Improvements in Draw Gear for Railway Vehicles.
Year: 1895

page_text: Date of Application, 23rd July, 1895-Accepted, 7th Mar., 1896
COMPLETE SPECIFICATION.
Improvements in Draw Gear for Railway Vehicles.
1, ARTHUR GEORGE LEONARD, of 242 West 49th Street, in the City, County
and State of New York, United States of America, Secretary, do hereby declare
the nature of my invention for devices for uniting cars, and in what manner the
same is to be performed, to be particularly described and ascertained in and by the
following statement :-
My invention relates to the uniting of cars for steam railroads, but the same can
be advantageously used on the cars of street railroads, and the like.
My invention is designed to greatly increase the safety of railway trains by
making the union an exceedingly firm one as well as one whereby the car bodies
are held in their proper relative positions much more securely than by any previous
system.
Figure 1, is a diagramatic representation of the car uniting devices of two
opposing cars disassociated from the wood work of the car.
Figure 2, is a like view, the central cylinder for co-operating with the center
springs for the friction plate, and the draw bar being omitted, it showing an
operative system embodying the broad features of my invention.
Figure 3, is a plan view of the detached ends of the two opposing cars, partly in
section, showing the friction plates thereon in contact, and the springs under
compression.
Figure 4, is a central longitudinal elevation taken approximately on the line O, O,
Figure 3; and
Figure 5, a sectional elevation on the line P, P, Figure 6, the parts being on a
larger scale than that in Figure 6.
Figure 6, is a plan view of a detached portion of a car showing the end of the
platform thereof and the construction of the same with the preferred form of my
invention attached thereto.
Figure 7, an enlarged plan view of a portion of the car framing and the central
cylinder and connections between it and the friction plate and the draw bar.
Figure 8, is a sectional elevation on the line x, x, Figure 7.
In Figures 1, 2, 3, and 4, the springs have been placed under compression, as
will be hereinafter set forth and the coils of the springs shown contacted in order
to enable them to be illustrated within the space allotted, they, in ordinary practice
not being completely compressed.
Referring to Figure 1, I have for the sake of simplicity made in this view a
diagramatic representation of the coupling system and the friction plate system of
two cars wholly disassociated from the wood work of the car, so that the devices
which are used may be clearly seen when they are so separated.
As I shall refer to the parts in this figure in a diagramatic manner, the same
numerals of reference are not used, as in the views showing the construction.
In this view A, A' show my two friction plates. They happen to be illustrated
as adapted for a vestibule car, but these plates may be of any shape which is .
desired, so long as they are of sufficient length and have sufficient contact surface
to enable them to perform the work which is required of them. As shown in this
drawing, each friction plate is carried by three stems a, a a, and a', a¹, a¹. These
steins, of course, pass through the buffer beams, or rather through suitable openings
formed in the buffer beams. These stems are spring supported horizontally, the
springs being shown at b, b, b, and at 61, 6, 6. These springs are in turn abutted
against, or supported by, the rams c, c, c, and c¹, c, c¹, of the hydraulic

page_text: cylinders C, C, C, and on the opposite car C¹, C1, C. The draw bars and their
hooks, or portions of them are shown at D and D'. These draw hooks are so
arranged that their shanks terminate, and are surrounded by the springs E, E¹,
held in the usual form of spring yoke box, or draw iron, the parts being so
arranged that the spring can be used either as a draw spring or as a buffer spring.
At F and F are shown plungers or rams of the hydraulic cylinders which are
used in connection with the coupling hooks D, D'. These hydraulic cylinders are,
as a matter of convenience, formed in the same casting with the hydraulic cylinders
used for the center of the friction plates A, A', but this is merely one form of
construction. The rams F, F', of the hydraulic cylinders are shown extending
therefrom and as connected directly with the frame connecting the draw
springs E¹, E, by means of the push bars f, f', in such a way that when the
rams are pressed backward, or toward the middle of the car, the draw springs will
be put under compression. At G, G¹, are two tanks, which may be located
anywhere within the car body, or under it or in any convenient position. These
tanks carry a supply of liquid for the hydraulic cylinders, and may be comparatively
small as the leakage is not great. Pipes connect the tanks with the cylinders
under each car, those under one car being marked g¹, and those under the opposite
car being marked 9. A pump H, H', is shown, which may be located anywhere-
within the car body where the attendant can get at it, to which a pressure gauge H²
is preferably attached as before stated.
A passage is made between the water space of the central friction plate hydraulic
cylinder and the water space of the cylinder below it and used for the coupler
springs, so that this passageway may be considered as one of the pipes g, g', uniting
the water spaces of those two cylinders. This will be detailed further on.
Let it now be assumed that there is no water in any of the hydraulic cylinders.
The cars can be brought together, without shock necessary to set the springs
under the old system and the couplers can be united, and in locking themselves
together the friction plates will merely be pressed backward, the force to do this
being only sufficient to overcome the friction of the parts in their supports. The
attendant now steps on to one of the cars and operates the pump H or H', or two
attendants do the same thing simultaneously on both cars, the fluid passes from
the tanks G, G', through the pipes 9, g', to the various hydraulic cylinders C, C¹,
which projects the rams c, c', and f, f, the rams, c, c', serving to put the springs b, b',
under compression, while the rams F, FI, put the draw bar springs E, E¹, under
compression, and this pumping operation is then continued until a sufficient pressure
is obtained; in other words, until the springs are sufficiently compressed.
this is accomplished the draw faces of the couplers are pulling with great force
against each other, and the abutting faces of the friction plates are pressing against
each other also with great force.
When
As I have before said, the springs must not be so compressed by the movable
abutments as to destroy their capability of operation as springs.
The train may now be started; the strain of starting further compresses the
draw-bar springs, and in running along the road the cars are held together by the
compressed draw-bar springs, which tend all the time to draw the two car bodies
together, which are held apart by the compressed friction plate springs, (which
tend to force the car bodies apart from one another), the draw-bar springs and the
friction plate springs operating always in opposition to each other.
It is manifest that if the same amount of compression and the same amount of
strength of springs are attempted to be hal, and the cars are tempted to be coupled
by concussion, the compression being given to the springs by that concussion, it
will require great force, (which will be injurious to the cars and exceedingly
annoying to passengers) to force the springs into such a degree of compression as
can be attained by a few strokes of my pump.
In Figure 2, the same system is shown, lettered the same way, but without the
plungers F, F, for operation upon the draw-bar springs. Also in this illustration
the friction plates are shown as operated upon by the two hydraulic cylinders for

page_text: each car, instead of by three. In this modification I get the benefit of movable
abutments for the friction plate springs; but I do not obtain the benefit of the
said abutments for the draw-bar springs, nor for the center stem of the friction
plates, as the drawing shows, although the third hydraulic cylinder might be there
used if thought advisable.
I merely show this as illustrative of a modification of my invention when
disassociated from the coupling mechanism. I may also use my invention for
coupling mechanism disassociated from the friction plate mechanism.
In fact, my
invention is applicable wherever it is desirable to first couple the cars and then
put the springs that control either the draw-bars or the buffer or the friction
plates under compression after coupling has been effected.
I will now proceed to turn to those figures which show the same parts that I
have been describing located properly within the woodwork of a car platform, but
I do not need to say that my invention is not in any way limited to the arrangement
shown in a car platform having all the parts shown, the figures merely being
illustrative of one of the preferred methods of arranging and locating the parts in
a car body.
I shall now describe my invention as embodied herein, in detail.
Before proceeding to describe the details of my invention I shall first set forth
the construction of the platform of the car and a portion of the car body itself
lying contiguous therewith.
The forward end of the platform is defined by the buffer beam 1 which in this
case, as in the usual practice, is as wide as the car, and at a certain distance to the
rear of the buffer beam lies the front or cross door sill 2. Between the door sill at
both the ends of the car extend longitudinal outer sills 3 and between the cross or
door sills at each end of the car extend the inner longitudinal sills 4, 5, 6, the
sills 5 and 6 extending past the door or cross sill to the buffer beam, to which it is
secured in the usual way, and which form part of the platform body. Between the
door sill 2 and the buffer beam extends the step sill 7 which defines the width of
the platform proper.
Below the sills 5, 6, run additional sills 8 which lie directly
below the sills 5 and 6, the one lying directly under the central sill 6 only being
shown, and which are illustrated in Figure 8. The forward ends of each one of
these sills abut against or are affixed to a cross timber 9. As the sills 8 are
subjected primarily to the first strain of pulling the car, as well as to the strain of
compressing the draw bar springs they are braced longitudinally by tie-bolts 10
passing from the cross timber 9 to the door sill 2, or extending to the other end of
the car to a like cross timber as may be desired.
Suitable bolts 11 are fixedly secured to the cross timber 9 and sill 6, (see Fig. 7)
uniting them, and further tie bolts 12 pass between the buffer beams at each end
of the car, or to a point intermediate thereof, and short tie rods 13 extending
between the buffer beam and the door sill. Between the extreme ends of the
buffer beams and the door sills and outside of the step sills 7 is located a composite
brace or sill composed of angle plates 14, 15, the ends 16, 17 of which are turned
at right angles and are secured by suitable bolts to the buffer beam and door
sill, respectively. This composite brace or sill is of double utility as will be
hereinafter pointed out.
To illustrate the relation of the truck wheels to the rest of the structure I have
shown a portion of the truck frame at 18, Figure 6, and between said side frames
extend the axle 19 journalled in the axle boxes in the usual way in the side
frames, the axle 19 carrying the truck wheels 20. The foregoing structure not
only serves as a support to the parts hereinafter set forth, but has many novel
features which enter into the present invention, all of which will be detailed
further on.
I shall proceed to describe the connection with the coupling devices of means for
placing the springs under tension, and the means for forcing the friction plates
together when independently operated, or when all are bound to operate
simultaneously.

page_text: The rear end of the draw bar 21, (which in this instance is constructed of two.
plates 22), is arranged to move in a suitable guide way and against the action of
springs in any desirable way, or, preferably, as follows: A Lousing 23 having
forwardly extending lips 24 is pivotally secured to the plates 22 by means of a
pin 25 dropped through the lips 24, and secured to the pin between the plates 22
is an eye bolt 26, the rear of which is provided with a nut 26 abutting against the
back plate 27, of the housing. Two springs 28, 29, surround the eye-bolt 26 and
lie within the housing 23, both springs bearing against the two movable
followers 30, 31, the ends of which are adapted to move in the guides 32, secured
to the longitudinal sills 8, the guides 32 being provided with suitable abutments
against which the followers 30, 31 strike. The coupling hook 22 is supported by
any desirable way as by the bracket 33 depending from the beam 9, and its rear
support and spring connections can be constructed other than in the way above
described and shown, without materially affecting the nature of my invention. Its
connection, however, with the invention is through the instrumentality of a pivoted
push bar 36, which is forwardly supported by a stirrup 37, depending from the
door sill 38 (Fig. 8) which is located to the rear of the door sill 2, and at the rear
it is pivotally secured through the flange 39 to the pin 25. A lug or shoulder 40
on the push bar engages with the upper lip 24 of the housing, so that the
shoulder 40 relieves the bolt 25, of the excess of strain brought thereon. At 34
.are reinforce plates to strengthen the beams at the point of application thereof.
At 41 is shown the sill plate and depending therefrom and extending outwardly
towards the sides of the car is the friction plate 42, lying in the same plane and in
front of the buffer beam 1, and which is preferably constructed as shown, it having
on its outer face the friction surface 43, and a similar surface 44 in front of the
sill plate and extending a short distance therefrom on both sides. The inside of
the friction plate is provided with several apertured bosses, 45, at the ends, 46,
shown in dotted lines Figure 6 at the centre, and 47 shown in dotted lines between
the bosses 45 and 46.
As the structures on both sides of the centre of the car are the same, I shall
only describe one side.
Through an aperture in the buffer beam 1, extends the squared end 48 of the
central stem 49, the squared end lying in a guide casting 50 set in the forward end
of the buffer beam, in which lateral play of the bar 49 is permitted, the outer end
of the stem lying within an aperture formed within the friction plate and lug 46
(see Fig. 8) and is provided with an aperture, as is likewise the lug 46, through
which extends a coupling pin 51, the lower end being provided with a suitable pin
or cotter 52 to prevent the pin from jumping out. Between the sills 6 and against
the inner side of the buffer beam 1 is an apertured guide plate 53, against which a
pin 54 on the push rod 48 may strike to arrest its complete outward movement;
the stem 49 on its rear end is not otherwise restrained as to forward movement.
The pin 54, however, does not take any of the force of compression of the springs.
The rear end of the stem 49 is rounded and is supported in a cylindrical guide
way 55 formed in a cross-head 56, the forward end of which is provided with an
annular lug 57, and at the sides with ears 58 which work in the guide ways 59
formed on the plate 60 secured in place to the sills by bolts 61 as shown in
Figure 7. Against the shoulder formed at the intersection of the rounded and
squared portions of the stem 49 lies a spring-plate or cap 62, cast to receive one
end of a spiral spring 63, which encircles the rounded portion of the stem 49 and
within the spring 63 and about the stem 49 lies an auxiliary spring 64. Both
springs abut against the annular lug 57, on the cross head 56, a duplex cylinder 65
is supported in position between the sills 6 and 8 by means of the straps or cross-
bars 67, 68 above and below the cylinder, and being united together by the bolts 69
and 70 which serves also to hold the sills 6 and 8 together, (as do the bolts a and b).
The rear of the cylinder 65 abuts against the plate 71, which in turn lies up
against the cross sills 2.
The upper portion of the cylinder is provided with a cylindrical chamber 73 in

page_text: which is adapted to work a ram or plunger 74, the forward end of which abuts:
against the barrel 75 of the cross head 56. Below the chamber 73 is another
chamber 76 in which is adapted to work a suitable ram or plunger 77, the rear end
of the plunger engaging with the forward end of the push bar 36. The chamber 73
and plunger 74 are both smaller in diameter than the chamber 76 and plunger 77,
but this need not of necessity be so, and both plungers are provided with suitable
packing if desired.
The chambers 73, 76 have a communicating channel 78 formed in the
cylinder 65, from which leads ports 79-80 into the chambers 73-76 respectively,.
and opposite the port 80 is a tapped hole into which a pipe 81 enters. In Figure 8.
there is shown three plugs plunging into the ends of the channel 80. This simply
illustrates the method of making the channel and ports in the cylinder, they having.
been drilled, instead of being formed by casting. The sides of the cylinder 65 are
recessed as shown in dotted lines at 82, Figure 7, within which extends a shoulder 83
also shown in dotted lines in Figure 7, said shoulder being formed on a plate 84
secured alike to the upper and lower sills 6 and 8, the engagement of the shoulder 83.
with the recess 82 further securing the cylinder against longitudinal movement in.
either direction. The pipe 81 leads from suitable connections 84° to a force
pump 85 supported in the car, and of any desired construction, and which is.
connected with a tank 85, as before described (see Fig. 3), to which is connected
a gange H², Fig. 2.
When the springs about the friction plate centre-stem, (as it will now be
called), and at the end of the draw bar are not under compression and the cars
un-coupled, the friction plate extends out where the movement of uncoupling had
left it, and the draw-bar with its coupling hook has been moved to its position of
rest by its springs, that is, the face plate may have moved away from the buffer
beam forwardly, and the face of the coupling hook will occupy a plane, vertically,
forward of the friction plate. These positions of the face plate and the draw-bar-
are the normal positions, that is, at the time that their springs are not
compressed.
When the cars are coupled the force pump 85 is operated, which will move a
column of water through the pipe 84, thence to the pipe 81 and into the channel 78.
of the duplex cylinder forcing out the plungers 74-77, the plunger 77 moving the
push rod 36 and housing 23 against the follower 31, which will first compress.
the nest of springs within the housing (the coupling of the cars not having
primarily compressed the springs) which will move the follower 30 against the rear
abutment in the guide 32, at the same time the plunger 74 which bears against the
barrel 75 of the cross head 56 bringing the cross head against the nest of
springs 63, 64, moving the center stem 49 through the spring plate 62 and forcing
out the friction plate 42, which, when it meets the opposing friction plates on the
next car, enables the springs to be compressed, the conjoint operation being such
as to cause the friction plate of one car to push the opposing car away from it, the
rearward movement of the draw bar by the simultaneous movement of the
plunger 77 and its connections to the draw bar, meanwhile pulling the opposing
car towards it which will firmly couple and unite both of the cars together and
frictionally contact the friction plates throughout their entire area of exposed
surface.
This conjoint operation belongs to one part of my invention, and should not be.
confounded with that part which employs either the movable abutments or rams
at the ends of the friction plates alone; or when such rams are used in conjunction
with an additional ram, within the same for compressing the centre-stem spring
alone, without the draw-bar, and circuit, so to speak, and operated primarily and
simultaneously by one force pump; or when such end rams are used in conjunction.
with the duplex cylinder for conjointly operating the face plate centre-stem and
the draw-bar, or when a single ram is used for either the spring of the friction plate-
centre stem, or the draw bar for springs.

page_text: I shall now describe the devices connected with the ends of the friction plate.
Through suitable guide-ways 86 secured in apertures in the end of the buffer
beam are adapted to move the squared shanks 87 of the friction plate side-stems 88,
the forward end of the rods being secured within the lugs 45 by the pins 89.
From the shank of the stem extends a round bar 90, the union of the shank and
bar forming the shoulder 91. The rear end of the stem and its bar lie within a
cross head 92, which cross head has ears 93, enabling the cross head to move in a
guide way formed by the bars or plates 94 secured alike to the inner side of the
longitudinal members 14, 15 of the composite sill. The barrel 95 of the cross head
has an aperture 96, within which the bar 90 is adapted to play, and which forms a
guide for it, the guide being wider than the stem to allow of sufficient lateral play.
The barrel of the cross head has an annular plate 97, against which one end of a
spiral spring 98 bears, and which encircles the stem 90, the other end of the spring
bearing against the shoulder 91.
The rear portion of the shank 87 is provided with a slot 99, and a pin 100 passes
through the barrel of the cross head and through the slot so as to hold the friction
plate side stems within the cross head, and at the same time permit a movement
between them and their springs. A cylinder 101 secured in any desirable manner
to the door sill 2 or any other convenient place (as by the nut 1012) has a
chamber 102 within which is adapted to work the ram or plunger 103. The rear
end of the cylinder has for economy of manufacture a cap 104, and a lug 105
thereon, from which leads a branch pipe 106 and suitable connections to the main
service pipe 84%. As the construction on both sides of the car are identical I have
only described one.
The foregoing suffices for an operative structure, but the following may be used
if desired, and I prefer to use the same.
Two equalizing bars 107, the shanks 108 of which are squared, are secured by
pins 109 within the apertured lug 47 of the friction plate, the rounded stems 110
being movably supported in a collar 111 cast on a plate 112, which plates are
secured to the sills 5. The squared shank passes through guide plates 113 affixed
in apertures in the buffer beam in the same way as the friction plate stems. Spiral
springs 114 encircle the stems 110 of the equalizing bars and abut at one end
against the collars 111 and at the other end against the shoulder formed by the
union of the shank 108 and the stems 110. The use of these springs is well
understood in the art.
The manipulation of the friction plate by the side rows or abutments conjointly
with that of the central ram, and also with that of the ram for operating the
draw-bar, will now be described.
The cars being coupled without compression of the friction plate springs, as
before described, the pump 85 is operated and through well known laws pressure
is created back of the rams in both the side cylinders, which contacts the
friction plate with the opposing plate primarily compressing the springs of the
friction plate first moved. This compresses the friction plate springs on
the opposing car, if the first moved plate is likewise opposed; and the pressure
will bring the friction plates together contacting them with great force.
It will thus be seen that I can use the rams for forcing out the friction plate,
independently of the conjoint operation therewith of the draw-bar, for this only
necessitates cutting out the central cylinder, for which purpose I can provide
the pipe 81 with a valve 115 in Fig. 7, cutting this cylinder out of the circuit,
so called, in which case the side rams would be used to work the friction plate,
the central stem 49 being used merely as a pivotal support for the centre of
the friction plate which can be backed up by springs in the usual way, and is
capable of movement like the side stems, as illustrated diagramatically in
Figure 2. The three rams communicating with the friction plate operate to
force out the friction plate equally, that is, at the ends and at the centre, and
simultaneously with the projection of the face plate the draw-bar is moved

page_text: rearwardly so as to operate to move the opposing car toward it under great
pressure, all the springs being compressed to maintain this pressure. Therefore
it will be clearly seen that when the same operation is performed in either one
of the ways described, on the two opposing cars the friction plates will be
held together under great pressure, so that the contact of the plates is of such
a nature that it can be said that it introduces into the support of the car an
auxiliary truck, the great frictional contact between the opposing plates being
such that the amount of drop, or action on the track that the truck can have,
will be far in excess of the movement in a vertical plane of the face plates
upon each other. This pressure I have determined by actual sucessful trials to
be operative to obtain all the advantages hereinabove described, and eliminate
all the objections incidental to the use of other structures, to be about 500 pounds
to the square inch. By reference to Figures 4 and 8 it will be seen that the
chamber in which the ram 77 is located is much larger than the chamber 73
in which the ram 74 moves. This may not of necessity be so, but the reason
why I have constituted the device in this manner is because I desire to prevent
the pull of the draw-bar while the train is in motion from displacing too much
water in the chamber of the plunger 77. This, however, can be left to the
desires of the constructor.
With the cars connected in this way and the train being in motion each car
necessarily radiates to accommodate itself to the curves. A column of water
lying in the circuit behind the rams, which includes all of the ram chambers
of the projecting devices, acts as a flexible lever or movable abutment for
maintaining the springs under compression, which is rigid in that it does not
give to the release of the springs, the united friction plates operating to keep
the cars together under great pressure, and when on a curve, they can assume
a position radial to the curve on which the cars are working by moving on
each other without destroying their contact. The guide ways in which the
friction plate stems are adapted to move being wider transversely than the
width of the stems themselves, permit of a movement therein, the friction plate
vibrating centrally upon the pin 51, and at the ends on the side stems, causing
the pins 100 to move in the slots 99, moving the cross heads against the
opposition of the springs against the movable abutment or ram, it moving the
column of water, displacing the ram in the other side cylinder, the apertures 96
in the cross heads permitting longitudinal movement of the side stems as well
as a pivotal movement on the pins 89.
The springs 114 surrounding the stems of the equalizing bars 117 are simply
used for the purpose of keeping the friction plate in a right line in front of the
platform when the opposing friction plate is not contacted, and play no more
important part in the operation of this device other than just before set forth.
The union of the cars and of each car of the train when made as before
described in any of the particular ways, entirely or substantially eliminates the
end oscillation (or that in the direction of the length of the car) and also the side
or transverse oscillation, the end oscillation being eliminated by the almost rigid
union through the friction plates of each car with its opposing car, the side or
transverse oscillation being eliminated primarily through the great frictional
contact of the plates, which is augmented by the increase in their extent of
frictional surface and leverage. I do not mean, when I say extent of frictional
surface, that I have merely increased the area of the frictional surface on the
friction plate, as the same may be provided with a projecting frictional surface 43, 44,
located at the ends and at the centre of the face plate, and the area of these
surfaces may not exceed that of the usual buffer plates, but I mean that I accom-
plish the desired results through the increase in the leverage of the friction plates,
which results in an increase of the extent of the contact surfaces.
Thus it will be seen that there is a certain co-operative relationship between the
frictional surfaces at the outer end of the friction plates and the contact of the
flange of the wheel on the track. Whatever correctness there may be in this

page_text: statement, it is nevertheless true that this relation of parts is admirably efficient in
almost entirely eliminating the side oscillation of the car.
It will be seen that with my invention many new and novel results can be
accomplished. I am aware of the fact that earlier inventors have proposed to use
air pressure in the cylinders at the ends of cars to act as springs, and that it has
been suggested to use water to move buffers, the water coming from the engine or
a tank thereon. The first of the systems would involve the use of the air from
the train pipe of the air brake, introducing a serious source of danger, as a
disablement of any one of the buffer systems so shown would in the modern air
brake throw the piston of the triple valve into the emergency division and the train
would be stopped with great violence, and as a consequence the cars would be
seriously racked, and the air brake system would be possibly seriously disabled.
In any system involving water pressure from the engine such system would also
involve flexible couplings between the cars, and as all cars have two of these on at
the present time, the addition of two more at each end of the car would be wholly
impracticable.
With my invention the system at each end of the car is independent of the
system at the other end of the car, so that the loss of pressure in one system does
not affect any other system, and the loss of pressure in one system can be made up
for and the pressure restored in that system without affecting any other system
and though this could be accomplished by the use of one reservoir and one pump
of each car, the pump being capable of delivering liquids into the system at either
end of the car at will, my preferred arrangement is one wherein two reservoirs are
used and two pumps still further individualize the systems and save the complications
of pipes underneath the car body.
At the present time so many pipes are placed under the car body that it would
be highly advantageous to dispense with any additional ones if this could be
accomplished.
It is desirable to have the pressure in the system of two coupled and adjoining
cars approximately the same so that the friction plates and draw bar faces will
remain central, thus placing my springs in the best position for work.
This I can
accomplish though one system may leak more than the other system, because I can
pump up the leaky system oftener than the tighter system, and in this way
can accomplish the same result as though all my systems were under pressure
from a common source, but I do it without the impractical methods of connecting
the various systems of the various cars by hose coupling and I likewise save train
pipes for connecting the systems on individual cars. I consider it an important
feature of my invention that the two individual systems on each car body are
wholly independent from the other systems on the other car bodies and that my
individual systems on each car body are each capable of being individually supplied
with water or its equivalent under pressure by a person upon said car body, so that
as the train is in motion the porters or brakemen can have full control in each car
of the pressure in each individual system.
It is obvious that my invention can be carried out in any of its forms by devices
differing structurally from those shown and described, and therefore I do not limit
myself to such construction.
Having now particularly described and ascertained the nature of my said inven-
tion and in what manner the same is to be performed, I declare what I claim is :-
1. In combination with a car and its platform, of a friction plate having stems
mevable in the platform, a tank on the car for containing inelastic liquid, a pump
on the car for taking the liquid from the tank and moving it under pressure, means
for determining the pressure, a pipe system connected with said pump, a plurality
of cylinders in connection with said pipe system provided with plungers in line with
said stems, a spring co-operating with each of the plungers and stems, the
hydraulic pressure operating to project the friction plate, compress the springs and

page_text: maintain them under compression during the evolutions of the friction plate,
substantially as described.
2. In combination with a car body, a friction plate thereon, a tank for containing
a supply of an inelastic liquid located on the car, a draw bar, hydraulic cylinders
connecting with the draw bar and friction plate, rams in the cylinders, springs
interposed between the rams and the draw bar and friction plate, a pipe system
connecting the cylinders with forcing means adapted to force the liquid from the
tank upon the car body into the pipe system, and cylinders to operate the rams,
said forcing means being carried by the car body and operative therefrom, substan-
tially as described.
3. The combination with the frame of the car body and a friction plate in front
of the platforms at each end of the car, and means for movably supporting the
friction plates upon said platforms, of a tank carried by the car body, and a pump
located at or near each end of the car and adapted to force an inelastic liquid
from the tank, separate and independent pipe systems on each end of the car
body to receive said liquid under pressure, a plurality of hydraulic cylinders
secured to the car at each end thereof communicating with said pipe systems, the
cylinders at each end being connected, rams in the cylinders operating in connection
with the friction plate to project the same, and springs interposed between the plate
and the rams, and means for determining the pressure applied to the springs at one
end of the car independently of the other, whereby the pressure in the individual
systems at the two ends of the car is made independently regulatable, substantially
as described.
4. The combination of a car body with two reservoirs for water or the like, one
at each end of the car, a pump in connection with each reservoir, friction plates
lying transversely of the car platforms at each end, springs for backing up said
friction plates, plungers for operating the springs, hydraulic cylinders secured to
the car at the platforms, two systems of piping, each system forming a direct
communication from the pump and reservoir to the cylinders at its respective car
end, whereby each system is made independent of the other, substantially as
described.
5. In a car uniting device, the combination with the platform beams, of the
friction plate, the coupling hook and its draw bar, springs for resisting the forward
and rearward movement of the draw bar, springs for resisting the inward movement
of the friction plate, an independently movable abutment located between the draw
bar and friction plate springs, and means for simultaneously operating the abutment
for moving the draw bar and friction plate in opposite directions, compressing their
springs, and maintaining the springs compressed, substantially as described.
6. The combination, in a device for uniting cars, of a coupler, springs for the
coupler, a friction plate and springs for the same, movable abutments for the
friction plate and coupler springs, and means for moving the abutments and
compressing the springs, said means being independent of the coupling, buffing, or
drawing action of the device to press outwardly on the friction plate and inwardly
on the coupler, substantially as described.
7. The combination of a friction plate and coupler and their respective springs,
with hydraulic cylinders, the rams of which form movable abutments for the springs
of both the friction plate and coupler in the system, whereby said plate and coupler
may be simultaneously moved in opposite directions, substantially as described.
8. The combination with the coupler, friction plate, its stems and springs, of
abutments controlled by hydraulic cylinders and arranged to act simultaneously on
the coupler and stems, a pump, tank, and a sealed circuit connecting the cylinders,
substantially as described.
9. The combination with the friction plate supported upon the platform of a car,
of the devices at both ends of the plate for projecting it and maintaining it in a
projected position, devices adapted to operate the center of the said plate in a like
manner, all of said devices being connected with a primary source of power whereby
they can perform their several functions simultaneously, said primary source of
B

page_text: power comprising a tank for containing an inelastic liquid, a pump, and connections
from said pump and tank to said devices for operating them through the
instrumentality of said inelastic liquid under pressure, substantially as described.
10. The combination of a car platform, with a continuous friction plate, a
plurality of stems extending therefrom at opposite sides of the center of the plate,
springs acting on said stems, and a rigid abutment to press against the springs of
each stem, said abutment being adapted to primarily compress said springs and to
follow the fore and aft movements of said stems and springs correspondingly, and
a device localized on the car on which the said plate is mounted for operating said
abutments, said device comprising a tank, a pump, a liquid, and pipes connecting
the pump with said abutments, substantially as described.
11. The combination of a car platform, with a friction plate, stems connected
with said plate near its outer ends, springs connected with said stems, a draw bar,
a spring connected therewith, and a rigid abutment arranged to compress the
springs connected with said stems and draw bar and to follow the movements of
said stems and draw bar correspondingly, as well as to retract the draw bar
simultaneously with the compression of the springs on said stems, substantially as
described.
12. The combination of a platform, with a friction plate, a central stem pivotally
connected therewith, a spring acting on said stem, other stems pivotally connected
with said plate near its ends, a draw bar, a spring acting thereon, and a movable
rigid abutment connected with and acting on said stems and on the draw bar, and
arranged to compress said springs and advance said stems while simultaneously
acting to retract said draw bar, said abutment being further arranged to follow the
movements of said stems and to keep a rigid abutment against the springs in the
several positions assumed as well as to keep a rigid abutment against the draft of
the draw bar, as and for the purposes specified.
13. The combination of a platform, with a friction plate, stems extending from
said plate near its ends, springs acting on said stems, plungers or rams acting on
said springs, sealed cylinders in which said plungers or rams work, a sealed pipe
connecting said cylinders, and a column of inelastic liquid in said pipe and cylinders,
and means comprising a tank, force pump and visual gauge localised as to each
plate and independent of the others of the train for creating pressure on said fluid
to move said plungers or rams to compress said springs, the parts being so arranged
that the movement of one stem will correspondingly move said column of fluid and
thus retain a rigid abutment behind the stems in their several positions, substantially
as described.
14. The combination with the buffer beam, of a friction plate, a stem pivoted to the
plate and movable in the beam, a spring acting on the stem, a plunger or ram
acting on said spring, a sealed cylinder for said plunger or ram, a column of non-
compressible fluid under pressure in said cylinder to act on said plunger or ram,
and a tank, force pump, and visual gauge all local to the car on which said plate is
located, and independent of any other source of supply and pressure, as and for the
purpose specified.
15. The combination of a platform, with a friction plate, a stem extending
therefrom, a spring acting on said stem, a plunger or ram acting on said spring, a
cylinder receiving said plunger or ram, another cylinder, a passageway between
said cylinders, a plunger or ram in the second mentioned cylinder, and a draw bar
connected with the second mentioned plunger or ram, and means for maintaining
a column of non-compressible fluid under pressure in said cylinders and in the
passageway, as and for the purpose specified.
16. The combination of a platform, with a friction plate, a stem extending
therefrom, a spring acting on said stem, a plunger or ram acting on said spring, a
cylinder for said plunger or ram, another cylinder, said cylinders being made in a
single piece of metal and having openings extending in opposite directions,
a passageway in said piece of metal leading to said cylinders, a plunger or ram in
the second mentioned cylinder and connected to a draw bar, and means for

page_text: maintaining a column or body of non-compressible fluid under pressure in said
cylinders and passageway, as and for the purpose specified.
17. The combination of a platform, with a friction plate, a stem extended there-
from, a cross head, and guides on the platform for said cross head, said cross head
receiving said stem, a spring between said cross head and an abutment on said stem
forward of the cross head, a plunger or ram engaging the rear of said cross head, a
cylinder for said ram, and locally controlled means for maintaining a liquid
pressure against said plunger or ram, as and for the purpose specified.
18. The combination of a platform and its buffer beam, with a friction plate, a
stem pivotally carried thereby and guided by said beam, a spring surrounding said
stem, an abutment in front of the spring on said stem against which said spring
presses, a cross head to the rear of the spring having a recess to receive said stem
and against which cross head said spring acts, a guide on the platform for the cross
head, a ram bearing against the rear of the cross head, a cylinder for the ram, and
locally controlled means for moving said ram and cross head forward to compress the
spring against a resistance applied to the friction plate, said means comprising a local
tank, force pump, and a non-compressible fluid, as and for the purpose specified.
19. The combination of a longitudinally movable draw bar, with a cylinder, and
a rearwardly and independently movable plunger or ram, a push bar connecting
the ram and bar, springs connected with the rear of said draw bar to be compressed
by the ram and resist the forward movement of the bar, abutments for said springs,
and a hydraulic device for placing a body of liquid under pressure in the
cylinder to coact with said plunger or ram to form a rigid abutment for the draw
bar, as and for the purpose specified.
20. The combination of a draw bar, a housing carried thereby, a spring in said
housing, and abutments to resist said spring, with a push bar connected with said
draw bar, and a hydraulic device to co-operate with said push bar, as and for the
purpose specified.
21. The combination of a draw bar, a housing connected there with and having a
lip 24, a spring in said housing, and abutments for said spring, with a push bar
carried by said draw bar and having a shoulder 40 to rest against said lip, and a
hydraulic device to co-operate with said push bar, as and for the purpose
specified.
22. The combination of a draw bar and its spring, with a push bar pivotally
connected with said draw bar, and a hydraulic device to co-operate with said push
bar, substantially as and for the purpose specified.
23. The combination of a casing having double cylinders directly connected and
superposed one above the other, rams or plungers movable in opposite directions in
said cylinders, a draw bar connected with the lower and rearwardly moving ram, a
friction plate connected with the other ram, and means for maintaining fluid under
pressure behind said rams, substantially as described.
24. The combination of a casing having double cylinders directly connected,
movable rams or plungers of unequal sizes and movable in opposite directions, a
draw bar connected with the larger of the rams, a friction plate connected with
the other ram, and devices for maintaining fluid under pressure behind said rams,
substantially as described.
25. The combination of a platform and a friction plate, with a stem extending
from said plate, said stem having a slot, a cross head receiving said stem, a pin in
said cross head passing through the slot in said stem, a spring on said stem, and a
movable abutment to bear against and compress said spring, substantially as
described.
26. The combination with the platform and buffer beam, of the friction plate, a
stem secured thereto and movable in the beam, a spring cap on the stem, a spring
on the stem to the rear of the cap, an apertured cross head at the rear of the
spring in which said stem has longitudinal play, guides on the platform for said
cross head, a ram at the rear of the cross head, a cylinder for the ram, and means
for maintaining fluid under pressure behind the ram, whereby said spring can be

page_text: compressed without necessitating a projection of the stem and friction plate,
substantially as described.
27. The combination with the platform and its buffer beam, of the friction plate,
a stem pivotally secured to the plate and movable in said beam, a slot in said stem,
an apertured cross head, guides on the platform for the cross head, a spring on
said stem confined within the cross head, a pin passing through the cross head and
slot in the stem, a ram at the rear of the cross head, a cylinder for the ram, and a
hydraulic device co-operating with said ram, substantially as described.
28. The combination with the platform and its buffer beam, of the continuous
friction plate, a central stem pivoted to said plate and movable in said beam, side
stems likewise connected, a slot in each of the side stems, apertured cross heads in
which the side stems work, a spring on the side stems confined within the cross
beads, guides on the platform at each side of the central stem for the cross heads, a
pin passing through each cross head and slot in the side stems, rams at the rear
of the cross heads, cylinders for the rams, a pipe connecting both cylinders, and a
hydraulic device co-operating through said pipe with the rams, substantially as
described.
29. The combination with the platform, its buffer beam and door sill, of the
friction plate, a stem supporting the friction plate in the buffer beam, a cylinder
secured in the door sill, a plunger movable therein, bracing guides extending
between the buffer beam and the door sill near the side of the platform, a cross
head movable in the guide receiving the end of the stem, and a spring about the
stem within the cross head, the plunger engaging said cross head, and means for
moving the plunger, substantially as described.
30. The combination with the platform, its buffer beam and door sill, of the
friction plate and its stem, a cross head, a spring about the stem in the cross head,
guides for the cross head comprising plates having bent ends which are secured
respectively to the buffer beam and door sill, a cylinder and plunger to move the
cross head, and means for operating the plunger, substantially as described.
Dated this 23rd day of July 1895.
FELL & WILDING,
Agents for the Applicant.