US1856362A - Means for connecting cars - Google Patents

Description

May 3, 1932. c. H. TOMLINSON 1,856,362

MEANS FOR CONNECTING CARS Filed Sept. 10, 1926 4 Sheets-Sheet 1 May 3, 1932. C. H. TOMLINSON 1,856,362

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MEANS FOR CONNECTING CARS Filed Sept. 10, 1926 4 Sheets-Sheet 4 w WWW Patented May 3, 1932 UNITED STATES PATENT OFFICE- CHARLES H. TOMLINSON, OF MANSFIELD, OHIO, ASSIGNOR, BY MESNE ASSIGNMENTS, TO THE OHIO BRASS COMPANY, OF MANSFIELD, OHIO. A CORPORATION OF NEW JERSEY MEANS FOR CONNECTING CARS Application filed September 10, 1926. Serial No. 134,617.

This invention relates to mechanism for connecting cars in a train and has for one object the provision of an improved coupling arrangement that will prevent telescoping and sandwiching of the cars in case of collision and will also prevent overturning of one or more cars of the train, independently of the other cars.

A further object of the invention is to provide means for stopping the train in case a car leaves the rails or splits a switch.

. Other objects of the invention will appear from the following description.

The invention is exemplified in the com- 5 bination and arrangement of parts shown in the accompanying drawings and described in the following specification, and it is more particularly pointed out in the appended claims.

In the drawings Fig. 1 is a side elevation of the ends of two cars with parts in section showing the relative position of the buffing platform and couplers;

Fig. 2 is an elevation with parts in section showing the mechanism for setting the brakes when one car is displaced laterally relative to the car coupled therewith;

Fig. 3 is a bottom plan View of the mechanism shown in Figure 2; and

Fig. 4 is an end view of a car with parts in section showing the relation of the coupler to the bufllng platform for preventing overturning of a car in a train.

" Where the cars are coupled together by tight locking couplers such as those more fully described and claimed in my application, Serial No. 114,904, filed June 10, 1926,

the cars will be held against relative longitudinal movement other than that provided by the spring draft gears shown at in Figs. 1 and 2. The coupler heads 46 have laterally extending contacting portions and inter-en- V gaging pins and recesses 47 and 48. The con tact-ing faces are locked together by locking knuckles 49 forming a tight rigid connection between the ends of the draw bars. The maximum vertical movement of the ends of the 1 cars relative to each other is approximately four inches, so that it is only necessary to provide a space of approximately two inches at the point designated by the numeral 50 in the drawings between the top face of the coupler head 46 and the lower face of the bufing platform. Since the bufling platform is of rigid construction and held against vertical movement in the crown piece of the car, any relative vertical movement in excess of that required for passing over breaks in the grade or for spring action of the cars on their trucks, will be arrested by contact of the top face of the coupler head with the lower face of the butting platform. In this way, in case of collision, the ends of the cars are prevented from climbing one on top of the other but are maintained substantially in vertical alinement so that telescoping of the cars one on top of the other will be prevented. The coupler heads and bufiing platforms will also serve to prevent the car from overturning in a wreck since they will hold all of the cars of the train against overturning movement relative to one another. In case one of the cars tips relative to the adjacent car, the lower face of the bufiing platform will engage the upper face of the coupler head at one side of the car and the lower face of the bufling platform of the connected car will engage the upper face of its coupler head at the opposite side of the train, thus limiting the relative rotary movement of the cars so that the entire train will be held together and any one car will be prevented from overturning. The rela tive movement of the cars laterally is also limited by the couplers which are permitted only sufficient lateral movement to permit the cars to round a turn in the track. This limitation of the lateral movement of the ends of the cars relative to each other will prevent the cars from sandwiching one at'the side of the other. It will be seen that the bufling platforms and tight-locking couplers co-operate to maintain the cars in end to end registration, preventing sandwiching, telescoping or overturning of the cars in a wreck. If the crown pieces and couplers are built sufliciently strong to withstand the impact, the construction will obviate a large portion of the damage due to collision and derailments.

in Figs. 2 and 3 is provided for setting the brakes of the train in case one of the cars leaves the rails or splits a switch.

As shown in Fig. .3, spring-held plungers 51 normally holdfthe draw bars in central alinement longitudinally of the cars. The draw bars are held in vertical alinementby spring supports shown at 52 in Fig. 1. The draw bar 54 is permitted a limited lateral movement in an opening in the car platform, the lateral movement being sufficient to permit the cars to pass about the curves of the track. The brake line of the train is connected to a pipe 56 having valves 57 arranged to be opened by pressure on the plungers 58 Contact fingers 59 are disposed at each side of the opening in position to engage the sides of the draw bar .54, if the draw bar moves beyond its normal path of lateral movement. The fingers59 areprovided with slots 60 for receiving supporting bolts 61 and with anopening for receiving a supporting pin :62. QA bracket 63 is disposed below the end of the finger .59 adjacent the plunger 58. In case the draw bar 5 f moves laterally relative to thecar sufiicient to force the finger 59, outward, the pin 62 will be sheared and the finger will compress the plunger 58. This will open the brake line and immediately set all of the brakes on the, train. As soon as a car leaves the track or splits a switch, the brakes will be automatically set andthe train will be stopped. If the train is stopped with the draw bar at the limit of its lateral movement, the valve 57 may be, closed by forcing the finger 59 into the broken line position shownin Fig. 2. When the car has been re- 3 placed, the finger may be returned to its normal position and the broken pin 62 replaced by a new one,

It will be seen from Fig. 2 that the draw bar 5 L operates in a slot in the frame con- 3 struction extending downwardly from the crown piece and that lateral movement of the draw bar in the Slot is limited by the ends of the slots. Su ficient movement is permitted to permit the cars to round'the curves in the track but the movement is sufiiciently restrictedto prevent the solid endsof the cars formed by the crown pieces from moving out of registration laterally. If the parts are,

made sufiiciently strong, this will prevent the ends of the cars from; passing each other at their sides so that sandwiching is prevented.

I claim 1. In combination, a pair of cars having bufiing contact members, coupling means-for said cars forming a substantially rigid draw bar connecting said cars when coupled and having means thereon for preventing relative vertical displacement of said coupling means whencoupled, and, means for limiting the vertical movement of said draw bar relative to said cars to hold said cars against excessive vertical displacement, the maximum relative vertical movement of said cars permitted by said draw-bar being less than suflicient to displace said contact members out ofabutti-ng relation witheach other.

.2. The combination with a pair of cars, of couplers for said cars provided With means for forming tight connection with each other when coupled together so that said couplers constitutea substantially rigid draw bar be: tween said cars, and means for limiting the vertical movement of the central portion of said draw bar relative to said cars to an amount substantially equal to half the maximum relative vertical displacement ofvsaid cars required for operation ofsaid cars in a train.

3. The combination with a car, of .a coupler having pivotal connection withsaid car, a bufiing platform disposed above said coupler and held against vertical displacement relative to said car, said buffing platform being spaced above said coupler an amount substantially equal to half the maximum vertical displacement of said car relative to theicar coupled therewith when, operated in a train.

4:. The combination with apair of cars, of couplers pivotally mounted on said cars, means for holding said couplers againstvertical displacement relative to each other when coupled together, and means on the crown pieces of said cars fixed against vertical dis-- placement relating thereto for limiting the upward movement of said couplers relative to said cars, said limiting means being spaced above said couplers an amount substantially equal to half the maximum vertical displacement of said cars relative to each other for a normal operation of said cars in a train.

In testimony whereof I have signed my name to this specification on this 41th day of September, A. D. 1926.

' CHARLES H. TOMLINSON.

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