US142487A - Improvement in car-couplings - Google Patents

Description

H`. Yc'. LowRlE.

Gar-Couplings N0. 142,487. Patented Septemborr2,1873.

UNITED STATES PATENT QEEIoE.

nAn-vEY c. LownIE, or ronT WAYNE, INDIANA.

IMPROVEMENT IN CAR-COUPLINGS.

Specification forming part of Letters Patent No. 142,48*?.-Llated September 2, 1873; application filed May '2, 1873.

' To'all whom 'it may concern.-

Be it known that I, HARVEY C. LowEiE, of Fort Wayne, in the county of Allen and State of Indiana, have invented certain new and useful Improvements in Gar-Couplings.

My improvements relate to the general class known as automatic couplers, and tothat particular class which employ two single or two double barbed couplers, and which coupleA automatically by the lateral movement of the heads of one or both coupling-bars, and which are uncoupled by the dropping of either head. My invention consists in suspending barbed couplers, which are arranged to couple automatically by a lateral movement from the end of a coupling-lever by means of a chain or its equivalent, whereby either coupler may be dropped,'and, by the gravity of the bar alone, ei'ect a complete `uncoupling of the heads 5 also, in so combining the couplershanks with a pendent lever, and attaching the same to the frame of the car, that the line of draft may be located above the plane of the coupler-heads, and at any desired distance therefrom; further, in providing the guidingframe, which, in a measure, controls the coupling-bars, with guiding-plates of peculiar and novel construction; and, also, in the peculiar construction of the faces of the coupler-heads, whereby the objectionable contact of the front edges may be practically obviated; and I do hereby declare that the following specification, taken in connection with the drawings furnishedand forming a part of the same, is a clear and accurate description of my invention.

Referring to the drawings, Figure l represents, in end view, a portion of two cars which are provided with my improved couplers. The right-hand car has its coupler in operat- -ive position. The left-hand car has its coupler dropped as if uncoupled. Fig. 2 represents my couplers in longitudinal vertical section. Fig. 3 represents the same in top view. Fig. 4 represents, on an enlarged scale, the

` guiding-frame detached. Fig. 5represents,on an enlarged scale, one of the coupler-heads.

A denotes the coupler-bar. Like others of its class, its head may be provided with two barbs or hooks, so `as to operate by contact with either side, or it may have a single barb or hook, and be arranged so that it can vibrate laterally in but one direction. When the double barbs or hooks are employed, the heads must of course be free to vibrate laterally inboth directions, in order that they may engage with each other on either side. ln order to obviate the possibility of the injurious meeting ofthe front edges of the hooks, I construct them with a central ridge or proj ection, a., which extends longitudinally on both sides from the front edge to a point near the barbs or hooks, and on a line midway between the upper and lower surfaces of the heads. The front edge and the sides of the head recedel from this projection both above and below. It will be seen that the front edges can only meet by contact of the central projecting portions, and that the slightest jar would throw them apart, should such a meeting occur, and all objectionable contact be thereby practically obviated. The outer side lines of the heads adjacent to the barbs or hooks will preferably be without any vertical or lateral curves, so that when coupled the sides of each engaging-hook may be in close contact and parallel with the sides of the shanks of the coupler-bars, as shown. Although the angular edges and faces a are preferable to mere curves, I ain aware that the latter will effect approximately desirable results. B denotes a draft-hook, tc which the shank ofthe coupler-bar is secured in such a manner that the bar can freely vibrate laterally and vertically at its head. The draft-hook can be made with varied form, and may be either secured directly to the frame of the car, to an ordinary drawbar, or, as shown in the drawings, it can be made in the form of a pendent lever which is suspended from the frame of the car, and arranged to bear against the rear end of a spring draw-bar and bumper of the-usual construction. The lever may also be made to engage with a block secured to the frame of the car and occupying the same relative position as that occupied by the rear end of the draw-bar. It will bev seen that the line-.of draft, when so applied, is coincident with the draft-line of the draw-bar. C denotes the coupling-lever.

It is mounted on a.fulcrumstud which projects from the edge of the platform or frame of the car. To its inner end the coupling-barA at the rear of the head is attached by means of a link or chain, c. A catch, d, located on an adjacent portion of the car, is provided for engaging with the outer or free end of the coupling-lever, and holding it down, when the coupler-heads are in operative position.` On cars which have no platforms this catch will be placed on the end of the ear, near one side. If a car has a platform the catch will be attached to one ofthe uprights of the platformrailing. On ordinary freight-cars there will be a rod, e, -which is pivoted to the lever C adjacent to the catch, whereby the disengagement may be effected from the top of the car.

It will be seen that the coupler-bar is suspended from the coupling-lever adjacent to the head, and that a large portion of the weight of the bar is maintained by the lever, and for that reason the bar, hanging freely from the lever, must be at all times in a position to couple, and, if swung to either side by contact with another head, it will promptly assume its former position after the hooks on the heads have passed each other. Desirable results can therefore be attained without the use of lateral or other springs, on account of the tendency of the suspended bar to maintain at all times its proper operative position.

From the fact that my coupler is uncoupled by the dropping of one of either ofthe engaged heads, I am enabled to bring the upper surfaces of the shanks within a short distance of the frame of the ear, and thereby, under all circumstances, to locate the line of draft closely adjacent to the draft-line in ordinary draw bars. In this connection I will state that I am well aware that single and double barbed or hooked couplers have been heretofore employed and arranged so that they could couple by lateral movement and uncouple by a lift of either of the heads; also, so that they could couple by a vertical movement and be uncoupled by the lifting of one head or the dropping of the other head; and also that sin gle-hooked couplers have long been proposed, which were mounted in boxes swinging on lateral pivots and arranged to couple by a lateral movement and uncouple by the dropping of the box which contained the coupling-bar. I am not aware, however, that prior to my invention coupler-bars capable of coupling by a lateral movement and of being uncoupled by dropping either one of the engaging heads, were ever so suspended that they could move freely laterally, and which could, independently of the portion of the car to which they were immediately attached, be dropped below the coupling level.

It will be seen that to uncouple, it is only necessary to release the lever from its catch, and that the weight of the bar will cause it to drop and be disengaged from its fellow.

In applying the coupling-levers, each pair will be so placed that they will be accessibleone on each side of the train-at every coupling, so that uncouplingA may be effected on either side. It will sometimes occur that the draft will be on the heads at the time that it is desirable to uncouple them. The lever may readily be detached from its catch by proper manipulation, and the bralreman can then leave the spot to attend to duties elsewhere on the train, and as soonas the engine releases the strain the head will promptly fall.

In uncoupling heads which require the lifting of one or the other, the man must stand until the strain thereon is taken off, and then he must raise and secure the head in position.

In all couplers whichuncouple by an upward vertical movement, the coupling -line must of necessity be so far below the adjacent portion of the car next above, as to admit of the raising of the head, while with the drop movement the heads can be brought almost into contact with the under side of the carframe, and by that means the line of draft need be but little below the usual line.

My improved coupler can be applied to cars now using the ordinary link-bumper. .It is of great practical value to have an improved or new coupling capable of being attached to cars without radically interfering with the link-bumpers and draw-heads, for then either one of the two may be used in case the other should be disabled.

It will readily be seen that my couplers in no manner need interfere with the link-bumper,

and as a bumper is essential with all kinds of couplings, and as link-bumpers are as inexpensive and as effective as any other, it will always be desirable to use them conjointly with my coupling, so that a connection may be eifected between cars provided therewith and those having the link-bumper only. Under no circumstances need the line of draft on the coupler-heads be more than, say, ve or six inches belowthe draft-line of the linkcouplers, and when applied to the draw-bar, as shown in the drawings, both lines are practically on the same level.

In order that the lateral movement of the double-hooked coupler-bars may be confined within certain limits, and more especially to allow the single-hooked bars to vibrate in but one direction, I have devised a guiding-frame of novel construction, as shown in Fig. 4.

D `denotes the guiding-frame. It is provided with ilanges at its top for securing it by bolts to the under side of the frame of the car. The guiding-plates E are each provided with an axial pivot at their lower ends, which is loosely fitted to an eye in the bottom piece of the guiding-frame. At their upper end s a similar axial pivot is loosely fitted to a lon gitudinal slot in the upper part of the main frame. These guiding-plates, although confined at the bottom to the eyes which receive their pivots, are free to separate laterally at their upper ends, and, whether vertical or inclined, they can freely rock on their axes. On the outer sides of the guidingplates the flat curved springs f are so secured to the main frame near the bottom that their upper ends are closely adjacent to, but

Mener ii not in forcible contact with, the plates E near their upper ends. The space between the coincident faces of the guiding-plates is such that the shank. of the coupling-bar, near the rear of the head, may hang loosely without contact therewith. When the coupler head is dropped the guiding-plates prevent it from swinging to and fro. When the head is raised and ready for coupling the bar is free to swing to and fro withincertain limits; but when any undue lateral movement occurs the bar comes in contact with the guiding-plate, which, backed up by its spring, forces the bar either back into its original position, or maintains a constant pressure against it. rEhe springs are so set that they are under no continous strain, and are, therefore, but little liable to injury or wear. By being iirmly set at the foot, and with a broad bearing at the top, the spring f exercises its force not only'ilatwise against the guiding-plate, but also presses against either edge of the plate if the latter be rocked on its pivots. When fitted for the sin gie-hook coupler but one of these guiding-plates need be employed, as it will only be necessary to have such a yielding guiding-surface on the -side of the bar toward which it swings in the act of coupling. i g

It will be readily seen that when the bars are coupled the bumpers will bear all the strain when pushing 5 and, if pushing only is to be done either couplin g-bar can be dropped ont of coupling-line. f

Like other couplers of the class to which my invention pertains, mine will uncouple promptly from any car which leaves the track; for, by any slacking of speed by a car in front, the shooting forward of the car next in rear will readily disconnect the heads.

In arranging the couplers with longitudinal relation to the bumpers, any desired extent ot slack draft may be attained, although from two to four inches will ordinarilymeet requirements. The depth or length of the recess at the hooks or barbs will constitute the essential'slack, with, say, from one-half inch to one inch additional, to insure lateral return movement after the hooks have passed each other.

Having thus described my invention, I claim as new and desire to` secure by Let- 'ters Patent- 1. A barbed coupler-head, which is secured to a car, and arranged to couple with another head of the same form by a lateral movement, and to uncouple therefrom by a downward movement, in combination with a sustaining coupling -lever and suspending -link connection, substantially as described.

2. The combination of the pendent draftlever and the coupler-bar with an abutting shoulder, which is connected to, or forms a portion of, the car, and is located in front of and between the upper end of the draft-lever and the point of connection with the couplingbar, substantially as described.

3. The combination of the spring draw-head with the pendent draft-lever and the couplingbar, substantially as described.

4E. The guiding-frame, with one or two vertical guiding plates and their actuating springs, substantially as described.

5. rlhe double-barbed couplers, having angular faces a on the front ed ges and sides, substantially as described.

HARVEY `C. LOWRIE.

Witnesses:

H. MrEsE, L. M. HAMILTON.

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