US1426221A - Draft rigging - Google Patents

Description

A. e. SANDMAN.

DRAFT RIGG ING.

APPLICATION men JULY 20. I920.

Patented Aug. 15, 1922.

2 SHEETS-SHEET l.

v A. e. SANDMAN.

DRAFT RIGGING.

APPLICATION HLED JULY 20,1920.

Patented Aug. 15,1922.

2 shins-swan 2.

AUGUST G. SANDMAN, OF BALTIMORE, MARYLAND.

DRAFT RIGGING.

Application filed July 20,

To all whom it may concern:

Be it known that 1, AUGUST G. SANDMAN,

a citizen of the United States, residing at Baltimore, in the State of Maryland, have invented certain new and useful Improvements in Draft Rigging; and I do hereby declare the following to be a full, clear, and exact description of the invention,'such as will enable others skilled in the art to which it appertains'to make and use the same.

The invention relates to! draft rigging for railway cars, and more particularly to that class of draft rigging designed for application to passenger car underframes. The primary object of the invention, generally stated, is to provide an interchangeable equipment suitable for either passenger or freight cars. To this end the principal feature of my invention consists in providing novel means for ivotally connecting the coupler (of the frelght car type) to a horizontal yoke.

Another feature of my invention consists in interposing between the coupler and the cushioning mechanism therefor a plurality of members and in operatively connecting the coupler to one of said'members and in pivotally connecting said member to the other member, and in connecting said members to the cushioning mechanism so as to. actuate the same.

There are other features of the invention as will hereinafter appear from the more detailed description of the particular embodiment thereof which has beenoillustrated.

Referring to the drawings,-

Figure 1 is a plan view, partly in horizontal longitudinal section, of a draft rigging and the associated portions of a car underframe.

Fig. 2 is a longitudinal central section of a passenger car underframe showing the invention applied thereto.

Fig. 3 is a horizontal longitudinal section of a portion of the construction shown in Fi 1 on a slightly larger scale.

Fig. 4 is a top plan View of the socket member to which the coupler is rigidly connected.-

Fig. 5 is a side elevation of the same.

Figs. 6 and 7 are views, respectively, in top plan and side elevation of the spacer block which forms one of the principa features of my invention.

Throughout the specification and draw- Specification of Letters Patent.

Patented Aug. 15, 1922.

1920. Serial No. 397,778.

ings like parts are designated by like reference characters.

Before describing the embodiment 'of the invention herein illustrated in detail, it might be well to point out that as a general rule there are two classes of equipment provided by every railroad, one commonly known as the freight equipment and the other as passenger equipment, the first be- 1ng applicable only to freight cars and the second applicable only'to passenger cars. The reason for this distinction in equipment is two-fold. First, the difference in weight and number of cars employed in trains in passenger service as compared with those each railroad to keep on .hand different repair parts of different kinds of equipments, resulting in increased cost of maintenance and duplication of parts which cannot be interchangeably used. It will be apparent to those skilled in the art from the detailed description of the invention as hereinafter set forth that I have obviated this objection and have provided interchangeable equipment suitable for either freight or passenger cars.

In the drawings, the coupler 1, which is of the ordinary freight type, is-provided with a stem 2 which fits between and is rigidly connected to a pivot block or socket member 3 by means of a key 4 which is adapted to pass through alined slots. in the jaws 5 of the socket member and throu h the usual key slot 6 provided in the coup er stem 2. The socket member extends rearwardlly of the coupler and is pivotally connecte to a spacer block 7 by means of a pintle 8. The said block 7 is provided with a concave face 9 struck on the center of the pintle 8, which is-adapted to engage with the rounded end 10 of the socket member 3 to provide an adequate bearing and to relieve the pintle 8 of shear strain under buffing loads. In rear of the said curved face 9 the block 7 is provided with a transversely extending slot 11 through which the key 12 is adapted to pass, the said key ex tending through slots 13 in the arms 14 of the yoke, through slots in the cheek-plates 15, and through corresponding slots formed in the sills 16. In rear of the slot 11 the block 7 is provided with a bearing face 17 in which may be a central opening 18 to receive the lug 19 of the follower 20. Extending from the upper and lower faces of the block 7 is a pair of wings 21 which extend laterally of the upright side walls of the block 7 and are adapted to fit between the inner faces of the wear plates 22 which are connected to the inner faces of the sills 16. These laterally extending wings 21 are adapted to engage the upper and lower faces of the block or socket member The arrangement of cheek-plates, transversely extending keys and the slotted follower block is of the well known Farlow type of construction and need not be further described. v

The yoke arms 14 are connected adjacent their inner ends by the transversely extending member 14*, which is preferably formed integral with the said yoke arms. Said member is adapted normally to engage the transversely extending web 26 of a back stop 27 which is interposed between and connected to the adjacent sills 16 by means of the rivets 28. The said back stop 27 is preferably provided on its forward face with lugs 29 which he on opposite sides of the yoke arms 14. The said lugs may be provided with laterally extending lips or flanges 30 adapted to underlie the yoke arms 14 and form a support therefor. Tnterposed between the follower 20 and the ordinary form of flat follower 31 whlch engages the rear member 14 of the yoke, is a cushioning unit which is here shown as a combined friction and spring cushioning mechanism 32 of a well known type. lit is to be understood that the particular form of cushioning mechanism here shown is merely illustrative, and that other forms of cushioning mechanism may be em ployed if desired.

Referring now to Fig. 2, it will be observed that there is therein illustrated the ordinary passenger platform 33, a platform buffer 34, a cover plate 35, a platform end s1ll 36 from which depends a carry iron 37 wh ch may be of any desired conformation. The recess between the platform end sill 36 and the casting 38 is adapted to receive any buffer cushioning mechanism (not shown). This recess is closed at the bottom by the plate 39, and to the lower face of the said plate 39 I connect, preferably by the rivets 40, a guide member 41 which is adapted to overlie the pintle 8 and prevent the same from working upwardly. The wide bear- .ing formed by the lower pair ofwings 21 of the block 7 is adapted to rest upon a carry iron 42, clearly shown in Fig. 2, the said carry iron being preferably connected at its side edges to the adjacent portions of the sills 16, and a second carry iron 43 may be provided, the said carry iron being adapted to underlie the rearward portion of the cushioning mechanism 32 and form a support for the same.

in passenger equipment it is desirable to permit a much greater angling of the cou pler than in freight equipment, and by my invention I have provided means whereby the coupler may swing laterally to the desired extent without interference and without contacting the side members of the yoke,

and by providing a block or member, such as the member 7, which is maintained in alinement with the yoke arms and which has a circular surface against which the rear end of the pivot block or socket member 3 abuts,

it will be readily apparent to those skilled 20 rearwardly of the yoke and causing a'compression of the cushioning mechanism the cushioning mechanism and yoke being held stationary by reason of the contact with the back stop 27. On a forward movementof the coupler, the coupler, the socket member and the block 7 and yoke all move outwardly with reference to the car sills and the follower 20, the follower 20 being held from forward movement by the engagement of the key 23 with the stops provided on the cheekplates 15.

Having now described my invention, what I claim and desire to secure by Let ters Patent is z- 1. Th a draft rigging, the combination connected thereto, means for compressing adapted to engage the cushioning elements, a coupler and separate means for connecting said block'to the said coupler, said block being movable longitudinally with the said coupler. v

3. In a draft rigging, the combination with the car sills, of a yoke, a transversely extending key passing through the said yoke and adapted to operatively connect the said a yoke to the said sills, a coupler and a block slidably connected to 'the said yoke, and means forpivotally connecting said coupler to the said block.

4. In a draft rigging, the combination with a horizontally arranged yoke, of a fol lower block positioned between the arms of the said yoke, a second block adapted normally to bear against saidfollower, a key connecting said last named block with the said yoke, a coupler, and means for'pivotally connecting said coupler to the said yoke, said means comprising a member rigidly connected to the coupler and pivotally connected to said last named block.

5. In a draft rigging, the combination with a horizontally disposed yoke, of a block positioned between the arms of the said yoke, a key slidably connecting said block and yoke, and means interposed between the coupler and said block and pivot ally connected to the latter for uniting said coupler and yoke.

6. In a draft rigging, the combination with a horizontally disposed yoke, of a coupler and means for pivotally connecting said coupler and oke, said means comprising a block slidably connected to the said yoke, and an extension member, said member being provided with a socket at one end to receive the coupler stem and furnished at the! opposite end with lugs which are adapted to pivotally engage ,the said block.

7. In a draft rigging, the combination with a horizontally disposed yoke, of a conpler and means for pivotally connecting said coupler and yoke, said means compris-. ing a block slidably connected to the said yoke, and a member provided with a socket at one end to-receive the coupler stem and pivotally connected at its opposite end to the said block.

8. In a draft rigging, the combination with a horizontally disposed yoke, of a block positioned between the arms of the said yoke, a key for operatively connecting said block to said yoke, meanson the said block adapted to extend on opposite sides of the said yoke arms, said means being adapted to engage a stationary portion 0 the car under-frame, and means for pivotally connecting the coupler to saidblock.

9. In a draft rigging, the combination with the car sills, of a horizontally disposed yoke, a plurality of transversely extending keys passing through said yoke and adapted to operatively connect the said yoke to the said sills, a coupler and means interposed between the coupler and one of the said keys for pivotally connecting the coupler to said yoke, said means including a plural ity of members, one of said members being slidably connected to the said-yoke by means {if another of said transversely extending eys.

In testimony whereofI aflix my signature.

AUGUST G. SANDMAN.

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