US1141696A - Draft-rigging. - Google Patents

Description

6. DE FERNANZO. DRAFT RIGGING.

APPLICATION FILED JUNE I8, 1014 Patented J 11119 1, 1915.

2 SHEETS-SHEET l.

GK DE FERNANZO.

DRAFT RmGmG.

APPUCATION FILED JUNE I8.

Patented J 11119 1, 1915.

SHEET 2.

2 SHEETS- q Qi l awweo V GABIBALIDI DE FERNANZO, OF FHILADELPHIA, PENNSYLVANIA.

DRAFT-HIGGINS.

Specification of Letters Patent.

Patented June 1, 1915.

Application filed June 18, 1914. Serial No. 845,788.

51" aZZ whom it mat,- concern:

Be it known that I, GARIBALDI DE FER- :zanzo, a citizen of the United States, residing at Philadelphia, in the county of Philadelphia and State of Pennsylvania, have invented certain new and useful". Improvements in Draft-Rigging, of which the following is a specification. My 'i'vention relates to improvements in draft rigging, the object of the invention being to provide an improved shockabsorbing attachment which is designed primarily for connection with a car coupler so as to sustain shocks and strains, both of the pulling and buiilng action in drawing or coupling cars, and prevent banging and ratcling as well as jars and bolts to the rolling stock.

A further object is to provide an improved construction of car coupling with improved means for connecting the same to the car or other rolling stock so that the movement of the coupling in both directions is cushioned, and jars and jolts absorbed.

A further object is to improve upon the construction set forth in my application for patent on shock absorbers, filed June 8, 1914, and given Serial No. 843,685..

While I have illustrated and described my improvements in connection with a car coupling, it is to be understood that it might be employed at various other points in the draft rigging where such buiiing or drawing action is-applied.

W'ith these and other objects in view, the invention consists in certain novel features of construction and combinations and arrangements of parts as will be more fully hereinafter described and pointed out in the claims.

In the accompanying drawings: Figure 1 is a top plan-view partly in section illustrating my improvements. Fig. 2 is a view in cross section on the line 2-.2 of Fig. 1. Fig. 3 is a view in cross section on the line 3-3 of Fig. 1. Fig. 4. is a view in longitudinal section through the center of Fig. 1. Fig. 5 is an enlarged view in longitudinal section through the piston rod. and piston showing both on an enlarged scale, and Fig. 6 is a view in section on the line 66 of Fig. 5.

1, 1 represent longitudinal channel bars secured below the floor 3 of the car or other railway rolling stock and connected at their ends to a transverse channel bar 4, the latter having an opening 5 registering with an opening 6 in a casting 7, secured to the 'is permitted a certain amount of movement,

it ishel'd against turningand maintained in a proper position for coupling.

At the inner end of the draw bar 9, a piston rod 10 is provided. This piston rod 10 may be made integral with the coupling or may be a separate part rigidly secured in any approved manner. The rod 10 projects through stufiing boxes 11 in heads 12, screwed onto the ends of a casing 13. The inner head 12 is provided at opposite sides with segmental flanges 14 which are loosely mounted between internal flanges 15 on brackets 16,, the latter being secured by rivets or other securing devices 17 to the channel bars 1.

As above stated, the connection of the flanges 14 between the flanges 15 is a loose one, so that while the cylinder is held against longitudinal movement, it is permitted a certain amount of movement so as to permit the coupling to move to compensate for the varying movements of the car which it ordinarily takes in use.

The casing 13 is filled withfiuid 18, preferably a light oil being employed, and on the rod 10 within the casing 13, my improved piston 19 is secured. The fluid may be supplied through openings 20 in either of the heads 12, and these openings are normally closed by screw plugs 21.

A follower plate 22 is" located around the rod 10 and bears against the inner end of the draw bar 9, and a coiled spring 23 is lo cated between the follower plate 22 and the forward head 12. A follower plate 24: is secured by a pin or other securing device 25 to the extreme inner end of the rod 10, and a coiled spring 26 is located around the rod between the follower plate 24 and the inner head 12. These springs 23 and 26 are of the same strength and exert a continuous pressure to maintain the piston 19 normally in the center of the casing as shown clearly in Fig. 4, and compel the same to return to this position after sustaining jars and shocks.

The construction of the piston 19 is preplication above referred to, and the casing 13 is of the shape described in the said application. As these parts are covered in detail in the former application, is simply necessary here to describe them" generally in order to understand the operation.

The casing 13 is of largest diameter, and is cylindrical in form intermediate its ends. This straight or cylindrical intermediate portion extends from a point to a point 31. *The wall of the cylinder at both ends their tapers inwardly from the point 30 to the point 32, and from the point 31 to the point 33. The extreme ends of the casing age then cylindrical or straight, but this s raight portion at the ends is appreciabiy shorter than the thickness of the piston fora purpose which will hereinafter appear.

The piston 19 is provided at its front and rear faces with annular flanges 27, and between said flanges the piston is provided with an annular groove 28. In the opposite faces of the piston, ports 34 and 35 are provided which extend to the groove 28 and are provided with valves 36 to permit the flow of fluid through the passages in one direction only.

The operation is as follows: When the cars come together in coupling, the huffing action forces the coupler inwardly and moves the piston 19 toward the inner end of the casing 13 against the action of spring 26. The fluid by-passes around the outer edges ofthe piston, and also through the ports If the shock is extreme, the piston will move to the end of the casing, and

as the internal diameter of the casing at its end is substantially the same as the diameter of the flanged portion of the piston, the fluid will act as a positive check an prevent any possibility of the piston reaching the head 12. As soon as permitted, the spring 26 will return the parts to normal,

and in this movement the liquid is free to by-pass through the ports 35 and permit the piston to return to a normal position. As the piston moves in either direction, the by-passing of the liquid is gradually diminished after the. piston passesthe points 30 and 31, as the casing then begins to decrease in diameter, hence my improvements sustain the shocks and jars upon the coupling hither in pulling or in butting, and

prevent transmission of such shocks and v1- brations to the car.

While I have described what I believe to be a preferred construction and arrangement of parts, and a preferred location of my improved shock absorber for cars, I would have it understood, that I do not but consider myself at liberty to make such changes and alterations as fairly fall within the spirit and scope of the appended claims.

Having thus described my 'inventio'n,what I claim as new and desire to secure by Letters Patent is: i p

. 1. In a draft rigging, the combination with a support, a casing connected to the support, a rod projecting through the caspiston secured on the rodin the casing, said casing cylindrical and of largest diameter at its center and tapering to both ends, said casing at its ends of cylindrical form and limit myself to the precisedetails set forth ,ing, a car coupling secured to the rod, a 1

smallest diameter, and of substantially the.

same diameter as the piston, and said piston having valved by-passing ports in its opposite faces communicating with the pe-' ripherv of the piston, substantially as described.

2. In a draft rigging, the combination with a support, a casingEconnected to the support, a rodfprojecting through the casing, a car coupling secured to the rod, a piston securedlon the rod in the casing. said piston having 'valved by-passing ports in its opposite faces communicating with the periphery of the piston, substantially as described. 4

The combination with a support, of brackets secured to the support and having ably secured to the. ends of the casing and having-striding boxes therein, one of said heads having flanges located between the flanges of the support, a rod extending through the stuffing boxes, a piston on the rod in the casing, and a coupling connected flanges spaced apart, a casing, heads removto one end of the rod, substantially as do scribed.

, In testimony whereof I have signed my name to this specification in the presence of two subscribing witnesses.

,GARIBALDI m F RNANzo.

Witnesses:

C. R. Zmems, S. W. Fos'ms.

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