USRE16090E - Draft sigging - Google Patents

Description

June 2, 1925.

E. W. KADEL DRAFT RIGGING Original Filed March 20, 1916 3 Sheets-Sheet l VIII/Ill III/[III I June 2, 1925.

B. W. KADEL DRAFT RIGGING Original Filed March 20. 1916 I5 Sheets-Sheet 2 llllffil! June 2, 1925.

B. w. K AD EL DRAFT RIGGING Original Filed March 20,- 1916 5 Sheets-Sheet Reissped June 2, 19251.

UNITED s'rai as PATENT oF-FIcE.-

BYERS W. KADEL, OF BALTIMORE, MARYLAND, ASSIGNO'R, BY MESNE ASSIGNMENTS, TO THE SYMINGTON' COMPANY, A." CORPORATION OF MARYLAND.

DRAFT RIGGIIiG.

Original No. 1,535,315, dated April 28, 1925 Serial No. 85,427, filei'l March 20, 1916. RenewedMarch 3,'

1925. Application for reissuefiled April 28, .1925. Serial No. 26,517.

To all whom it may concern:

Be it known that I, BYERS W. KAnEL,a citizen ofthe'United States of America, residing at'Baltimore, in the State of Maryland, have invented certain new and useful Improvements in Draft Rigging, of which the followingis a specification.

The invention relates to the art of draft rigging for railway cars, and more particu- .larly to that class of draft rigging designed for application to the under frame of freight cars, and consists in providing in combination with an under frame, novel means toconnect, hold and suitably brace the cashioning mechanism so as to produce a simple,

strong, compact and reliable draft rigging.

To this end the main features of my 1nvention, generally stated, consist in providingstop mechanism forthe front follower of the cushioning mechanism, adapted to form a support, and means for attachment for the coupler guide, the coupler carry iron and the coupler-limit stops, and to form in connection with the end sill braces stiffening members to suitably brace the center sills against lateral spreading.

There are other features of the invention as will appear from a more detailed description of the preferred embodiment thereof illustrated in the accompanying drawings, the scope of the invention being pointed out in the claims.

Throughout the specification and drawiugs like numerals designate like parts,

Figure 1 is a top plan view partially in section of draft gear'devices embodying the invention.

Figure 2' is a central longitudinal vertical section of the device illustrated in Figure 1, some of the movable parts being shown in elevation. Y 4

,Figure 3 is an end elevation of the stationary portions of the device showing theirrelation to the car under frame.

Figures 4 and '5 are detail sections taken on line XX of Figure 1, lookingin the direction indicated by. the arrows designated 4- and 55, respectively.

Figure 6 is'a vertical cross-section on line (S-6 of Figure 1. a portion of the cushioning mechanism being omitted.

Figure 7 is a detail cross section on line I 7- 7 of Figure 5 showing one of the end sill braces.

" Figures 8 to "12, inclusive, are details Reference being had to the several illus- "trations and the reference numerals thereon, -1, 1 indicate the center sills, 2 the cover plate extending from sill to sill over the draft mechanism, the end framing, 4 and 5 indicate the center or end sill braces, adapted to rigidly connect the center sills to. the end framing-and 6 designates one of the braces'for the end framing.

' Connected to the inner face of each center sill and adjacent thelend thereof are the cheek plates generally designated the nu- ,meral 7, and since these cheek-plates are counterparts a description of one thereof will suffice, In Figures 8 to 12 of the drawings there is shown a cheek-plate 7 which is preferably. provided with a longitudinallyextending slot or'opening 8, the outer edges thereof, for convenience, being provided upper and lower portions thereof the cheekplate is provided with inwardly projecting stops or stop, shoulders 10 and 11. The said stops are suitably spaced apart, so as to permit an arm of the coupler connecting means, hereinafter described, to pass between the said stops. Each of the saidstops may, be suitably braced; the upper stop 10 being reinforced by the horizontal ribs 12, 12' and 13 formed on the web 7' of the.

.60. in elevation and partly in vertical section' showing a slightly modified construction of rear follower and cushioning mechanism.

plate 7, and by. the vertical web or flange 16.

Likewise, the lower stop 11 ispreferably reribs are preferably provided with one or more vertical reinforcing -members such as shown at 18 and 19. Asv will be seenfrom Figure 9, the web 7 may, intermediate the stop shoulders 10 and 11, be provided with a rearwardly extending portion .20 to increase the strength of the plate adjacent the the maximum width of thesaid portion is less than the space separating the upper and lower stop members. The horizontal or longitudinally extending ribs 13 and 14, are, it will be noted, preferably extended to the forward end of the cheek plate 7 and ad jacent the end of the plate are widened out as shown at 21 and22 for purposes to be hereinafter described. The ribs 14 and 15 [are reduced in width, as shown at 52, forflanges thereof outwardly directed, and the wardly of the stop shoulder 11 for a purpose to be hereinafter disclosed. The center sills 1, 1 are preferably channel-beams having the cheek-plate 7, in order to be securely connected to brace and stiffen-the same, is preferably provided with an outwardly directed flange 23, adapted to underlie and to be secured to the lower flange of the said sill. flange or web,24 is provided at the lower outer end of the cheek-plate 7, as shown.

Referring now to ' Fi ures 1 and 2, 25

v designates the coupler which may be slidably connected to the yoke 26 by means of a key 27'which passes through alined- slots 28 and 29 in the coupler and yoke, respectively, and through the slots 8 and 8" in the cheek-plates and sills, The rearwardly extending portion of the slot 28 in the coupler is preferably reinforced by the outwardly extending wings or flanges 28" and likewise there are v formed.on the inner or adjacent faces of the yoke arms 26, and adjacent the outer'ends of the slots 29 therein, reinforcing means or inclined shoulders 29", 29. extending wings 28 on the" coupler in the normal position of the same, overlie the rear, ends of the flanges 14 and 15; the reduced portion 52 of the said flanges or ribs, hereinbefore described, is designed to permit the downward removal of the coupler inde pendently of tlie yoke and cushioning mechanism. Inorder to remove the coupler the key 27 is removed and the coupler is drawn forwardly until the wings 28 contact with the projections 29 on the yoke, in which position the wings 28 on the coupler will clear the reduced portion of the ribs or flanges 14 and 15 on the opposed cheek castings 7, thereby permitting the coupler to be the adjacent center sill and to A vertical The outwardly" dropped vertically. The cushioning mecha nism, which is of a well known type of frictional're sistance device, is generally designated by the numeral 30,a nd since 1t forms no part of the invention except in combina tion, need not be further described except as to its coaction with the front follower which without interfering with the proper'seating.

of the same against the stop shoulders 10 and 11 by the interference of the edge of the follower with'the edge of the lug.

To compensate for the reduction in area of the yoke arms, due to the slots 29 therein, without increasing the size of the yoke-receiving openings in the front follower, the

yoke arms are preferably increased in width from the front face of the said follower forwardly, as shown in dotted lines in Figure 2,'the widened portions of the yoke arms thus extending rearwardly to, or preferably somewhat inwardly of, the rear or inner ends of the slots 29.

The rear follower 34 is preferably provided with seats or shoulders, such as 35, adapted to contact witlrthe lower faces of the rear end of the yokeor coupler connecting means 26, to thereby form a support for the same. The portion of the follower 34 above the projection 35 lies wholly between the planes of the yoke arms. The yoke 26 and the rear follower 34 are held' from rearward movement by a centrally arranged back stop 2 6 which normally contacts with formeans for alining the'rear end of the frictional device. 30 and the rear follower 34,

said means also serving to provide an increased wear'ing surface for the said follower. The pro ect ons, or pro ection, as

the case may be, are made slightly longer I than thepermissive travel of the coupler, and hence it will be evident that, even in case of the sticking of the frictional device, i. e., a failure to properly release from a compressive strain, the follower'will always be maintained in a vertical position and so located with reference to the frictional device or other cushioning mechanism, that all danger of the follower jamming or failing to maintain its proper relation is entirely elimi nated. s Q q The projections on the rear follower 34 support the yoke 26, and the follower 34 is in turn slidably supportedby a plate 38 which is secured to the draft sills by means of the bolts: 39. The plate 38" preferably ezitends under the rear follower and under the rear end of the cushioning mechanism and serves to support both of these elements and to permit their sliding movement in pulling. In Figure 13 there is shown a simplified arrangement of the construction for supporting the cushioning mechanism and rear follower. In this figure, designates therear end of the cushioning mechanism,

34* the rear follower, 35" the projections on the rear follower which are adapted to support the yoke 26, and 38 designates the supporting plate which slidably engages the rear follower and the cushioning mechanism.

As will be noted, the follower 34 is very much increased in thickness over the follower 34, as shown in the preferred form, and-it is therefore unnecessary to provide alining means on the follower to hold the same in its proper position.

The follower 34, referring to the preferred form, is preferably provided with an inclined or bevelled portion 34 to enable the follower to be entered between the cushioning mechanism and the yoke after the other parts of the cushioning mechanism have been assembled on thecar and then to be driven into place in order to produce the necessary or desired initial compression.

An H-shaped front follower, such as-is shown in Figure 4, cannot be lifted directly into place, but must be entered at an angle to the arms of the yoke and then givena quarter turn into its normal position.

Hence in either assembling or disassembling a device such as is illustrated, it isnecessary that the cushioning mechanism be removed from the yoke in order to disengage the H shaped follower from between the arms thereof. As will be noted, the front follOlWCI 31 is provided with a boss or lug which enters a suitable aperture 51 in the cooperating face of the cushioning mechanism to thereby hold the several parts in alinement. It is therefore necessary to provide arear follower, such as 34, which may be re- -moved vertically down-ward in order to provide sufficient clearance when the same is removed, to permit the cushioning mechanism to be moved rearwardly sufficiently to clear the projection 50 so that-the same may be taken down, after which the follower 31 can be rotated sufliciently to disengage the projections thereof from the yoke arms.

The numeral 37 designates the front tieplate or supporting plate'which holds some of the moving parts of the device in'their connected to the lower flanges of the center sills 1, 1 by the bolts 39 The coupler guide 41 whichpreferably consists of a piece of comparath-"ely light sheet-metal having vertical offsets 41, 41 therein is connected by means of the rivets 40 to the ribs 21 of the cheek plate 7-. The principal function and purpose ofthis plate is to prevent the coupler from rising. It also acts as a coupler stop, but it is also made light enough to give way under a heavy blow in order to save the coupler head from damage should the coupler be forced rearwardly under an abnormal bufling strain. The offsets 41, in addition to forming spaces to accommodate the lower heads of the rivets 40, serve to give some flexibility to this guide transversely of the car so that it will not act as a tie member between the cheek plates but will readily give under strains produced by a lateral movement of is preferably formed asan angle bar having one flange 43 placed horizontally and adapted to rest adjacent to its ends onthe ribs or flanges 23, 23, the said flange 43 being preferably of a length to allow its insertion between the inner faces of the webs 7 of the check plates. The flange 43 is provided at each end .with an upwardly projecting portion 44 which, for example, may be preferably formed by cutting and bending the outer ends of the flange 43 upwardly and at right angles to said flange. The upwardlv projecting members 44, 44 are adapted tb serve as coupler limitstops, and to prevent the coupler from contacting with-and wearmg against the cheek plates. The vertical flange 45 of the member 42 is connected adacent the ends thereof'to the vertical flanges v 24, 24 of the cheek plates 7 by means of bolts 46 passed through alined openings in the flange 45 and the flanges 24. These bolts 46 are, due to the engagement of the ends o'l' the member 42 with the flanges 23, cntircl} relieved from all shearing strain and are only required to hold the carry-iron from forward movement.

The brace members 4 and 5, licrcinbel'orc referred to, are adapted to be connected 'to the center sills in any approved manner in the plane of the end framing 3, and to be connected thereto by any suitable means, as, for example, by the use of the rivets 47. The. vertical webs 4" of these braces, at the points where they would intersect the slots Thelower ribs 22, 22 of the 8 in the sill, are preferably provided with curved portions 48 which extend around the ends of the slots so as to permit the key 27 to have full play in the slot 8. In connection with the sill brace 5, it is preferred to provide a pipe clamp, as for example, a headless U-bolt 49, to-receive the air-brake pipe. This form of pipe-holding means provides both an economical and convenient means for connecting the brake-pipe to the car end in full accordance with the Master Car Builders requirements governing the interchange of cars, which are in this regard'that the end of the air-pipe must be located in the horizontal plane bisecting the coupler and thirteen inches off the center line of the car. The rivets which secure the braces 4 and 5 to the sills also pass through and connect the cheek plates thereto.

I There are' many. advantages inherent in the invention hereinbefore described as will be apparent to those skilled in the art to which the same appertains, and it will not, it is believed, be out of place to point out some thereof in greater detail.

In assembling and removing draft ,mechanisms from car under frames, and particularly those mechanisms in which a hori'- zontal yoke is applied, it is-often necessary to remove coupler and yoke and owing to the lateral projection on these members shown clearly in Figure 1 adjacent the opposite edges of the key 27, it has heretofore been necessary to either spring apart the arms of the yoke so as to permit the removal -of the coupler, or to remove the coupler limit stops to enable the yoke and drawbar to be taken out together. Limit stops of the kind heretofore used are connected to the car sills, generally by riveting, so that it becomes necessary, when it is desired to remove the yoke, to cut the rivets holding the stops in place since, as will also be observed from the drawings, these stops normally prevent the removal of the yoke. It will, therefore, be apparent, that by the use of a combined carry-iron and coupler limit stop device, such as is disclosed herein, it is possible, by the simple removal of four bolts, to take out the coupler and yoke, after the cushioning mechanism is removed. This easy removability greatly reduces the cost of labor on such replacements. V

Having now described my invention in detail, although it is to be understood that the foregoing description and drawings are merely illustrative of one embodiment of my device, and that-the terms used in this specification are to be taken in their descriptive and not their limitingsense, since what I claim and desire to secure by Letters Patent is:

1. In a draft rigging and in combination with'the coupler, a horizontally disposed yoke, and cushioning mechanism therefor,

of a follower, means for supportingthe same, a projection on said follower, adapted to contact with said supporting. means, said projection serving as means for alining the cushioning mechanism and the follower, and means on said follower for supporting the yoke. j i

2. In a draft rigging and in combination with a horizontally disposed yoke, of a follower having lateral projections thereon to support the yoke, the portion of the follower above the said projection being wholly included between the planes of the yoke arms.

3. In a draft rigging and in combination with a horizontally disposed yoke, a cushioning mechanism within the same, of a follower having intermediate its ends means to support the yoke, said follower also being provided with a projection adapted to underlie and form alining means for the cushioning mechanism.

4:. 'Ina draft rigging and in combinationwith the coupler, a horizontally disposed yoke and cushioning mechanism, of a fol lower, said follower having a projecting.

the yoke and cushioning mechanism.

6. In a draft rigging, draft sills, a coup-' ler, a horizontally disposed yoke, a cushioning mechanism within the same, a removable carry iron, means formed on the carryiron and "adapted to extend into the plane. of the arms of the said yoke, said means serving as stops to limit the swing of the coupler and being removable with the carry 11'01'1. v i

7. In a draft. rigging, a coupler, a yoke connected thereto, an end framing, a pair of flanged draft sills having their webs vertical, cheek plates respectively connected to the webs of the said sills at their upper portions, said plates extending below the said'sills and provided each with portions adapted to respectively project under and be connected to aflange of the correspond-- ing sill, each of said plates being adapted at one end to extend forwardly beyond the end framing and provided at the opposite end with a pair of spaced stop shoulders between which the yoke is adapted to pass.

8. In a draft rigging and in combination with the draft sills, a coupler, a yoke and cushioning mechanism, of a pair of cheek plates connected to said sills, each of said plates being provided with an inwardly extending flange adjacent its forward end, said flanges serving asasupport for the coupler carry iron, and a carry iron resting upon said flanges of the check plates.

9. In draft rigging, the combination with center sills, of check plates connectedto the inner faces of said sills, each of said check plates having an outwardly projecting follower engaging shoulder, longitudinally extending ribs formed on each cheek plate for bracing said shoulder, and a coupler guide plate extending between said cheek plates and above the coupler and connecting correspoi'iding ribs, of said check plates.

10. In a draft rigging for railway cars, the coi'nbination with center sills, of check plates connected to the inner faces of said sills, the forward portions of said cheek plates extending beyond the end framing of. the car and being providedwith longitudinally extending ribs, and a coupler {IllltlG plate connecting said ribs at a point beyond the-end framing of the car.

11. In a draft rigging and in combinationivith the coupler and cushioning mechanism, of cheekplates, a carry iron secured to said check plates and adapted to support the for wvard end of said coupler, said carry iron j having portions thereof adapted to extend upwardly between the sides of the coupler and the adjacent portions of the said cheek plates and to contact the latter, said por tions serving as stops to limit the swing of the coupler. p

12. In a draft rigging, the'combination with spaced center sills, of cheek plates connected thereto, said check plates each b eing provided with an inwardly projecting, flange, acar. coupler positioned between said sills, and a removable carry'iron bridging the space between said sills, said carry iron being adapted to overlie the flanges of said check plates and being furnished with upwardly projecting coupler limit stops which are attached to and removable with said carry iron, said stops, when said carry iron is in place, serving as meansfor decreasing the effective width of,t he space between saidsills.

13. In a draft rigging, the combination with a coupler and its cushioning mechanism includin ah'orizontally-disposedyoke,

of a car framing 'having'therein an opening adapted to receive the shank of the car coupler, said opening being-closed below by a.

detachable, carry iron which is ad apted to support the coupler, s'aid. carry iron having portions which overlap the sides of the shank of the coupler and projectinginto the planes of the said yoke arms, said projections serving as ,limit stops for the coupler, and the effective width of the said coupler opening in the car framing being adapted to be increased by the detachment-ofsaid carry projecting between said sills-toward the center of the car for limiting lateral movement of.

the'said coupler, said-projecting means also expending into the path of removal of said yo te.

15. In a draft rigging, and with slotted draft sills, slotted cheek plates, of a coupler, a horizontally arranged yoke, a key connecting the coupler and yoke, said key being. adapted to pass through theslots in the sills and cheek plates, braces connected to said sills, each of said'braces' being provided with a rounded portion adjacent the slot in the corresponding sill, the ends of the said key-being adapted to extend into said rounded portions of the said braces.

16. In a draft rigging,""and in combination with slotted draft sills, of cheek plates connected to ,the inner faces thereof, each of said plates being provided with a slot. registering with the slot-in the adjacent sill, a coupler. a yoke, a key connecting the 0011 pler and'yoke, said key passing through the said slots in the cheek plates and sills, a

adjacent the slot therein, said braces and the cheek plates cooperating to stiffen the draft sills, each of said braces being provided with a'recess adapted to extend'eround the end of the slot- -in the adj'acentmill, to thereby prevent the said key from contacting with the said braces.

17 In a draftirigging, the combination of brace connected to the outer face of each sillin'combination a coupler, cushioning mechanism connected thereto by means of a horizontally disposed key, slotted draft sills, said key passing through the slots in said sills. and a brace connected to the outer face-jot eaohisillfa portion of the web of-each brace. extending rearwardly beyond the forward end of the slot in the adjacent sills.

18. In. adraft rigging, the combination with the coupler a horizontally disposed "izo yoke, and ,"ushioning' mechanism, of a-'foI--.

lower, projections on said followeradapted to support the said yoke, and transversely extending means assing undc'r and slida'bl y engaging the sai follower and'servlng to support the cushioning mechanism.

19.. In a draft riggmg,'jthe comb nation *with the coupler, a horizontally dislposedj o yoke and-cushioning means, of a; in wet.

disposed between the said cushioning means and the said yoke, projections on said follower adapted to support the said yoke, and transversely extending means extending under the said follower and the cushioning means and constituting a support for the same.

20. In a draft rigging, the combination with the coupler, a horizontally disposed yoke, and cushioning mechanism therefor, of a pair of followers, one disposed at each end of the said cushioning mechanism, one of said followers and the cushioning mechanism having interengaging means, said follower being also provided with projections overlying the yoke arms, the other of the said followers being removable independently of the said cushioning mechanism to ithereby permit the said cushioning mechanism and interengaging followers to be shifted out of engagement and independent- 1y removed.

, 21. In a draft rigging, the combination with the draft sills, a coupler, yoke and ,cushioning mechanism, of a pair of cheek plates connected to the said sills, said cheek plates having transverse vertical flanges at their ends, an angle bar carry iron bridging the space between the cheek plates, and se curing means for said carry iron comprising bolts which pass through the vertical leg of the angle bar and the said vertical flanges of the cheek plates, the horizontal si e of thecoupler.

-22. In a draft rigging, a pair of draft sills, cheek plates connected to the said sills and. each provided with an inwardly pro- 'jecting flange, and a coupler guide plate extending from cheek plate to cheek plate and secured to the flanges-thereof, the said coupler guide having a vertical offset thereand cushioning mechanism, of a removable with the .carframing, a coupler, a yoke,

member adapted to underlie the forward end of the said coupler, said member having portions thereof extending upwardly between the sides of the couplerand stationary parts of the car framing and adapted to contact the latter,-said portions serving as stops to limit the swing of the conpier and being adapted to prevent the removal of the yoke when said member is in place.

check plates extending adjacent the said 1e of the angle bar being adjacent the lower 23. In adraft" rigging, the combination said cheek plates having horizontal ribs' which underlie the said portions of the said coupler, a horizontally disposed yoke hav ing the arms thereof disposed along each side of the coupler and having inwardly turned enlargements which extend into the plane of the end portions of the coupler, a key connecting the said coupler and yoke, the said ribs on the cheek plates being cut away to provide an opening therebetween to permit dropping the coupler when the said key has been removed and the coupler drawn forwardly out. of its normal position.

26. In a draftrigging, a car, a pair of slotted draft sills, slotted stop. castings sethe arms of the said yoke being enlarged adjacent the said slots therein and the said enlargements extending rearwardly of the slots in the yoke arms.

27. In a draft rigging, the combination with the draft sills and a horizontally arranged yoke, of check plates connected to the said sills, said cheek plates each being 'provided'with horizontally extending portionsabove and below the yoke arms, said portions serving to guide the forward portions of the yoke, a carry iron bridging the space between the sills and provided with portions which extend upwardly between the sillsinto the path of movement of the yoke, and a downwardly removable supporting member for the rear end of the yoke, said yoke being removable "horizontally from between the sills after the removal of the earryiron and the rear supportingmember.

28. In a draft rigging, the combination with draft sills, of cheek plates connected thereto, a coupler, a horizontally disposed yoke, and a cushioning mechanism within the same, a removable member bridging the space between the sills and connected to the said cheek plates, and means rigidly connected to the said member, said means serving asstops to limit the swing of the coupler and being removable with the said member.

29. .In a draft rigging, the combination 30. In a draft rigging, the combinationwith a pair' of draft sills, of cheek plates connected to the inner faces of the said sills adjacent the ends thereof, said plates having projecting portions below the upper edges thereof, and a plate extending above the coupler and connected to the said projecting portions of said check plates, said connecting'plate serving as a coupler guide.

31. In a draft rigging, the combination with center sills, of a cushioning mechanism positioned between the sills, said cushioning mechanism including a follower, a yoke surrounding said cushioning mechanism, front stop members adapted to transmit draft strains only, rear stops spaced from saidv front stop members and adapted to transmit bufiing strains only, said front stop members being normally engaged by said follower and terminating substantially in the plane thereof, the forward face of said f0l.

lower extending forwardly of the rear end of said front stop members.

In a draft rigging, the combination with a horizontally disposed yoke member and a cushioning mechanism therein, of a rear follower removable independently of said yokeand cushioning mechanism, said follower comprising a plurality of spaced walls, ribs extending between said walls, one wall of said follower having a flat face to engage a cushioning element, the other wall being curved at its edges to fit within the radii of the yoke.

33. In a draft'rigging, the combination with a horizontally disposed yoke, a cushioning mechanismtherein, of a follower removable inde endently of said. yoke and cushioning mec ianism, said follower comprising a plurality of spaced substantially rectangular walls, and a plurality of series of ribs for connecting the same, one of said series extending in an angular direction to another series, said follower walls being substantially equalin area.

'34. In a draft rigging, draft sills, a coupler, a horizontally disposed yoke, a

cushioning mechanism within the same, a

removable coupler carry iron, means formed on the carry iron and extending into the plane of the arms of the said yoke,said means serving as stops to limit. the swing of the coupler and being removable with the carry iron, a follower within the yoke and abuttingthe cushioning mechanism and being removable independently of the cushioning mechanism, the cushioning mecha-j nism being removable only after the removal of said follower, and the yoke being removable only after the removal of the cushioning mechanism and the carry iron.

35. In a draft rigging, the combination with a slotted coupler, of a slotted yoke. means for connecting said yoke and coupler, said means comprising a key extending through said coupler and yoke, the walls of the said slots in the said coupler and yoke being arranged so as to transmit draft forces to said key as a direct compression.

36. In a draft rigging, the combination with a coupler, of a horizontally disposed yoke and a transversely extending connecting key, said yoke and coupler having laterally projecting portions which are adapted to overlapp-ingly engage oppositely disposed portions of said key.

37. In a draft rigging, the combination 7 with a coupler having a transversely extending key slot therein, of a horizontally disposed yoke having key receiving slots in the arms thereof, portions of the coupler adjacent the said slot being tapered outwardly and rearwardly to form an extended key bearing at, the rear end of the slot, the said yoke arms being provided with inwardly projecting portions adjacent the forward edges of the slots therein, and a transversely extending key for connecting said coupler and yoke, portions of said key being in compression under draft strains,

38. In a draft rigging, the combination with draft sills, of check plates connected to the inner faces thereof, a coupler having a key slot therein, the rear wall of said key slot being outwardly extended by means of projections on the said coupler,a yoke with which said coupler is connected by means of a transversely extending key, said yoke being provided adjacent the front ends of the key slots with laterally extending portions, said key being adapted to extend through the coupler and yoke and through slots in said check plates, and means for preventing the yoke from, moving longitudinally of the said key.

39. In a draft rigging, the combination with a. ,pair of slotted draft sil s, of slotted to the inner faces of the sills adjacent the ends thereof, said members each being provided with a; key receiving slot, said memhers having up right stop; faces positioned slots, portions' of said members adjacent the f slots.

ends thereof, said members each being proa portion of the depth in rear of the-inner ends of said slots, a follower member normally adapted to engage said stop faces, portions of said first named members being adapted to extend rearwardly of said upright faces to rein-force the slots said reinforcing portions being of less height than the follower member.

41. In a draft rigging, the combination with spaced sills, of stop members connected to the inner faces of the sills adjacent the ends thereof, said members each being prov'ided with ,a key receiving slotiand having upright stop faces positioned in rear of the inner ends of said slots, portions of said members adjacentthe' rear, ends of said slots being curved and extended rearwardly' of saidupright faces to reinforce the slots.

42' In. a draft rigging, the combination with spaced sills, of a stop members connected to the inner faces'of the sills adjacent the vided with a key receiving slot with curved ends and having upright stop faces positioned in the rear of the inner ends of said rear ends of said slots being curved c0-aXi ally with the curved ends of the slots and extended rearwardly of the stop faces to re inforce the stop membersto the. rear of "the 43. In a draft rigging, the combination with spaced *sills, of stop members connected to the inner faces of the sills adjacent the ends thereof, said members each being provided-with a key receiving. slot and having upright stop faces positioned in the rear of the inner ends of said slots, portions of said members formingthe rear walls of the stop members adjacent the slots being extended rearwardly of the upright stop faces along thereof and means'at I the forward ends 1 of the members for con necting them to a striking member.

44:.In a draft rigging, the combination with spaced sills, of stop members connected to the inner faces of the'sills, said members each being provided with a key receiving slot and having substantially vertical stop faces positioned in the rear of the inner ends of said slots, portions of said-members forming the rear walls .of the stop members adjacent the slots'bein'g extended rearwardly.

of the up-rightstop faces along a'portion of the depth thereof, portions of the' stop membersextending forwardly,and1 means connec ting a coupler guiding portion to said forwardly extending portions.

45. A stop and cheek plate railway draft rigging comprising a longitudinal portion adapted for connection with a car sill, said portion being provided witha longitudinally disposed slot therein for the reception (if a draft rigging key, and an upright stop 'face adjacent the rear end of said; slot, said slot being formed by a flange adapted for cooperation with "a corresponding aperture in anadjacent sill, portions. of

said member adjacent the; flange at the rear of the slot being extended beyond the stop face to reinforce the slot. v

' &6. A stop lug having aweb portion, said lug being adapted tobe secured to the inner face of a; draft or center sill and provided with a follower engagin portion, said'lu'g bein provided with a ST war means for reinforcing the marginal edges of' the slotted portion, said means beingadapted to extend throngh a suitably formed slot in an adjacent sill,'a portion of sald lug being extended'rear'w'ardly of saidslot into 1 the vertical plane ofi'said follower engaging portion and beingof les width than said stop lug. p

' BYERS W.'KADEL;

member for otted portion for- 1y of said follower engagingv portion,

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