US1713885A - Positioning device for car couplers - Google Patents

Description

May 21, 1929. SMALL 1,713,885

POSITIONING DEVICE FOR CAR COUPLERS Fild June 16, 1926 VIIIIIIIIA l 13 fir hurflSmall Patented May 21,. 1929.

UNITED STATES PATENT OFFICE.

ARTHUR E. SMALL, OF CHICAGO, ILLINOIS, ASSIGNOR TO UNION METAL PRODUCTS COMPANY, OF CHICAGO, ILLINOIS, A CORPORATION OF DELAWARE.

POSITIONING DEVICE FOR CAR COUPLEBS.

Application filed June 16,

This device relates to means for automatically positioning the coupler of a railway car by gravity;

Two railway cars are automaticallycoupled together by the movement of their re spective couplers forcing the tails of the pivoted knuckles behind gravity looks. The couplers are mounted in the cars so as to permit a limited amount of lateral movement. Such limitation is necessary and essential because if the couplers were allowed to move too far to either side, the couplers of the two cars being coupled would pass each other and not couple, thereby defeating the object of the automatic coupler. The greater the lateral movement of a coupler the less side pressure on the striking casting when the cars are going around curves. This lateral pressure forces the wheel flanges against the rail causing considerable friction and wearing of the rails and wheels.

' One of the objects of the invention is to increase the amount of permissible lateral movement of a coupler by providing automatic means for returning the couplers tothe longitudinal center of the car or at least close enough thereto so that the automatic couplers will couple. This is What is termed the coupling range.

It is very often necessary to couple cars on curves and frequently with the radius of the curve is very small, as is common around industrial plants, the couplers of the two cars will be so far out of alignment that they will not automatically couple. An other object of the invention is to automatically bring such couplers within coupling range. The outside rail of a curved track is raised above the inside rail and I provide means whereby the coupler is moved toward the inside of the curve by gravity. This automatic gravity means also returns the coupler to the longitudinal center of the car when the car moves from the curved to the strai ht part of the track.

In my device the lateral movement between the coupler and the carrier is eliminated, thus reducing friction and consequent wear on the parts. This is quite an 0 item particularly in sandy countries because couplers are costly and the replacement. of a coupler means keeping the car out of service.

Coupler positioning devices reduces the number of broken knuckles and guard arms on couplers which members frequently 1926. Serial No. 116,408.

bent or broken when the couplers are not within coupling range. Such devices also reduce the number of accidents to trainmen as they are not required to go between the cars and position the coupler preparatory to coupling.

A common form of car coupler positioning device comprises a coupler carrier swingably suspended by links from some part of the car so that the objects and ad vantages mentioned above are obtained and my invention is an improvement upon such devices and consists in providing a shift-able bearing construction to increase the eccentricity of the weight of the coupler (and its associated parts) about its point of support, thus increasing the resultant force tending to return the coupler to the longitudinal center of the car (or away therefrom when the car is tipped.) I accomplish this result without necessarily increasing the vertical rise of the coupler. This is important because the A. R. A. standard dimension only permits vertical rise of the coupler.

In my device the coupler carrier is swingably suspended from any convenient part of the car by a link at each of its ends and is provided with means such as lugs to prevent lateral movement of the coupler relative thereto. At least one of these links has spaced apart portions both supporting the link (and its load) when it is in its normal central position. IVhen the carrier swings in one direction, one of the portions moves away from its support, thus shifting the load upon that link entirelyto the other portion. A similar action takes place when the carrier swings in the opposite direction. It is preferable that the carrier maintain a horizontal position at all times, which is accomplished by arranging the links so that a vertical line passing through the pivot connection of the link bisects the distance between the spaced apart portions of the link. Then the shiftable bearing construction is used at both ends of a link, the parts are arranged so that a vertical line bisects the distances between the pairs of spaced apart elements.

The shiftable bearing construction may be used on one or both ends of one or both links. It may be used to function on one link when the carrier moves in one direction and upon the other link when the carrier moves the other direction, it may be 7 applied to one end of one link to function .when the link swings in c1ther d1rect1on.

Furthermore, the shiftable bearing con-f struction maybe arranged with contacting points or llnes between the link and car part or between the link and the carrier, but

a journaled bearing is preferable to provide greater bearing area. In a journaled ar rangement, the journal ma be on the car' 'There 1SiIlO. eccentricity when the device is part and the journal bearing on the link or "vice versa, or in fact, the link may have a journal and a journal bearing engaging a journal bearing and journal, respectively, on the car part.

' In the drawings Fig. 1 shows a typical application of my device to a railway car.

Fig.2 is a section on line 22 of Fig. ,1. Fig. 3 is a side elevation of Fig. 1.

Figs. 4 and 5 are skeleton diagrams show? ing the device, respectively in normal position and with the carrier moved laterally.

Fig. 6 is a detail of the carrier.

Fig. 7 is a detail of the link.

Figs. 8 and 9 show modified forms of the link. v

Fig. 10 is a section on line 10 1O of Fig. 9. j

Figs. 11 and 12 are skeleton diagrams showing a modified formoi the device, re spectively when the carrier is in normal position and withthe carrier moved laterally. i i V r Fig. 13 is a detail of the link shown in Figs. 11 and 12.

Figs. 14 and j the link shown in Fig. 13. j

Inthe arrangement shown'in Figs. 110, inclusive, the. double bearing construction is used at the lower ends of the links and the upper ends ofthe links are pivoted at a part of the car. Ajournaled construction is shown. When the coupler 2 is in its normal centralportion (as shown in Fig. 1). thjournal bearil'ig- 8 on the carrier engages the journal 5 on the link 6 and at the same time the journal bearing 7 on the link engages the journal 8 on the carrier. When the coupler moves distance A to the right (as shown in Fig. 5) the journal bearing on the right end of the carrier moves away from the'journal 5 onthe link so that the right end of the carrier is entirely supported by the journal 8 of the carrier resting upon the journal bearing 7 01 the link.

The'eccentricity or lever arm of the'load on this linkis the horizontal distance G between parallel vertical planes 10--11 pass ing, respectively, through the upper pivot 12 and the contact line between the journal 8 on the carrier and the journal bearing 7 on the link. At the same time the journal 13 on the left end of the carrier moves 'away from the journal bearing 14 on the link so thatthe left end of the carrier is entirely 15 show modified forms of supported by the journal bearing 15 of the carrier resting upon the journal 16 of the link. The eccentricity of the load on this link is the horizontal distance 13' between parallel verticalplanes 1718,one of which passes through the upper pivot 19 and the other'of which passes through the contact line between the journal bearing 15 of the carrier and the journal 16 of the link.

innormal position because a vertical plane 3O passing through the upper pivot. 12 passes between the two contacting lines 35 and 7-8 of the connection between the link and the carrier. Of course, the link could be reversedand still obtain the desired results, i. e., thecarrier could he pivoted to the link and the double bearing constructionused between thelink and the car part.

In the usual centering device link, which is pivoted at both ends, the'eccentricity of the load upon the link is equal to lateral swing o'f'the carrier, but inmy arrangement this eccentricity is increased by one half the distance'between'the spaced apart bearings. In. other words, whenthe carrier moves distance A (Fig. 5) both B and C are greater than A.

This shifting of the bearing moves he center of the effective radius ofthe linkand the parts may be so proportioned as to maintain the same radius or to increase or decrease it, as desired. In any event, however, the eccentricity of the load about its support is increased. Decreasing the effective radius increases the vertical rise of the carrier in a given amount of lateral movement, while increasing the effective radius decreases the said rise. 7 7V and left link, respectively, are shown at D and E in Fig. 5. j i

7 Fig.6 shows'the carrierof the form shown in Figs. 1-5 inclusive. The semhcylindrical projections form the journals 813 and the semi-cylindrical depressions 3-15 form the journal bearings.

Fig. 7 shows the linkti of Figs. 1&5 inclusive in detail. The'upper hook 21 engages the pivot 12 and the lower hook 22 forms the double bearing construction wherein the inside of the hook forms the journal bearing 7 and'its end is rounded to form a journal 5.

When the link is made from a metallic bar it may be strengthened and stiffened by an integral'rib or corrugation 23 which ex-' The effective radii of the right signed for a pivoted connection at one end wherein an eye is used instead of a pivot hook.

Fig. 4 shows the device when the coupler is in normal position and Fig. 5 shows the device with the coupler moved laterally. In these figures the immaterial parts of the car have been omitted.

Figs. 1l-14 inclusive show a modification wherein the double bearing construction is used on both ends of the links 39. The action at the bottom of the link is the same as heretofore described, and a similar action takes place at the top of the link. IVhen the carrier moves a distance F (Fig. 13) to the right the journal bearing 31 011 the upper end of the right link leaves the journal 32 on the car part (33) thus shifting the entire load on this link to its upper journal 34 which is supported by the journal bearing 35 on the car part. At the same time, the journal 36 on the upper end of the left link leaves the journal bearing 37 on the car part 33, thus shifting the entire load on the left link to its journal bearing 38 which is sup ported bythe journal 49 on the car part.

The eccentricity of the load on the link is the horizontal distance between parallel vertical planes, one of which (40) passes through the contact line of the car part and the link and the other of which (41) passes through the contact line of the link and the carrier. In the usual centering device link, which is pivoted at both ends, the eccentricity of the load upon the link is equal to the lateral swing F of the carrier, but with this twofold double bearing arrangement the eccentricity is increased by half the distance between each pair of spaced apart bearings. In other Words, when the carrier moves a distance F (Fig. 12) both G and H are greater than F. There is no eccentricity when the device is in normal position because a vertical plane 42 passes betweenthe upper spaced apart portions 3132 and 34-35 and also passes between the lower spaced apart portions 3-5 and 7-8.

Fig. 13 shows the link 39 of the form shown in Figs. 11 and 12. Figs. 14 andv 15 show a link 43 and 44 with the hook ends bent in opposite directions. In Fig. 15 a vertical plane (45) passes through the opposite journal bearings 46*47, while in Fig. 14, a verticle plane (48) passes midway between the journal and journal hearing at each end of the link, or broadlyspeaking, between the spaced apart portions.

There are certain advantages to be obtained by arranging the spaced apart portions of the link so that one of them is out of contact when the coupler is in normal position, but which functions after a predetermined amount of swing of the link. Such a construction is covered by a plication for patent, Serial No. 116,406, filed June 16, 1926.

In the device covered by this application the load is shifted from one bearing to an other by the lateral movement or the carrier. There are certain advantages in having a gradual shifting of the hearing which are accomplished by a rolling engagement between the link and the car part (or carrier) which is covered by application for patent, Serial No. 113,407, filed June 16, 1926.

The drawlngs illustrate the preferred form of the invention, though it is to be understood that the invention is not limited to the exact details of construction shown and described, as it is obvious that various modifications thereof within the scope of the claims will occur to persons skilled in the art.

I claim:

1. In a railway car; the combination oi a car part element, a coupler carrier element, one of said elements provided with a journal and journal bearing, and a pair of links swingably suspending the carrier to the car part, one of said links having a jour nal bearing and a journal at one end ens gaging the journal and journal bearing on said element when in normal position.

2. In a railway car; the combination of a car part element, a coupler carrier element, one oi said elements provided with a jour nal and journal hearing, and a pair of links swingably suspending the carrier to the car part, one of said links having a journal hearing and a journal at one end engaging the journal and journal bearing on said element when in normal position, the journal on the element moving out of engagement with the journal bearing on the link when the carrier swings in one direction and the journal on the link moving out of engagement with the ournal bearing on the element when the carrier swings in the opposite direction.

3. In a railway c2. the combination of a car part element, a coupler carrier element,

one of said elements provided with a journal and journal bearing, and a pair out links swingably suspending the carrier to the car part, one of said links having a journal hearing and a journal at one end engaging the joural and journal bearing on said element when in normal position, one of said jour nals moving out of engagement with its joural hearing when the carriage moves in either direction.

4. In a railway car; the combination of a car part, a coupler carrier with a journal and a journal bearing adjacent each of its ends, and a pair of links swingably suspending the carrier to the car part, said links each having a journal bearing and a journal at its lower end engaging, re: =pec-- tively, the journals and journal bearings of the carrier. when in normal position.

5. In a railway car; the combination of a car part, a, coupler carrier with a journal and a journal bearing adjacent each of its ends, and a pair of links swingably suspending the carrier to the car part, said links each having a journal bearing and a journal at its lower end engaging, respectively, the journals and journal bearings of the carrier when in normal position, one of the journals onthe carrier moving out of engagement withits link and one of the journal bearings of the carrier moving out of engagement with the other link when the carrier swings in one direction and vice versa when the carrier swings in the opposite direction. r

6. In a railway car; the combination of a coupler carrier having a semi-cylindrical projection at one end forming a journal and a semi-cylindrical depression adjacent said journal forming a journal bearing, and a link swingably suspending the carrier to the car, said link having a hook at its lower end forming a journal bearing for the journal of the carrier with the end of the link for the journal rounded to form a journal bearing of the carrier.

' 7. As an article of manufacture, a link for a car coupler positioning device having a shank with a hook at one end forming a journal bearing with the end rounded to forma journal. I r

8. As an article of manufacture, a link for a car coupler positioning device having a shank with ahook at each end forming a journal' bearing with each end rounded to form a journal. i

9. As an article of manufacture, a link for a car coupler positioning device made of metallic bar comprising a shank with a hook at one end forming a journal bearing with the end rounded to form' a journal said bar reinforced by an integral corrugation which. extends through the major part of the hook portion and terminates within r 101' a car coupler positioning device made of metallic bar comprising a shank with a hook at each end forming a ournal bearing withthe bar.v V V t 10,. As an article of manufacture, a link each endrounded to form a journal, said bar reinforced by an integral corrugation which extends through the major part of the hook portions and terminates within the bar.

, 11. As an article of manufacture, a car coupler carrier having a semi-cylindrical projection at each end forming a journal and a semi-cylindrical depression adjacent each end forming a journalbearing. I

12. In a railway car; the combination of a car part having a ournal andia ournal hear ing, a coupler carrier having a journal and a journal bearing, and a pair of links swingably suspending the carrier to the car part, one of said llIlkS having a ournal bearing andia ournal at each end engaging the journal and journal bearing respectively on the car part and the carrier respectively when in normal position.

13. In a railway car; the combination of a car partflhaving ajournal and a journal bearing, a coupler carrier having .a journal anda journal bearing, and a pair of links swing'ably suspending the carrier to thecar part, one of said links having a journal bearing and a journal at each end engaging the journal andjournal bearing'respectively on the car part and the carrier respectively when in normal position, the journal of the carrier and the upper journal of the link both moving outof'engagement with their respective journal bearings when the carrier swings in one direction and vice versa when journal bearings when the carriage moves in either direction.

15. In a railway car; the combination of a car part element, a coupler carrier element, and links swingably suspending said carrier tosaidcar part, one of said-links'hav'ing a shiftablebearing connection to both of said elements. l t

16. In a railway car; the combmation of a car part element, a coupler carrier element,

and a pair of links swingably suspendingthe opposite ends of the carrier thereto, one of said links having an inwardly projecting hook at one end thereof, the end ofthe hook forming a journal engageable with a'bearing in one of said elements. a l j 1-7. In a railway car; the combination of a car part element,a coupler carrier element, anda pair of links swingably suspending the opposite ends of thecarrier thereto, said links having an inwardly projecting hook at each end thereof, the ends of the hooks forming journals engageable with bearings in the car part and carrier respectively. I '18. In a railway car the combinationof a car part element, a coupler carrier element, and a pair of links .swingably suspending the opposite ends ofv the carrier thereto, one of said links having an inwardly projecting hook at one end thereof, the end of the hook forming a journal engageable with a bearing in one of said elements, the inside of said hook forming ajbearing engageable with a the opposite ends of the carrier thereto, said links having an inwardly projecting hook at each end thereof, the ends of the hooks forming journals engageahle with hearings in the car part and carrier respectively, the inside of said hooks forming bearings engegeable with hearings in the car part and carrier respectively.

20. In a railway car; the combination of a car part, a coupler carrier, and a pair of links swingebly suspending the opposite ends of the carrier thereto, one of the links having an inwardly projecting lateral eX- tension with spaced apart supports for the carrier so positioned that the carrier rests entirely upon one support when the link swings in one direction and entirely upon the other support when the link swings in the other direction.

ARTHUR E. SMALL.

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