Improvements in Draw-gear for Locomotives and Locomotive Tenders.
Year: 1897

page_text: Date of Application, 29th Jan., 1897-Accepted, 26th June, 1897
COMPLETE SPECIFICATION.
Improvements in Draw-gear for Locomotives and Locomotive
Tenders.
I, CHARLES ALbert Gould, of No. 66 Broadway, New York, in the County
and State of New York, United States of America, Manufacturer, do hereby
declare the nature of this invention and in what manner the same is to be
performed, to be particularly described and ascertained in and by the following
statement:
This invention relates to a draft gear for locomotives and locomotive tenders
which is designed more especially for use in connection with automatic vehicle
couplings of the type comprising a chambered draw head, a horizontally swinging
coupling book or knuckle adapted to interlock with the corresponding knuckle of
an opposing car coupling, and a lock for retaining the knuckle in its closed or
coupled position.
The object of my invention is the provision of an efficient draft gear of this
character which affords a reliable support for the drawbar or shank of the draw-
head, so as to obviate sagging of the same and which can be readily applied to
existing locomotives and tenders at comparatively small expense.
In the accompanying drawings:-
Figure 1 is a longitudinal sectional elevation of the front portion of a locomotive
provided with my improved draft gear.
Figure 2 is a top plan view thereof.
Figure 3 is a longitudinal sectional elevation of one of the end portions of a
locomotive tender provided with the draft gear.
Figure 4 is a top plan view thereof, partly in section, and
Figures 5 and 6 are detached views of the draft gear.
Like letters of reference refer to like parts in the several figures.
Referring to Figures 1 and 2, A is the usual head stock of the locomotive B the
depending guard, and C the longitudinal or side plates extending rearwardly from
the head stock.
D is the drawhead of an automatic car coupling of the kind hereinbefore
referred to, which is arranged centrally in front of the head stock, and d is the
horizontally swinging coupling hook or knuckle pivoted to the drawhead at d.
E is a comparatively short longitudinal drawbar which carries the drawhead at its
front end and which extends rearwardly through an opening formed centrally in
the head stock, about midway between its upper and lower edge. In existing
locomotives, this opening is the same as that through which the draft bar of the
usual coupling hook passes. The drawhead is preferably pivoted to the front end
of the drawbar by a vertical pin or bolt g, so as to be capable of assuming a
position at an angle to the drawbar in rounding curves, whereby accidental
uncoupling is avoided. When the drawhead is pivoted in this manner it is provided
on opposite sides of its pivot with shoulders h, against which operate yielding
buffer heads i projecting obliquely from the front side of the head stock. The
rear portion of the drawbar E is guided and supported in an opening ; formed in a
cross bar J arranged at a short distance in rear of the head stock and forming the
transverse member of an approximately A-shaped supporting frame.
The forwardly converging side members J' of this supporting frame are secured

page_text: at their rear ends to the inner sides of the side plates C by bolts or other suitable
means, while their front ends are connected by a cross bar J bearing against the
rear side of the headstock and having an opening for the passage of the shank E.
The side members J¹ and the connecting bar J2 are bent from a single piece of
wrought iron as shown.
K is an angular or knee brace which connects the lower, rear portion of the
drawhead with the rear portion of the drawbar E. This brace passes through an
opening formed in the headstock A, and its front end is attached to the underside
of the drawhead by the pivot bolt g, while its rear portion k is bent upward at
right angles to its main portion and secured to the underside of the drawbar by a
vertical bolt m.
N is a draft spring which surrounds the drawbar between a follower o and a head
or disk o¹ both of which latter are loosely mounted on the drawbar. The disk o¹
bears against the rear side of the head stock, A, while the follower o, abuts with
its lower portion against the upright rear portion of the brace K and with its
upper portion against an angle iron or abutment p secured to the upper side of the
drawbar, preferably by the bolt m. The disk o and follower o are provided on
their opposing faces with axial studs or bosses o² which enter the ends of the draft
spring and serve to retain the latter in its proper position.
When the drawbar is pulled outward, the brace K and angle iron p connected
therewith partake in this movement, thereby moving the follower o forwardly,
compressing the draft spring and resisting the outward movement of the drawhead.
Buffers Q, similar to those usually employed, are arranged upon the headstock,
but nearer the center than those ordinarily used. These buffers absorb the shock
when a car comes against the locomotive and resist the inward movement of the
drawhead, so far as to prevent an adjoining car from crowding the drawhead
inward too far.
The brace K in conjunction with the drawbar E supports the drawhead and by
its attachment to the underside of the drawhead effectually prevents sagging of
the same.
The cross bar J of the A-shaped supporting frame prevents the rear
end of the drawbar from tipping upwardly under the weight of the drawhead and
thus assists in preventing such sagging.
In the application of the draft gear to a locomotive tender, as shown in
Figures 3 and 4, the construction of the several parts is identical with that shown
in Figures 1 and 2 except that the rear portion of the drawbar is guided in the
usual transverse brace J³ of the underframe of the tender, instead of in a cross bar
forming part of an A-shaped frame, as in the locomotive construction first
described. The drawbar E and the knee brace K pass through openings in the
head stock A¹ of the tender, as in the first described 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 that what I
claim is :-
1. The combination with the headstock, of a supporting bar or frame arranged
in rear of the head stock, a longitudinal drawbar carrying a drawhead, and
guided in the headstock and said supporting bar or frame, and a longitudinal brace
extending from the underside of the drawhead to the rear portion of the drawbar,
substantially as set forth.
2. The combination with the headstock, of a supporting bar or frame arranged
in rear of the head stock, a longitudinal drawbar carrying a drawhead and
guided in the headstock and said supporting bar or frame, an angular or knee brace
extending from the underside of the drawhead to said drawbar, and a draft spring
applied to the drawbar between the angular portion of said brace and the
headstock, substantially as set forth.
3. The combination with the beadstock, of a supporting bar or frame arranged
in rear of the headstock, a longitudinal drawbar carrying a drawhead and guided
in the headstock and said supporting bar or frame, an angular or knee brace

page_text: extending from the underside of the drawhead to the rear portion of the braw bar,
of a follower abutting against the angular portion of said brace, and a draft spring
bearing at its rear end against said follower, substantially as set forth.
4. The combination with the head stock and the side plate of the underframe of
a locomotive, of a horizontal supporting frame arranged in rear of the head
stock, and composed of forwardly converging side members extending from the
side plates to the head stock and a cross bar connecting said converging members
and a draw bar carrying a drawhead at its front end and guided in the head stock
and said cross bar, substantially as set forth.
5. The combination with the head stock and the side plate of the underframe of
a locomotive, of a horizontal supporting frame arranged in rear of the head stock
and composed of forwardly converging side members extending from the side
plates to the head stock and a cross bar connecting said converging members,
a drawbar carrying a drawhead at its front end and guided in the head stock and
said cross bar, a brace connecting the lower rear portion of the drawhead with said
draw bar and passing through an opening in the head stock, and a draft spring
applied to said draw bar in rear of the head stock, substantially as set forth.
Datel
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HASELTINE, LAKE & Co.,
45 Southampton Buildings, London, W.C., Agents for the Applicant.