US1195943A - Dbaft-eiggiktg fob bailw ay-cabs - Google Patents

Description

UNITED sTaTEs PATENT oEEIoE. i

'WINFIELD H'. YOST, OF MONTREAL, QUEBEC, CANADA, ASSIGNOR TO HARRY STILLSON HART, OF CHICAGO, ILLINOIS.

DRAFT-RIGGING FOR RAILWAY-CARS.

Specification of Letters Patent.

Patented Aug. 22, 1916.

Application filed January 7, 1911. Serial No. 61,429.

To all lwhom t may concern:

Be it known that I, VVINFL1 H. YosT, a citizen of the United State", residing at Montreal, in the Province of Quebec and Dominion of Canada, have invented certain new and useful Improvements in Draft- Rigging for- Railway-Cars, of which the following is a description.

The object of my invention 1s to provide a draft rigging f= railway cars whereby the draw-bar will Lnyieldingly connected with the draft timbers of the car; the construction of the rigging being such'that application of force on the draw-bar will meet with a yielding resistance, and when the force is removed, the recoil' will be reduced to a minimum. i

The purpose of my invention is to provide a lever mechanism so constructed as .to prevent any displacement thereof during its movement; and one which will return to normal position as soon as force on the draw-bar is removed.

Another object of my invention is to provide lever mechanism in which the levers, in additionto relieving the springs, perform the functions of followers and enable the latter to be dispensed with.

A further object of my invention 1s to provide a lever mechanism which is so constructed and assembled, that the forces caused through the action of the draw-bar on the levers, and the levers on the intermediate springs, and the levers on their fulcrum points on the draft timbers, will be in substantially parallel lines and also be parallel with the center line and sides of the car, thus preventingr undue strains or any spreadingT tendencyY of the center sills of the car; the mechanism being so constructed that movement of the levers in relation to each other will be madepositive, as will more fully appear from the following detailed description.

In the drawing: Figure 1 is a horizontal central sectional view of mv invention, looking downwardly. Fig. Q is a transverse sectional view taken on the line rz-rz of Fig. 1. looking in the direction of the arrows. Fig. 3 is a perspective view of two of tige levers showing the same'in position to e assembled, or placed one on top of the other.

1, 1 are cheek plates or members secured to the draft timbers or members 2. The

cheek plates or members are provided at opposite ends with draft- lugs 3, 3 and l, 4; that is, a set of draft-lugs 3 and l is provided at each end of the cheek plates as clearly shown in Fig. 1.

5 is a draw-bar to which the coupler, not shown, is secured, the draw-bar being suitably mounted in the car frame and provided with a ktail strap or yoke 5, which latter is secured to the draw-bar by rivets or in any other suitable manner. At each end of the cheek plates, as clearly illustrated in Fig. 1, I provide the superimposed levers G and 7. llatcs 8 and 9y are inserted between the cheek plates with the concentric springs l0 and 1l inserted between the plates 8 and 9, and bearing against the same, thereby holding the plates 8 and 9 against thc inner ends of the levers (3 and 7 of both sets at oppo site ends of the cheek plates. Springs 10 and ll hold the plates 8 and 9 in frictional engagen'ient with the levers and form a yielding resistance to the movement of the levers and the draw-bar withrelation to the draft-timliers. The lever mechanism consists of oppositely movable members, and 1 prefer to employ two 'sets or pairs of levers (S and 7 at each end of the mechanism as clearly shown in Fig. 1. The inner ends of levers (3 are provided with vertically eX- tending lugs 12, whilewthe levers 7 are provided at their inner ends with the vertically extending lugs 13. The levers 6 and 7 are also provided at a point intermediate of their ends and on the adjacent or contacting surfaces thereof with the ribs or flanges 15e and 15.

'hen the levers are assembled the lugs 1i). and l?, will bear against the narrower sides ol'v the correlated or adjacent levers, while. the ribs or ( langes 14 and 15, which are formed in the arc of a circle, abut against each other and control the movement of the levers in both. directions. The levers are superiml'iosed and arranged in pairs, by bringing the adjacent faces of the two levers. shown in Fig. 3, together, with they ribs or flanges 14 and 15 abutting against each other. These fianges or ribs 14 and 15 will prevent any relative transverse movement of th'c levers, While the lugs12 and 13 will cause the levers to interlock at the extreme point of their movement or travel in one direction, and while the levers are at rest or in normal position, these lugs will prevent further relative movement of the levers in the other direction. The outer ends of the levers which extend beyond the line of the draw-bar or yoke and in between the draft-lugs are so formed as to provide a square bearing on the draft-lugs, 3, 3 of the cheek plates, as clearly shown in Fig. l, at 16. By forming the levers with the squared outer ends, thenecessi ty for followerplates intermediate of the levers and the yoke or draw-bar is ohviated, because inoperation the levers will bear flatly against the draft-lugs 3 and thus apply the. force in a line substantially parallel with the sides of the car; the levers l and 7 performing the same function as that performed by the follower-plates in constrlwtions heretofore employed; that is, thc levers will rotate when moved in one direction, using the yoke or draw-bar as a bearing surface.

In the operation of the draft rigging, as shownin Fig. 1, when force is applied to move the car to the left the tail strap or yoke 5 will move the follower-levers (5 and 7 at the right of the ligure bodily toward the left (compressing vsprings 10) until the outer, or fulcrum,ends of the follower-levers engage the draft lugs 4 at the right of the figure, the resistance to the movement of the yoke up to this point being only that due to the direct expansive force of the springs. Further movement of the yoke to the left causes the follower-levers to rotate upon the draft lugs 4 as fulcrums, the yoke bearing upon the sides of. the levers and causing them to rotate and increase the resisting power of the springs by reason of the differential movement between the yoke and follower-levers. During the movement of the follower-levers the correlated surfaces 14 and 15 of the respective levers bear against one another and prevent the levers sliding over one another and, moving out of engagement with `the draft lugs, these surfaces also serving to insure uniform movement of both levers. In the event of the springs becoming broken, or of failure of some part,'whereby the travel of the levers will be increased beyond the normal limit, the lugsrlQ and 13 will interlock and prevent the levers from rotating sufficiently to disengage from the draft lugs and so obviate total failure of the gear.

During the above described operation the follower-levers at the other end of the gear remain immovable, the lugs 12 and 13 of the respective levers each bearing against the adjacent lever and causing the latter to interlock and form an abutment resisting the pressure of the springs, the ends of the levers transmitting this pressure directly to the draft lugs 3.

As each end of the draft gear is exactly similar in construction the operation of the gear when force is applied in the opposite direction will be readily understood from the above description.

It will bc noted that the levers 6 and 7, both while acting upon the springs to compress the latter when the force is 1n one direction, and while transmitting the pressure of the springs to the draft lugs 3 when the force is in the opposite direction perform the functions of followers and so enable the latter to bedispensed with.

It is apparent from the construction f the carriers being fastened to the sills in any suitable manner. rlhese carriers 18 not only form ties for holding the sills' or cheek plates at a positive distance apart, but also carry the yoke 10 which in turn -carries the entire draft gear.

The draft rigging is assembled in thc following manner -Yoke 10, which may be formed as shown in the drawings, is connected to the coupler or draw-bar 5 in any suitable way and has fitted into it the two sets of superimposed levers 6 and 7, with the springs 10 and 11 and plates 8 and l) inserted between the two sets of the levers. The yoke with the levers and springs is then dropped in between the cheekplates 1, 1 in such a manner as to bring the outer ends of the levers in proper place between the draft- lugs 3, 3 and 4, 4; it being understood that the cheek plates have previously beeny riveted 0r secured to the center sills 2, 2 of the car. After the mechanism has been thus assembled'and put into place, the carriers 18 are bolted to the sills as previously described, thereby completing the application of the gear or draft rigging to the car. In view of the frictional contact between -the outer ends of the levers and the draftlugs 4, 4, I prefer t0 provide the cheek plates at the points 4, 4, which form the fulcrum points for the levers, with a hardened metal insert as shown at 19 in Fig. 1. By providing the fulcrum points 4, 4

'of the cheek plates with the hardened metal insert, the wear caused by the levers frictionally rocking `about the points will be prevented.

The construction of draft rigging-that I have described and illustrated in the drawmg may be varied in certain minor details l. l. 'i

without departing from the spirit of my invention, as for example, the nature of the ting surfaces .cheek plates provided with coacting intermediate ribs or flanges on the adjacent faces of the levers may be modified, and l do not wish to be understood therefore as limiting myself to the exact construction illustrated, but

What I claim as my invention and wish to secure by Letters Patent is:-

l. A draft rigging for cars having levers Whose outer ends project beyond the line of the draw-bar, and spring-mechanism interposed between oppositely arranged sets of saidlevers, said levers being provided at a point intermediate of their ends with abut- ;whereby relative transverse movement of the correlated levers is prevented, the outer ends of said levers being squared to form flat bearing surfaces against the draft-lugs.

2. A draft rigging for cars, comprising drafting-S, means secured to the draft-lugs whereby 'wear thereon will be prevented, levers hav- .mg rounded ends to permit of free movement and fiat sides adapted to extend between the lugs to provide a fiat bearing against one of the lugs, while the other side of the lever extends normally at an angle to the adjacent lug about which it is adapted to rotate, and spring mechanism arranged between the levers at opposite ends of the draft rigging. v

3. A draft rigging for cars ,consistinf7 of draft-lugs extending substantially at right angles to the draft timbers of the cai-,a yoke secured tb the draw-bar, levers provided with correlated surfaces intermediate of their ends about which the adjacently placed levers rotate and movement lengthwise of each other is prevented, the inner ends of the levers being formed so as to prevent relative movement beyond predetermined points in a longitudinal direction, the sides of the levers being formed so as to provide substantially fiat bearing surfaces for engagement with the draft-lugs and the end s of the yoke whereby the lines of force are maintained parallel with the center line of the car, and spring mechanism interposed be tween said levers to provide a yielding resistance to the draw-bar.

' Il. A draft rigging for cars comprising draft-lugs, a draw-bar extension or yoke, levers provided with abutting surfaces to prevent relative movement in a direction lengthwise of the levers but permitting the same `to-rotate and having extensions arranged to engage the side of the adjacent lever, said levers being provided with flat surfaces arranged to bear against the lugs and the ends of the draw-bar extension whereby the lines of force are maintained parallel with the center line of the car.

5. In a draft rigging, spring mechanism, relief levers for the mechanism, said levers being at the end of the spring mechanism, draft lugs adapted to be engaged by the levers, such lugs being arranged on the opposite side of the levers to that upon which the spring mechanism is located, abutment surfaces adapted to be engaged by the levers, such abutment surfaces being arranged on the same side of the levers as is the spring mechanism, and a bearing member between the spring mechanism and levers, such bearing member being permanently out of contact with said abutment surfaces.

(3. In a draft rigging, the combination with spring mechanism and draft lugs, of a lever adapted to act upon said mechanism, one end of the lever being located between the draft lugs and having one side formed to present a substantially flat bearing surface toone of the normally extending at an angle to the surface of the other lug.

WINFIELD H. YOST. Vl'itncsses ROBERT M. ZIMMERMAN. H. A. HATFIELD.

lugs, the opposite sidey

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