USRE12275E - Draft-rigging - Google Patents

Description

REISSUED OCT. 18, 1904.

a SHBETSSHBET i H. T. KRAKAU DRAFT RIGGING.

APPLICATION FILED 11116.13, 1904.

mVEnToR REISSUED OCT. 18,1904.

H. T. KRAKAUP DRAFT RIGGING.

APPLICATION TILED AUG. 13. 1904.

s SHEETSSHE ET 2.

b i m 2 fir a A 3 1% w 1/// /l/l/l/ rill/17% 4 INVENTOR WITNESSES REISSUED OCT. 18, 1904.

H. T. KRAKAU.

DRAFT RIGGING.

APPLIUATION FILED AUG.13. 1904.

3 SHEETS SHEET 3.

R 0 T i. N E V m '8 extends back from the sill nearly to the bolster, where it terminates in a head 9, con-- UNITED STATES Reissued October 18, 1904.

PATENT OFFICE.

M A LLEABLE CASTINGS COMPANY.

RATION OF OHIO.

OF CLEVELAND, OHIO, A ,GOHPO:

DRAFT-HIGGINS.-

SPECIFICATION forming part of Reissued Letters Patent No. 12,275, dated October 18, 1904. Original No. 720,526, dated February 10, 1903. Application for reissue filed August 13, 1904. Serial No. 220,684.

To (l/ZZ whom it may concern:

Be it known that I, HARRY T. KRAKAU, of Cleveland, in the county of Cuyahoga and State of Ohio, have invented a new and useful Improvement in Draft- Riggiugs, 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 is a plan view of my improved draft-rigging. Fig. 2 is a vertical section on the line II II of Fig. 1. 'Fig. 3 is a detail View. Fig. 4 is a lon itudinai central section.

Figs. 5, 6, and 7 are vertical cross-sections on the lines .V V, VIVI, and VII VII, respec-.

tively. Fig. 8 is-a partial end elevation of the end sill. Figs. 9 and 10 shows modification, Fig. 9 being a plan View and Fig. 10 a longitudinal central section.

In the accompanying d rawings, 2 represents the body-bolster of acar. 3 is the truck-bolster. a draw-bar supported beneath the end sill by a carry-iron 6, which is upheld from the sill bya suitable bracket or support 7. Aframe stituting the end of the draft-rigging and suitably shaped to fit upon parallel segment-bars- 10, which are curved from a center. preferably. substantially coincident with the axis of the center plates 11 of the car-truck. The segment-bars 10 are secured to or form part of a frame 12, which is attached to the bodybolster, and a metal piece 13, interposed between the bolster and the end of the head 9, backsthe head and transmits to the bolster the strains of boiling, thus relieving the segment-bars 10. The frame 8 may be'a single casting or made of several sections. The preferred form is suiliciently indicated by the several cross-sectional views without needing further description, the parts of the frame at.

the rear of the draw-bar being separated laterally into two branches 8 8' to. accommodate the straps of theyoke H, which extends rearwardly fromthe draw-bar and contains the L is the end sill, and 5 is the shank of draft spring or springs 15 and the followers .16 17. The outer sides of these followers bear against projections .or webs 18, fixed to 5 or forming part of the yoke, and are adapted to be engaged by stops 17' on the frame 8 when they are at the limits of their motion. They also have projections 16' at their middle and corners, which serve as stops to check the 5 5 I contact with the rear end of the draw-bar.

' The frame-8 is movable circularly on the segment 10 and at its front end is sliding-ly 'connected with the sill 4c or with a shoe 19 thereon by suitable means, such as a lip' 20, which engages the outer end of the shoe, and ,7 a. projection 21, which fits in a guiding-groove in the shoe and permits the swinging of the frame on the segments 10. The end sill being thus braced by the interposition of the frame 8 between the sill and bolster is enabled to resist severe buffing blows without breaking, and I thus obviate What has been a prolilic source of injury 'to railway-cars This feature of my invention I regard as new without reference to the swinging of the frame'ou 8 the rear bearing. It enables me to transmit .the strains of buffing and draft longitudinally to the sill and bolster, without the intervention of draft-timbers and lateral bolts, which heretofore have been the parts of the draft- 55 rigging most liable to injury and requiring most frequent renewal.

The yoke 14 is preferably made of two straps attached at the front end to the shank of the draw-bar and connected together at the-rear end by a pin 22. It preferably has laterallyprojecting arms 23 24, connected and braced by rods 25, and the arms 24: are connected by links 26 with levers 27,- which are fulcrulned fitting in a socket 29' in a bar 29. This bar is connected at 40 to the pin 22 and extends rearwardly past or between the segments 10.

The yoke 14slides upon the parts of the frame $8, being preferably fitted with slide plates or shoes 30, and in order to create frictional re-" =sistance to the longitudinal motion of the yoke --'II preferto draw its' parts together upon the frame by springs 31, fitted in caps 32, held by wedges or keys 33, which keep the'springsin tension.

835 with a stud 36 at the middle of the yoke,

- so that as the yoke m'oves' backward or forward in bufiing or pulling the stud will move oppress against the sides of the frame and to oppose to its motion a'frictional resistance by rods 42 with the bolster at the other end of 7 the car andby rods 43 with the end sills or which increases in proportion to the length of travel of the yoke and to the force exerted 7 upon the yoke by the pulling or buffing.

e The rear end of the yoke 14 is adapted to engage a stop portion 41 on the frame 8 and tobe limited thereby in its backward motion. The frame 12 may be braced and connected with projecting portions of the shoes 19.

'The bar 29 has a longitudinal slot 37, in

which is fitted a link-38 extending rearwardly through the bolster 2 and connected by a rod 39 with a corresponding part at the other end of the car. The link 38 affords to the parts at or near the axial line of the truck center plate a flexible connection, which permits the draft-rigging to swing freely on the segmentbars. I may provide the sides of thelink 38 with slidew-ays fittingagainst parallel slides 44 on the bolster, so as to guide the link in its longitudinal motion. In order to take up I slack, I prefer to provide at the middle of the rod 39 a slack-adjuster comprising two interi fitted links 455, provided with wedge-keys 46,

. wear of the parts. so

having spring-cotters 47, which tend to draw the wedges togethento compensate for any The yoke 14 being made in two sections held together by removable bolts, the draw-bar maybe detached readily 'from the car for purposes of substitution or repair by loosening the said bolts, withdrawing one of the pins 6, by which the base of the carry-iron 6 is held at each end, dropping 'the carry-iron, and then removing the drawbar and yoke frombelow. By taking off the segments 10 the frame 8 may also be detached and removed. This capability of my improved device aifords great saving in labor,

, and the construction above described reduces largely the number of bolts by which the draft riggings are held to the can In order to provide further for re: 1: :sistanee to the motion of the yoke upon the i frame, Imay employ shoes34,be'aring against f'the sides of the frame and connected by levers I In the operation of my device when the cars the car-body, but they will swing laterally on centers substantially coincident with the .center plates of'the trucks. The draft is thereplates of thejdrucks, and in passing around curves the cars will not cramp the couplers or draft-riggingawhich will remain in alinemen't with each other and by reason of their flexibility will prevent straining and wearing'of the partsof the car and truck. When the car is uncouple d,rth'e draft-rigging is kept projectingin proper position at right angles from the truck by guide-rods 50, which extend from {a-stud 51 on the frame 8 'to the truck-bolster, spring-cages 52 bei'ngpreferably interposed in. these rodsto render themsomewha't extensible. When a pulling strain is exerted on the coupler, it willfdra v the yoke 14Lforthe follower I6 and compressing the spring against the otherfollower 17, which is held by the stop 17' on the frame 8. The strain will thus be transmitted to the frame 8 by the follower 17 and-also by the shoes 34, which are forced frictionallyiagainst the frame and oppose resistance to the motion of the yoke.. The strain thus transmitted to the frame 8'is,

, exerted upon the end sill through the parts 20 and 21 and uponth'e curved segments 10 at the rear of. the frame and is transmitted by the rods 42 to the other end of the car. The forward motion of the yoke will also draw with it the bar 29 and, acting through the link 38 and the rod 39 upon the corresponding mechanism at the other end of the car, will cause the springs at both ends of the car to act in 1 unison. When a bnfling force is exerted upon the coupler, it will move the yoke 14 rearwardly and. by the action of the stud 36 and levers will cause the shoes 34 to bind to resist motion of the yoke, as above ex-' plained'.' It will. also move the follower 17 back and will compress the spring against the follower 16. which is heldby its stops ontbe frame 8- and transmits the strain through these stops to the frame and thence ments being relieved by the bearing. of the through the piece 13, which isinterposed be-' tween the head and bolster. The rearward motion of the yoke acting through the links 26 and levers 27 will'turn these levers inthe direction of the arrows a on their pivots 28 on the frame 8 and will cause them to draw the bar 29 forwardly, thus pulling on the link 38 and rod 39,,and through these partsthe buifing force will betransmitted by a pulling are passing axcurve thedraw-bars donot pro- 5 ject rigidly in the middle longitudinal lines of fore always on aline which connects the center 7 ward, thus moving the projhction 18 agaihst 5 frictionally upon the sides of the frame and to the sill Land curved segments 10, as above explained, the pressure on the curved seghead 9 of the frame 8 against the bolster .end.

motion from one end of the car to the spring nn-cl'lanism and friction devices at the other By thus connecting the spring and friction' nn-clnmisms at the two ends of the car and causing them to work together [increase will operate independent-ly of the other. I do not know ofany prior device having this function, since heretofore injury to the socalled continuous connectinc-rods has put the cntirespring mechanism of draft-rigging out of action.

It will be noticed that in the coi'istructiim above lescribed the frame alongwhich the draw-bar and yoke move hours at one end against the bolster and at the other end against the sill, so as to distribute between the bolster and sill the strains of bufiing' and draft, This is true also of the construction shown in Figs.

9 and 10. In these figures the arms 23 and the lever mechanism 27 are not used; but. a rod and interposed circular link 56 at the axial line of the truck center plate connect the d raw-bar with the rod 39, which extends to the other end of the-car, and transmit directly thereto the force applied in draft, but not the force applied in buliing. ln theseliguresI show the projection L formed on the underside of the frame 8 and adapted to engage the carry-iron 6. Within the scope of my invention as defined in the claims I may modify the construction of the parts and may substitute othcrforms of spring mechanism, since What I claim isl. A draft-rigging comprising a frame pivoted at its rear end so as to swing radially and supported on a car-frame. spring mechanism and adraw-bar carried by and movable along the frame, and a guidingconnection between the frame and the car-truck; substantially as described.

2. A d raft-rigging connected atthe rear to a bearing on which it can swing, and a flexible connection extending to the draft-rigging at the other end of the car; substantially as described- 3. A draft-rigqi11,; connected at the rear to a bearing on which it can swing, and a liexible connection extending through the bolster to the draft-rigging at the other end of the car; substantially as described.

4. A draft-riggi:arconnectcd at the rear to a bearingon whi h it can swing, and a flexiblc connection ex ending to the draft-rigging at the other end of the, car, the flexible joint in said connection being situate at or near the axial line of the can-truck; substantially as described.

5. A draft-rigging having in combination with draw-bars and spring mechanism at both ends of a car, a connection between the said spring mechanismseand means for converting a bufiing' motion of one draw-bar into a pulling motion on said connection; substantially as described.

6. A draftrigging comprisinga frame adapted to-swing laterally on a rear bearing, a yoke movable along the same, friction-shoes bearing on the frame, and levers connecting; the shoes with the yoke; substantially as described.

7. A draft-rigging comprising a frame, a yoke movable along the same and springs by which the yokcand frame are drawn into frictional contact; substantially as described.

8. In combination with the drawdmr and spring, a lever operated by motion of the draw-bar, and a connection extending from the lever to the spring mechanism at the other end of the car, whereby bufling motion on the draw-bar at one end of the car wiil be transmitted as a pulling motion to the other end; substantially as described.

9. 1-\draftrigging having in combination with the draw-bar and yoke, a frame, lever mechanism pivoted to the frame and connected with the yoke, and a longitmlinally-movable ,bar connected with the lever and connected also with the spring mechanism at the other end of the car; substantially as desc ri l )ed.

ll). In a draft-rigging, the combination of a frame 8, a yoke movable along the frame, arms projecting from said yoke, and levers connected to said arms and adapted to actuate the connection extending from the rear of the draft-rigging; substantially as described. 7

11. The combination of a frame 8, a yoke movable along the same, lever mechanism 27 pivoted on the frame and connected with theyoke, andanechamsm connecting the lever mechanism with the sprin mechanism at the other end of the car; substantially as described.

12. A draft-rigging having, in combination with the draw-bar, a yoke, a frame, lever mechanism pivoted to the frame and connected with the'yoke, a longitudinallyanovablc vbar connected with the lever and connected also with the spring mechanism at the other end of the car, said frame being adapted to move laterally on a rear pivot; substantially as described.

13. A draftaigging connected at the rear to a bearing on which it can swing, and a licxible connection extending" to the dmft-rig'g'ing at the other end of the car, said connection I comprising a link having lateral guides at the bolster; substantially as described. I

14:. A draft-rigging arranged to be radially movable on a rear bearing, and having in com binationfwiththe draw-bar spring-followers andstopsconstitutingacompletedraft-rigging capable of individual action, and a longitudinally-movable, connection leading to the draft- Of the car; substan- I IO my hand. 1 I v HARRY T. KRAKAU. .Witnesses:

ALFRED J S YMES J r..-

' -HARRY E. ORR.

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