US288928A - Halp to chas - Google Patents

Description

2 Sheets-Sheet 1.

(No Model) Q 1 7 F. B. CUNNINGHAM.

CAR COUPLING. No. 288,928. Patented Nov. 20, 1883.

Fig l A d 7 g 0 K6? q. a ,A 6 a M 2x m UMHEEEEE- Inueuimw PHI IRS. Phawmha n mr. Washinginn. 0. CV

UNITED STATES PATENT rricn.

FIELDOA B. CUNNINGHAM, OF BURLINGTON, KANSAS, ASSIGNOR OF ONE- HALF TO CHAS. 0. BROWN, OF SAME PLACE.

CAR-COUPLING.

SPECIFICATION forming part of Letters Patent No. 288,928, dated November 20, 1883.

Application filed August 28, 1883. No model.)

To all whom it may concern Be it known that I, FIELDON B. OUNNING HAM, a citizen of the United States, residing at Burlington, in the county of Coffey and State of Kansas, have invented certain new and useful Improvements in Car-Couplings; and I do declare the following to be a full, clear, and exact description of the invention, such as will enable others skilled in the art to which it appertains to make and use the same, reference being had to the accompanying drawings, and to the letters and figures of reference marked thereon, which form a part of this specification.

Figure 1 is an end view of a box-car provided with my improved coupling devices. Fig. 2 is a side View of the ends of two cars provided with my improvements, thedrawheads being shown partly in section. Fig. 3 is a top view of an end of a box-car. Fig. 4 is a central vertical longitudinal section of the drawhead and the accompanying devices. Fig. 5 is a central horizontal longitudinal section of the draw-heads and inclosed parts on two adjacent cars; and Fig. 6 is a bottom view of a portion of a car, showing the draw-head constructed in accordance with my invention.

Like letters designate correspondingparts in all the figures.

In my improved car-coupling I use a coup ling-link, A, a coupling-pin, B, and a sliding spring-block, G. The block. 0 slides in the draw-head D, which is arranged preferably to slide between ways E E on the bottom of the car, and has a rod, F, extending from its rear end through an aperture, a, in a cross-bar, G,

fastened to the ways E E. A coiled spring,

H, surrounding the rodF, renders the drawhead a spring-buffer as well. A bottom crossplate, I, fastened to the ways E E, assists in keeping the draw-head in position, and a pin, 2), is inserted through the rod F, behind the bar G, to draw the cars by.

This draw-head, as far as described, is of a common construction, and forms no part of my invention, as any draw-head may be used, and is merely shown as-being the kind I prefer to use.

The draw-head is hollowed out to contain the sliding spring-block O, as shown in Figs. at and 5.

The block 0 is constructed with a wide head, 0, of comparatively little depth, and contracts in the rear to a rod or bar, (1, for a portion of its length, and terminates in a rod or bar, 6, of still smaller diameter.

The draw-head is constructed with three corresponding hollow portions or tubes, f, g, and h. The outer tube, f, is of a size to permit the head 0 of the sliding block to slide freely therein, the part .9 is of a size corresponding to the rod d, and the innermost hollow, his adapted to the size of the small terminating rod 6 of the block 0. The tubular parts f, g, and h are of suitable length, and correspond to the lengths of the rods d and 6, whose length is determined by the extent of movement which it is desired that the block 0 should have.

Within the tubular portion 9 of the drawhead is placed a free coiled spring, J, surrounding the terminating rod 6. This spring is confined at one end bya shoulder, 11, formed at the junctionof the tubular portions 9 and k of the draw-head, and at the other end by the shoulder j, formed by the junction of the terminating rod (2 and the central rod, (1, of the block 0. The draw-headD is at its top and bottom, near the outer end, formedwith apertures k is in the same vertical plane, through which the coupling-pin B is adapted to pass. The spring J acts to press the block 0 out as far as possible when the pin B is raised to uncouple the cars, and the pin B then rests on the top of the block 0. When the cars come together, the link A on one car presses the block G back far enough so that it passes from under the pin B, allowing the pin to drop of its own weight through thelower hole, In, of the draw-head and through the link A, thus being a perfect automatic coupling.

' Extending back from the lower opening, it, of the draw-head is a slot, Z, of a length determined by the extent of the movement of the block 0, in which slides a pin, m, secured to the block 0. This pin governs the extent to which the block 0 can be pressed forward by the spring J, and also, working in the narrow slotl, acts as a guide to keep the block 0 sliding correctly.

As this coupling uses the ordinary link, cars supplied with this coupling can b d i affecting the lever on the other side.

20 ings 0, fixed to the car.

35 uated upon the frame-work of the car.

4o the lever.

trains in which the ordinary link-and-pin coupling is used, and also with cars supplied with any coupling in which a link is used.

The principal feature, however, of my in 5 vention consists in the novel uncoupling deno danger of the train-hand being crushed or injured by passing between the cars to uncouple the same. g

For uncoupling from the side of the car, I employ separate hand-levers K Kone ex- 5 tending from each side of the carso that the car can be uncoupled from one side without Each lever K is composed of a rod portion, at, extending along the end of the car, which turns in bear- At right angles to this part 41, extends horizontally a handle part,

p, along the side of the car, by which the lever is operated. From the other end of the part a of the lever Kthat is, the end near the center of the carextends horizontally at right angles an extension,. q, reachingout nearly as far as the coupling-pin B, and from the outer end of said extension q extends inwardly and horizontally and at right angles to it a11- other extension, r, which passes under a connecting-link, L. This link L is pivoted at its forward end to an upwardly-projecting loop, 3, upon the coupling-pin B, and is pivoted at its other end between two projections, t t, sit- The part 1' of the lever K, which passes under the connectinglink L, is provided at its end with an upwardly-projecting lip, a, which prevents the link L from slipping off from the part 0' of When it is desired to uncouple the cars, the handle 1) of the lever K is pressed down, which lifts the part 1 of the lever, which extends under the link, and with it the coupling-pin B. The outwardly-extending part (1 of the lever is long enough so that the part 1- shall extend under the link L near its junction with the pin B, in order that as much leverage as possible may be obtained, the length of the part (1 of course depending upon the proper exercise of the other functions of the device.

As the link L is connected with the pin B, which rests on the spring draw-head D, and is connected with the rigid frame-work of the car, it is necessary that oneconnection, at

5 5 least, should allow some play to the link, so

that it need not interfere with nor be injured by the to-andfro movement of the draw-head. To obviate this difficulty the link is formed with a longitudinallyextending slot, 12, near 6o its inner end, through which a pin, 10, passes,

which pin is fastened to the projections H on the frame-work of the car. Another advan tage arising from this slotted link is that it permits the coupling-pin B to be raised up in 65,,a direct vertical plane, thus facilitating theiraising of the pin and its dropping down when the cars are being coupled, the slot being of a suitable length to correspond with the performance of both of the functions required of it.

Under ordinary circumstances, when the cars are to be uncoupled, there is sufficient play between them so that when the coupling-pin B on one car is raised, the spring J will have sufficient strength to press the link out of the draw-head and the block 0 under the pin B, so that it will be in position for the next coupling; but sometimes, as when the train is stopped on a grade, the cars will be so close together that the spring J will not press the block 0 out from under the pin B, so that when the pin is released it will fall back and recouple the cars.

Another of my improvements consists in a device for obviating this difficulty. I employ a catch, M-one for each lever Kwhich is pivoted to the frame of the car, and is pro vided with a notch, 00. \Vhen the handle 1) of the lever K is lowered, (thus lifting the coupling-pin,) the catch M, which is situated in correct position for this purpose, is swung forward and upward, so that the end of the handle is engaged in the notch 50 on the catch, whereby the lever is held secure with the coupling-pin raised until the cars. are sepa rated, when the catch is released and the pin rests on the block 0, which has been pressed outward by the spring J when the cars separated. This catch might be furnished with a spring, so that it would automatically engage with the handle of the lever; but as ordinarily it is unnecessary to have it so engage, I prefer the simpler construction, as it is doubtful if, on the whole, much labor would be saved by having the catch automatically operated. And here may be mentioned another advantage of having the lever K K on each side of the car act independently of each other.v If they worked together, the handle on the opposite side to where the traiirhand happened to be might accidentally become engaged by the catch, thus compelling the attendant, if he discovered it, to walk around to disengage it.

For uncoupling from the top of the car I employ the following'device: To the loop 8 of the coupling-pin a chain, N, or its equivalent, is fastened. This chain reaches upward and passes through a slot, 2, in a plate, O,'fastened to the top of the car. At the end of the chain which is at the top of the car a handle might be attached, by which the pin might be Edirectly lifted by hand; but I prefer to use the device. shown, which also is adapted to hold the coupling-pin in an elevated position independently of the block 0, thus corresponding in function, also, to the catches M M on the sides of the car.

To the plate 0 is pivoted at a alever,P. The rear end ,2), of this lever terminates in avertical handle, 0, extending at right angles to the body of the lever. The forward end, (1, of the lever terminates in a hook, e, which, when the lever is at its normal position in line with the plate 0, is situated directly over the slot 2. To this hook the end of the chain N may be permanently attached; or it may be left free and only be engaged by the hook ewhen it is desired to raise the chain. A stop, f, on the plate limits the movement of the lever in one direction, being so situated that it does not permit the hook e to be moved beyond the notch z in one direction. When it is desired to lift the pin, the 'lever is moved in the direction indicated by the dotted line in Fig. 3, carrying with it the chain. The lever will stay in any position in which it may be placed, thus holding the pin B elevated, and will only permit the spin to drop when returned to its normal position. Ordinarily when the action of the spring-block forces the coupling-link A out, the lever is immediately returned to its normal position, thus permitting the pin to rest on the block in readiness for the next coupling, and the-"lever is left turned only when the circumstances are such that the spring-block C does not throw out the link and take its position under the coupling-pin.

The coupling device, although especially designed for freightcars, is equally applicable to passenger-cars; but the uncoupling devices are intended for freight-cars only, since the reasons which render such devices desirable are wanting in the case of passenger cars.

W'hat I claim as myinvention, and desire to secure by Letters Patent, is-

1. The levers K K, adapted to be operated from opposite sides of the car independently of each other, in combination with the coup ling-pin B and the link L, substantially as and for the purpose herein specified.

2. The coupling-pin B and the chain N, in combination with the catch-lever 1?, situated on the top of the ear and adapted to turn in ahorizontal plane, substantially as set fogth.

3. The combination of the draw-head constructed with the hollows or tubes of different diameters, the sliding block composed of a broad head and two extensions of different diameters, and a spring inclosed in the cenling-pin and at the other end to a fixed portion of the car, one of said pivotal pins or connections passing through and playing in the slot in said link, and a lever or levers, one portion of which extends under said slotted link, whereby said coupling-pin may be raised to uncouple the cars in a vertical or nearly vertical plane, substantially as set forth.

5. The combination of a spring draw-head, a coupling-pin adapted to operate in said draw-head, a slotted link pivoted at one end to said coupling-pin and at the other end to the frame-work of the car, one of said pivotal connections passing through said slot, whereby an in-and-out movement is allowed to said draw-head, and an uncoupling lever or levers adapted to pass under said link, substantially as set forth.

6. The combination of a coupling-pin, a link pivoted at one end to said-coupling-pin and at the other end to some portion or the car, alever or levers passing at one end under said link, and a catch or catches adapted to engage with said lever or levers, whereby said coupling-pin may be held in one elevated position, substantially as set forth.

7. The coupling-pin, the link L, pivoted at one end tosaid pin and at the other end to the frame-work of the car, in combination with the lever K, constructed with a handle, p, a forwardly-extending projection, q, a laterally and inwardly extending portion, 0', extending underneath the link L, and an upwardlyextending projection, u, adapted to prevent the link L slipping off the part 1' of the lever, substantially as and for the purpose herein specified.

8. The coupling-pin, the spring draw-bar, andthe slotted link L, pivoted at one end to the coupling-pin and at the other end to the frame-work of the car, in combination with the lever K, constructed with a handle, 1), pro jections q, r, and a, and a catch, M, adapted to engage the handle p, substantially as and for the purpose herein specified.

In testimony whereof I affix my signature in presence of two witnesses.

FIELDON B. CUNNINGHAM.

Images