IMPROVE- MENTS IN DRAW-BARS FOR LOCOMOTIVES
Year: 1885

page_text: I THOMAS COWELL CRAVEN of the town of Greenbush in the County of
Reusselaer and State of New York, one of the United States of America,
Mechanical Engineer do hereby declare the nature of my invention for "IMPROVE-
MENTS IN DRAW-BARS FOR LOCOMOTIVES" and in what manner the same is to be
performed, to be particularly described and ascertained in and by the following
statement:-
In the drawings hereunto annexed are represented the several devices, and
parts which in their combinations and arrangements hereinafter particularly
described and set forth constitute my "Certain Improvements as aforesaid.
And in reference to the said Drawings,
Figure 1. represents a side elevation of the several parts of my improved Draw-
Bar and the manner in which the same is applied to a locomotive and its tender.
Figure 2. represents a sectional elevation of the same.
Figure 3. represents a plan view of the same.
Figure 4. represents a front end elevation of those parts which have connection
and attachment with the tender.
+
Figure 5. represents a front end elevation of the part which is attached to the
locomotive and to which the draw-link is coupled and with which the jack-strut
operates.
Figure 6. represents a side elevation of a section of a locomotive frame and
tender frame, with my improvements applied thereto as practiced by me.
The same letters of reference refer to similar parts throughout the several
Figures.
In the drawings, A represents the locomotive (or a rear end of the same) and
B. is the tender (or front end of the same).
C is the locomotive draw-plate which is securely connected to the rear end of
the locomotive or frame thereof by bolts a. a. which pass through the side
flanges bb of said draw plate as shown in Figs. 1. 2. 3. and 6. Made with the
front side of this draw-plate are ears c c set to a short distance apart say about
four inches more or less.
.
Between these ears are made the draw-link recess d, shown by full lines in
Figs. 2. and 5 and by dotted lines in Figs. 1. 3. and 6.
This draw-bar recess d, occupies the upper portion of said plate C. and is situated
about at the middle of its width.

page_text: Made also in this plate C is the jack-strut recess d¹ shown by full lines in
Figs. 2 and 5. and by dotted lines in Figs. 1. 3. and 6.
The ears c c are each pierced at each side of recess d as at e with a hole
about two inches and one half diameter, more or less accordingly as diameter of
coupling bolt D may require to have an easy entrance therein. These recesses d d¹
are each made with the respective forms shown in Figs. 2 and 5; and recess d
receives the draw-link E which draw-link is held within by bolt D: and recess d.
receives the free end of the jack-strut F.
Secured to the lower side of the tender B and at each side of the middle portion
of its width is dead-wood blocking G. G. shown in Figs. 1. 2. 3. 4. and 6; and
between these two blockings is made a gradually contracting recess or chamber H.
These blockings extend forward to near the front end of the tender and are rigidly
secured to the locomotive by bolts ff, shown in the same Figs. and from these
blockings are supported the operating parts of my invention which have connection
with the tender.
If preferred these blockings may be made of metal, or metal and wood combined.
I. is the tender's draw-bar having its rearward end provided with eye g. which
runs vertically and receives the coupling bolt h of tender B. passing through the
floor of the same, and the ears g¹ g' secured to its lower side as shown in Figs. 2
and 6.
The opposite end of this draw-bar is provided with branching ears jj pierced
horizontally and receives bolt J.
E is the locomotive draw-link having at its rear end provided with eye i.
Fig. 2. with rear end is entered between pierced ears g' g¹ and connected with
draw-bar I by bolt or pin J. Figs 1, 2, 3, and 6.
The forward end of this draw-link is provided with an oblong eye, i¹ and is
entered into recess d of plate C, and secured in a flexable manner by bolt D Figs 1.
2. 3. and 6.
I prefer to make this oblong eye in this draw-link about five-inches long by two
inches wide, and bolt D with about two inches diameter.
F is the jack-strut made substantially with the form shown in Figs. 2 and 3,
and having its rear end terminating with the branching pierced ears k. k. Figs 1.
3 and 6; which ears receives between them the branch ears jj of the tender's
draw-bar I and coupling bolt or pin J, for connecting said jack-strut in a jointed
manner with draw bar I and draw link E as shown in Fig 3.
The forward end of this jack-strut is received into lower recess of plate C.
and is free to work therein.
KK are jack-plates secured to the lower side of blockings G G, by bolts ll as
shown in Figs. 1. 2. 3. and 6.
The forward ends of these jack-plates project forward of blocking G, and are
pierced vertically with holes shown by dotted lines in Fig. 4. and receive
jack-bolts LL
M is a jack-saddle having its lower side made with a concave form of recess mt,
indicated by dotted lines in Fig. 2, having its curvature of concavity corresponding
with the curvature of the ears j j and k k of draw bar I and jack-strut F and a
length from end to end equal to the distance access from the outer sides of ears kk,
so that the said jack-saddle will seat on the curved coupled ends of bar I, link E
and strut F as shown in Fig 4.
This jack-saddle is provided at each end of its concave seat m with a flange n
Figs 1. and 4. These shoulders prevent said saddle from shifting end-wise.
The upper side of this saddle is provided with a longitudinal groove o. and end
recessions o' in which are arranged steel rollers rr mounted on spindles and having
their bearings in the sides of the said recessions.
N. is the jack-bar provided with way p made with its lower side as shown in
Figs. 2 and 4. This jack-bar is made with a length corresponding with the width
jack-plates K K are apart and has its ends pierced with holes q q, shown by dotted
lines in Figs. 3 and 4. through which holes jack-bolts L L are passed as shown in

page_text: Figs 4 and 6. This jack-bar is arranged longitudinally across jack-saddle with
way p seated in groove o and resting on rollers r r as represented by dotted lines
in Figs. 2 and 4.
Jack-bolts L L are passed through holes q q. and downward and through the
holes made in their head ends and are each provided with a tightening nut t
and set nut t¹.
When the above described parts or devices are arranged in place as I have above
stated and as shown in the drawings; the jack-strut F will have its free end
resting on the bottom of recess d¹ in plate C, and its opposite end jointed by bolt J
to the tenders draw-bar I.and bearing against the concave seat of the jack-
saddle M and be in position at an angle in relation to draw-bar I; and at the same
time draw-link E will be connected in a jointed manner at its front end with the
rear end of the locomotive by bolt or pin D and plate C and its rear end jointed to
draw-bar I and be in position at an angle in relation to said draw-bar, and also with
the jack-strut as represented in Figs 1. 2, and 6. In these relatively angular
positions of the jack-strut and draw-link with each other and draw-bar I the forward
end of said draw-bar will be held from dropping down, and the tender will be held
to one given distance from the locomotive when the resistance of the tender and its
connected cars or coaches to the draft of the locomotive is the least.
It should be understood that when the parts of this invention are in position
shown in Figs 1 and 2, the device should be so adjusted as to cause some of the
weight of the tender to be taken off the truck or carriage T and transferred to the
locomotive so that the latter will bear a portion of the weight of the former when
not pulling or backing.
This is accomplished by screwing nuts tt upward on jack-bolts L and against
jack-plates K K, when the fore part of the tender will be gradually raised; and
when the end of the tender has been sufficiently raised mash nuts t¹¹ will bo
tightened on bolts L against nuts t t.
In this operation of elevating the forward end portion of the tender, bolts L are
made to draw down on jack-beam, or bar N which is resisted by saddle M setting
on the jointed ends of draw bar I, draw link E and jack-strut F and the two
latter operates to hold the jack-bar at about the same plane while the tender is
being raised.
By experiment I have ascertained that an elevation of the tender about one inch
or one and one half inches from its normal plane is sufficient in most cases though
it may be less or more accordingly as the greater grades of the road bed or track
to be travelled over or the greatest speed intended to be run may require.
The greater the grade of the road or the greater the speed to be run, the greater
should be elevation of the tender.
But it should be understood that the tender should not be elevated to such a
degree as to relieve the springs of the truck or carriage of the tender entirely of
weight and that at all times a sufficient weight from the tender or its trucks or
carriage must be maintained to hold it down on the track.
In operation when the locomotive is pulling hard to draw the tender and its
train of cars or coaches behind it, the pulling force of the locomotive will be exerted
on the tender through draw-link E and I and in this draft of the former or the
latter the resistance to the locomotive will be through draw-link E (swinging
on its coupling bolt D) will tend to cause said link to assume a greater angle in
relation to draw bar I in which said link will be made to pull upward against
jack-saddle M and through it and jack bar N, jack-bolts L L, and jack-plates K. K
lift the tender more or less accordingly as the pull or resistance or draw-link E is
increased or lessened.
In this lifting operation of the draw link by reason of the pull on it through
draw bar I the front end of the tender will necessarily be drawn to a short distance
further from the rear end of the locomotive than when there is no pull on the latter,
and consequently the foot end of jack strut F will be drawn to a short distance;
from the bottom of recess d but not out from the same.
"..
1. J

page_text: When the locomotive is backing hard against the tender under great resistance
from the train of cars or coaches behind the tender, the bottom of recess d in plate C
will be forced against the foot end of jack-strut F and tend to carry said foot end
swinging on bolt J backward in relation to its normal position and lessen the angle,
the said jack-strut sets in relation to draw-bar I and in this raise the tender when
the weighted lifted will be transferred to the locomotive.
In this lifting operation of the jack-strut by reason of the hard backing of the
locomotive the latter will approach nearer to the front end of the tender than
before, and the oblong eye i¹ in draw-link E will allow the forward end of said link
to work up into recess & in plate C.
It will be readily understood that by these two operations of the locomotive,
namely; its hard pulling on jointed draw link E and draw-bar I and its hard
pushing on jointed jack-strut T and draw-bar I, the weight (or a portion of the
weight) of the tender will be transferred to the locomotive and to its wheels, so
that the latter will be made to have greater "bite" or "hold" on the track without
slipping as heretofore,
And it will be readily seen that in my above described invention the lifting
devices operate automatically and are not liable to get out of order.
It is to be understood that by screwing nuts t t¹ upward on jack-bolts L or down
thereon, the transfer of the weight of the tenders to the locomotive and its wheels
may be variously adjusted to adapt the locomotive to pull or push heavy loaded
trains of coaches or cars or ordinary loads at high speed without the wheels slipping
on the track as heretofore.
The rollers in jack-saddle M operate to allow the draw-bar I to freely vibrate.
horizontally beneath jack-bar N when the locomotive and tender are running on
a curve and by this permission of said draw-bar to freely vibrate, the locomotive
and tender are each allowed to run on its own base without the flanges on the
wheels of either binding against the rails of the track which is of great importance
as thereby the resistance is lessened, and no portion of the force of the locomotive
will be required to be used to overcome the resistance which attends the binding
of the flanges of the wheels on the rails as heretofore.
Having now particularly described and ascertained the nature of my said
invention and in what manner the same is to be performed, I declare that what
I claim is
1-A coupling-bar for locomotives and their tenders, composed of lifting-link E
and horizontal draw-bar I which are connected with each other by a flexable joint
connection, the lifting link being for connection with the locomotive at a point
relatively above the said joint connection, and the draw-bar for connection with
the tender at a point rearward from its front end, and both unitedly operating to
sustain the weight of the forward portion of the tender from the upper side of their
flexably connected or joint ends substantially as and for the purposes set forth.
2-In combination with the horizontal draw-bar I having its rear end connected
with the tender at a point rearward from its front end, the jack-strut F jointed
with the front end of said draw-bar, and extending forwardly and downwardly to
a support attached to the locomotive,, with the said draw bar and jack-strut
arranged so as to unitedly operate to receive the weight of the forward portion of
the tender on the upper side of their conjoined ends, substantially as and for the
purposes set forth.
3 The combination with obliquely arranged lifting link E connected at its
front end to the locomotive, and the borizontally arranged draw bar I connected to
the lower side of the tender at a point rearward from the same and jointed with
said lifting link, of the jack-saddle M arranged upon the upper side of the conjoined
ends of said lifting link and draw bar and sustaining the weight of the forward
portion of the tender substantially as and for the purposes set forth.
4-The combination with the obliquely arranged lifting link E having its upper
end provided with a slot form i¹ for connection with the locomotive, the horizontal
draw bar I connected with the tender at a point rearward from the front end

page_text: thereof, and downwardly and forwardly arranged jack-strut F, each having a joint
connection with the other by coupling pin J, of the jack-saddle M resting on the
upper side of the jointed ends of said link, bar, and strut, and receiving the
weight of the forward part of the tender, with the free end of the jack strut
provided with a support from the locomotive, substantially as and for the purposes
set forth.
5-The jack-saddle M provided on its lower side with concave seat m, and in its
upper side with recess o, and rollers r, and arranged between the upper side of the
jointed ends of the lifting link E and draw-bar I and the lower side of the jack
bar N, receiving the weight of the forward portion of the tender, substantially as
and for the purposes set forth.
6-The combination of blocking G G. secured to the lower side of the tender,"
jack-plates K K. secured to the lower sides of said blocking, jack-bar N, and jack-
belts L L. provided with screw threaded nuts, with the laterally moving jack-
saddle M, which is supported on the upper side of the jointed ends of the lifting
link E (connected with the locomotive) and draw bar I, (connected with the
tender), substantially as and for the purposes and operations set forth.
7 The combination of blocking G G secured to the lower side of the tender,
jack-plates K K, jack-bar N, and jack bolts L L provided with screw threaded nuts,
with the laterally moving jack-saddle M which is supported on the upper side of
the jointed ends of the draw-bar I (connected with the tender) and jack-strut F,
(operating with the locomotive) substantially as and for the purposes and operations
set forth,
8-The coupling plate C provided in its upper portion with vertical recess d and
coupling-pin holes e running transversely to said recess and in its lower portion
with recess d, this coupling plate being for secure attachment to the rear end of
the locomotive and for a flexable joint connection by means of a draw link with
a draw-bar coupled with the tender and for operating, by means of its lower
recess d', with the loose end of a jack-strut which is also coupled with the tenders
draw-bar, substantially as and for the purposes set forth.
9-In a device for coupling tenders to their locomotives. The coupling C. draw
link E jack-strut F and draw bar I, all constructed and arranged substantially as
shown and described, in combination with jack-saddle M, jack-bar N. jack-bolts LL
provided with screw threaded nuts and plates K K secured to the lower side of the
tender, all constructed and arranged substantially as above described for the
purposes and operations set forth.