposite appen'dant members thereof, of

a spring element adapted to span the space between, and to beheld by the said members clear ofthe end of car for engagement by the "coupler strikingplate, substantially as described.

I V v GAR-L L.;SCH\VARTZ.

lVitnesses': 1 I

EDWARD V. FUnnnLL, HAL C. BELLVILLE.

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