USRE12178E - A corpora - Google Patents

Description

H. r. KRAKAU. DRAFT RIGGINGQ APPLIGATION FILED SEPT. 22, 1903.

WITNESSES REISSUED DEC. 1, 1903 4 SHEETS8 KBBT 1.

4 SHEETSSHEET 2.

v REISSUED DEGQl, 190%.

-H.T.KR AKAU.' DRAFT RIGGING.

APPLICATION FILED 8112122, 1903.

No. 12,178. REISSUED DEC. -1, 19,03.

H. T. KRAKAU. DRAFT RIGGING.

APPLICATION FILED SEPT. 22, 1903. x

4 SHEETSSHEET 4.

--ltrack adjacent thereto.

:0 spring. I

1 scale, showingthe'parts of my improved draft- 25 Fig. 5.

i 40 of the car-body.

UNITED STATES Reissued December 1, 1903 P TENT OFFICE.

HARRY 'l. K RAKAU, OF CLEVELAND, OHIO, ASSIGNOR TO THE NATIONAL MALLEABLE CASTINGS COMPANY, OF'CLEVELAND, OIIIO, A CORPORA-- TION OF OHIO.

DRAFT-RIGGING.

SPECIFICATION formingpart of Reissud Letters Patent No. 12,178, dated December 1, 1903.

Qriginal 'No. 864,278, dated December 18, 1900. Reissue N0! 11,904, dated April 9, 1901- Application for present reissue filed September 22,1903. Serial No. 174,232.

l' o ti-Z whom nm' concern: 1 Be it known that I, HARRY T. KRAKAU, 0 Cleveland, Cuyahoga county, Ohio, have invented a new and useful Improvement in Draft-Riggings, of which the following is a full,clear,and exact description, reference being had to the accompanying drawings, forming part of this specification, idwhich- Figure lshows in longitudinal section two cars coupled together and provided with my improved draft-rigging. Fig. 2 is a diagram view showing a number of cars having draftriggings of my invention coupled and standing on a curved track. Fig. 3 is a diagram view showing two of such cars coupled and standing on a curved portion of the track, 'iwith a thirdcar on a straight portion of the Fig. 4 is a sectional iview of one of the centering-rods 32 and its Fig. 5 is a plan view on a larger rigging. Fig. 6 vis a vertical longitudinal section on the line'VI VI of Fig. 5. Fig. '7 is a vertical crosssection on the line VII VII of Figs. 8, 9, and 10 are vertical sections on the lines VIII VIII, IX IX, and X X, respectively, of Fig. 11. Fig. 11 is a side elevation'of the draft-rigging.

XIII of Fig. 12.

The draft-riggings of railway-cars of the kind heretofore commonly used with automatic couplers ofthe Master Car-Builders 3's type have been made with draw-bars mounted substantiallykrigidly or capable of only slight later I motion in their carry irons. The consequence is that the couplers project substantially in the middle longitudinal line When cars so equipped are passing around a curve in the track, the trucks, being swiveled to the car-body by kingbolts and center plates, will accommodate themselves to the curvature of the rails; but

{the couplers themselves are held by the carbodies and projecting as they do on the middle lines of the cars are necessarily at an angle to each other. By reason of this position of the couplers great strain is put upon them,

Fig. 12 is a side elevation of a modified construction, and Fig. in 13 is a vertical cross-section on the line XIII which is transmitted to the sills and drafttimber's, thence to the body bolster and through the center plates to the truck-bolster against the top of the columns and columnguides, thence to the axle-box through the arch-bars, and thence to the journal-brasses, axle, wheel-flanges, and rails. This strainis very destructive and often results in breaking the coupler or straining some of the other parts of the car. It also abrades the brasses and the collars of the axle, and by causing the flanges of the wheels to bear with grinding force on the heads of the rails it rapidly wears out the rails and the wheels themselves.

It is the object of my invention to prevent these evils and to provide a draft-rigging which will permit such flexibility to the parts as the cars travel on a curve as to prevent the cramping of the couplers and the straining and wear of the car thereby. vide means whereby the strains of draft and batting are absorbed by the draft-rigging in a more elitective manner than heretofore.

Instead of constructing the draft-rigging so that the draw-bar shall always project in the middle longitudinal line of the car I mount the draft-rigging on a curved segment bar or bars in advance of the car-bolster, which segment-bar holds the draft-rigging horizontal and adapts it to swing laterally on a center which is substantially coincident with the axis of the center plates of the truck, audI con nect the sameby a centering device to the The'draw-baritself receives and transmits the forces of bufiing and draft. The draft is al ways on a line which connects the pivotal I also prov centers of the draft-riggingthatis, the centers on which the trucks are swiveled-Figs.

fwith each other-"and will afford the necessary ster and sills.

flexibility to prevent the straining and wearing of the part-sot the car and the track and at the same time will transmit buffing and pulling strains to the strongest part of the car-framing.

In the drawings, 2 2 are the longitudinal sills, and 8 is the end sill, of a car to which my invention is applied, the car illustrated on Sheets 2, 3, and 4 of the drawings being an ordinary wooden car, though with suitable modifications of form the device may be at plied to steel-car constructions. g

4 is thebody-bolster, 5 the truck-bolster, and 6 fi'the center plates. i 7 is the draw-bar, whichris supported at the end of the car by a carry-iron 8 and is connected rigidly by pins 9 with a two-part yoke 10 10', which extends rearwardly therefrom.

11 11 are friction-plates, which are mounted so as to be capable of sliding slightly on the yoke and extend rcarwa'rdly therefrom. They are preferably made of channel-pieces,

preferably of malleable iron, and are fitted to the parts of the yoke by tongues on the one part fitting in longitudinal grooves on the other. Between the parallel edges ofthe friction-plates are slide-bars 12 12, which are fixed to the yoke 10 by pins or studs 12 and are longitudinally movable between the frictionplates '11. At intervals they are provided with pins 13, and toggle-links 14 are pivoted at their outer ends to the friction-plates 11 by pins or studs 14', and at their inner ends they are pivoted to the pins 13. At the rear end of the draft-rigging the friction-plates 11 are slidingly connected to a head 15,(preferably a casting,) mounted so as to be laterally movable on transverse curved hearings or segment-bars 16, held at the ends by a frame or casting 17, which is secured to the body-bol- The head 15 is preferably T- shaped, and a curved bearing-wedge 18, provided with a spring 19 for forcing it downwardly into place and taking up wear, is interposed between it and the end of the casting 17. These parts 17 and 18 serve to translmit the strain from the draft-rigging to the body-bolster 4, and thus to back the draftrigging during the buffing and relieve the curved bearings at 16. The segment-bars 16 are in advance of the bolster and are curved on a center which is coincident or nearly c0- incident with the axis of the center plates, so that when the draft-rigging is swung lat erally on said segments it will, in effect, turn on the center'just mentioned.

. At the middle portion of the draft-rigging is a carry-iron 20, through which the draftrigging has a slight longitudinal movement, and the meeting surfaces of this carry iron and of the friction-plates 11 are inclined, so

as to give a'wedging action to the parts, and thus to assist in taking up the strains of pull-'v ing and bnfiing. I l

The draft-riggin g is provided with suitable springs or compressing devices, preferably a spring or springs 21, interposed between two follower-plates 22, having telescopic connections 22, which guide the parts and serve as stops, limiting theextent of the compression. The rear follower 22 has a stem 23, at the end of which is a small piston '24:, fitting in an air-cushion cylinder 25, which may be provided with ball-valves 26, controlling airports and adapted to admit air when the air in the cylinder is rarefied by forward motion of the piston and to be shut up by compres sion of the air on the reverse motion.

27 is the rear follower, having a hollow stem 27' extending to the forward follower 22.

28 28 are rubber blocks set un-each side of the rear follower, and 29 is a distance-piece or thimble interposed betweenthe front follower and the front rubber block and passing through a contracted portion or" neck 30 of the yoke 10. Suitable springs, with the followers, may be su-bstituted for the rubber 'blocks, and for purposes of removal I prefer to make plate 31, which. connects the head 15 with the thimble 29, detachable. The friction-plates 11 11 are held together with some tension by bolts '36, passing through lugs 36 and provided with springs 37 and wedge-keys 38.

the'truck-bolster, I employ centering-rods 32, connected pivotally at the rear end to the truck-bolster by'pins 32' and also connected by pins 33 with the draft-rigging at the drawbar shank or at some other point in the rear thereof. The centering-rods 32 have telescopically-united sections, with springs 33, Fig. 4, which permit some longitudinal extension or contraction of the rods. I

34 34 are bufling-rods which extend from the castings 17 or from some other suitable connection with the body-bolster to a washerplate 35 on the end sill. Similar rods 34' extend from the casting 17 back to the like casting on the other body-bolster of the car, and rods extend from that body-bolster to its adjacent end sill, the purpose being that bufiing strains which are transmitted to the body-bolster and castings 17 by the draft-rigging: are transmitted by the rods 34 to the end sill of the car, while pulling strains are divided by the rods 3* and' 3t between the body-bolsters and end sills;

The operation is as follows: When the car is passing around a curve and its body assu mesa position oblique to the trucks on which it is carried, the draft-riggings at the meeting ends of the cars will not be cramped thereby, but will swing laterally on the curved segdraw-bars will extend without lateralstrain in a single longitudinal line, connecting the centers of the trucks. The draft-rigging will I00 To control the draft-rigging by motion of 1 13o ments 16, so that each of the two connected always be controlled by and will accommodate itself to. the position of the truck because of the centering action of the rods 32, wh i'ch, being connected with the truck-bolster, hold the draft-rigging at right angles to *the truck when the coupler is not connected withanother car and enable the car to couple the head 15, thustaking up or absorbing the strain, the degree of the clamping force varying directly with the pulling or bufii ng force exerted upon the draw-bar. This clamping friction of the parts, together with the compression of the springs and rubber blocks and air-cushion, renders the device very efiicient. I derive certain advantages from combin ing the spring with the rubber blocks and-the air-cushion, for during bufling or pulling the strain will first be taken up by the spring and air-cushion and then by the rubber blocks. In this way the action of the device is graduated andjs accommodated to the force of the blow which is being absorbed. The spring and rubber blocks also cooperate with the friction-plates intaking up all strains.

Instead of transmitting the strains of draft and buffing to draft-timbers through the lateral bolts, which have heretofore been used in great number on each draft igging, the strains of draft and bnfling in my device are transmitted endwise to the body-bolster of the car in line with the shank of the drawbar and thence to the end sills. The buffing strain is thus transmitted by a direct endwise compression of the draft rigging and not through intermediate lateral bolts. The device is thereby simplified and in service is made strong and durable. to assemble, pair quickly, and the construction is otherwise advantageous. To remove the draftrigging, it is only necessary to take 01f the lowersegment-bar,disco nnectthe carry-irons, anddrop the draft-rigging and draw-bar as a unit.

In Figs. 12 and 1.3 I show a modification of my invention in which I dispense with the slide-bars 12 and employ simple levers instead of joined or toggle levers to connect the friction-plates 11, and instead of using pivoted bars, such as the bars 32, for centering The parts'are easy the draft-rigging with relation to the truck I employ fixed centering-bars 32 constituting a frame which is bolted to the truck-bolster 5 and is connected "by pin-aud-socket connection to the head 15, so as to maintain the part 15 and the remainder of the draft riggin'g always in fixed relation to the truck-bolster. By dispensing with the slide-"bars 12 the friction-platesll 11 of this modification are made they can be dismantledv for re to contact with each other at their edges, and they are connected with each other by links 14*. The upper friction-plate 11 is secured to the yoke 10 by studs 11', formed on the friction-plate, entering sockets 11 on the yoke. The lower friction-plate 11 is connected in like manner by studs 11 to the head 15. v The other parts of the device are or may be of substantially the same construction as shown in Fig. 11. During buifing'or pulling the longitudinal motion of the yoke 10 by moving the upper friction-plate 11 will deflect the links 14" somewhat from a vertical postion and will thus bring about a clamping together of the friction-plates upon the yoke and upon each other. The greater the force of buffing or pulling thegreater .will be the frictional resistance exerted by the frictionplates.

Within the scope of my invention as defined in the claims changes may be made in the form and construction of my apparatus. Parts of it may be used separately or in combination with the elements of other types of draft-rigging. Thus the laterally-swinging draft-rigging mounted on the segment-bars and the same combined with guiding-rods may have the spring mechanism very differently constructed from the arrangement shown in thedrawings, and the bailing-rods may be used with draft-riggings of other types in which like advantages of transmitting and distributing both the bufiing and pulling strainsmay be realized.

I claim- I 1. In combination with a curved segment connected with a frameof the car, a draftrigging mounted on the segment and arranged to move laterally, a connection extending from the draft-rigging to the truck, and spring mechanism carried by the draft-rigging in advance of the segment, and arranged to move laterally with the draft-rigging; sub

'-stantially as described.

2. In combination with a draft-rigging, a curved bearing connected in advance of the body-bolster with the frame of the car, on which the draft-rigging can move laterally, and a piece interposed between the draft-rigging and bolster and adapted to constitute a backing for the draft-rigging and to transmit the strain to the bolster; substantially as described.

. 3. In combination with a draft-rigging having a draw-bar adapted to receive both buifing and pulling forces, a .bearing on which the draftu'igging can swing laterally, said draft-rigging being backed by a part of the car-frame and adapted to'transmit strains thereto; substantially as described.

4. In combination with a draft-rigging, a curved segment on which the draft-rigging can move laterally, and to which strains of draft and bufling are transmitted, and a frame to which the segment is connected, said frame being fixed to the car-sills and backed by the bolster; substantially as described.

I To

. the slide bar,

adapted to bnfiing and draft, said draft-rigging being,

&

5. A draft-rigging having longitudinally sliding friction-plates, a slide-bar connected with the draw-bar, and a connection between and the said friction plates adapted to d raw them together when the drawbar is moved lengthwise; substantially as described.

6. A draft-rigging comprisinga draw-bar receive and transmit the force of pivotally mounted on the body of the car, arranged to swing laterally and abutting at its rear end-in line with the shank of the drawbar against a part of the car, and rods connecting saidpart with the end sill of the car;

substantially as described.

7, A draft-rigging comprising a draw-bar adapted to receive and transmit the force of bufling and draft, said draft-riggin g abutting at its rear end in line with the shank of the draw-bar against a .part of the car and connected therewith to transmit thereto both the bnfiing and draft, rods connecting said part with the end sill of the car, and rods also. connecting the same with a corresponding part at the other end of the car; substantially as described. v i Y 8. A laterally-swinging draft-rigging piv-- otally mounted on a curved segment on the body of the car, said draft-rigging comprising a draw-bar, and spring mechanism 'applied directly to the end of the draw-bar in advance of said segment, and arranged'to move with the draw-bar in its lateral motions; substantially as described.

.9. The combination with a laterally-movable draft-rigging, ofa curved segment, and a head for the draft-rigging tuated by motion through which v the segment passes, and which is adapted to move thereon; substantially as described.

- 10. Thecombination with a laterally-movable draft-rigging, of a curved segment 16, a head 15,'a frame 17, and a wedge 18 interposed between the parts 15 and 17; substantially as described.

11. The combination with a laterally-movable draft-rigging, of a curved segment 16, a head 15, a frame 17,

substantially as described. 12. "A laterally-swinging otally supported by the having a guiding connection with the truck,

draft-rigging pivsaid draft-rigging comprising a pivoted head, a draw-bar, and a yoke extending rearwardly from the draw-bar and arranged to slide there- .with in its longitudinal motions, and spring mechanism in advance of the pivotal connec- I and the body-bolster, the said segment vpassing through the part 15;

body of the car and I tion contained bythe yoke and moved with the yoke and head in'the lateral movements 13. A draft-rigging having a longitudinallymovable draw-bar, a laterally-movable friction-plate and a lever connected with and'ac-. of the draw-bar, and con nect'ed also with the movable friction-plate,

and adapted to exert pressure thereupon when,

the draw-bar is moved lengthwise; substantially as described.

In testimony whereof I have hereunto set my hand.

HARRY T. K AKAU.

Witnesses:

HENRY F. POPE, HaRRY 1 1.0312.

of the draw-bar; substantially as described.

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