USRE10291E - Gheny city - Google Patents

Description

2 Sheets-Sheet 1. C. BROWNING. Assignor of one-halfto LINDSAY LVMGCUTGHEoNp-said BROWNING andL1NnsAy 6L MGGUTGHEQN j assignors to vJ. H LINDSAY, trustee. Y

GAR GOUPLING.

No. 10,291. Reissued Feb. 27, 1883.

N PETERS, Phawmmgrapmr. wnhingim. D4 c,

vC BROWNING 2 sheets-sheen Assignor of one-half tu LINDSAY & MGCUTCHEON; said BRUWNING and LINDSAY & MGGUTCHEON assignors to J. H. LNDsAY,'trustee.

GAB GOUPLING.

No. Reissued Peb. Z7, 1883.

N. PETERS, wwwmmmpm. wminm., n. c

UNITED STATES CLINTON BROWNING, OF SHOUSETOVVN, ASSIGNOR OF ONE-HALF TO LINDSAY 85 MCCUTOHEON, OF ALLEGHENY; SAID BROWNING AND LINDSAY &

MOOUTCHEON ASSIGNORS GHENY CITY, PA.

TO JAMES II. LINDSAY, TRUSTEE, OF ALLE- CAR-COUPLING.

SPECIFICATION forming part of Reissued Letters Patent No. 10,291, dated February 27, 1883. Original No. 254,107, dated February 28, 1882. Application for reissue iiled January 19, 1883.

To all whom it may concern:

Be it known that I, CLINTON BROWNING, of Shousetown, formerly of Allegheny city, in the county otlAlleglIeny and State ot' Pennsylvania, have invented certain new and usef'ul Improvements in Gar-Uouplin gs and Ido hereby declare that the following is a full, clear, and exact description thereof.

My invention relates to a sel l"couplingl for railroad-cars; and the nature of the same consists, lirst, in a pair of bit'urcated or doublejawed draw-heads, in combination with a shouldered laterallyswinging and iuterlockinglever pivoted in one jaw of each draw-head in front of the shoulder of the lever, and having an operating arm or arms extending back from said shoulder, and apparatus for withdrawing said lever secured to said arm, the coupling being so constructed that one of the jaws ot' the respective heads enters between the jaws of the opposite draw-head, and the other jaw extends along and clasps the outer side of the jaw which does enter, and thereby prevents lateral separation of the heads, and the interlocking shoulders being so constructed that they stand diagonal to the central line of draft, and the interlocking levers are at right angles, or nearly so, to the said diagonal line of the levers, and thus the strain upon the levers is thrown in line with the pivots of the levers and taken oit' the springs, which are only used to throw thejaws into their locking position and keep the draw-heads coupled; second, iu continuing the shoulders of the interlocking levers from the top to the bottom ofthe drawheads and recessiug the inner side ofthe pivotingjaws of the bifurcated draw-heads for the reception of the continuation of the shoulders ot' the levers while the levers are moved aside in the act of automatically coupling the cars; third, in the combination of hand-levers, locking-shoulders, springs, connectingrods, shouldered interlocking levers, and bifurcated draw-heads, whereby the draw-heads can be uneoupled from the platform, and the interlocking levers can he moved in position for automatically recoupling the d raw-heads; fourth, in uniting the respective draw-heads to their spring draw-bars by means of vertical pivots,

whereby the draw-heads will move longitudi- 5o nally with the draw-bars, and at the same time have freedom to swing horizontallyin turning curves; fifth, in rounding oli' the edgesor corners ofthe hinging eyes of the shouldered levers and the pivoting-jaws of the draw-heads,

for the purpose of preventing the joints from being cramped by metal upset or displacedby the jamming of the jaws against one another in coupling; sixth, in draw-heads provided with pivoted interlocking levers, which oper- Y6 0 ate in a peculiar manner with respect to the line of draft of the cars; and, linally, in details. of construction hereinafter set forth.

In the accompanying drawings, which are intended to illustrate my invention, Figurel is a 65 side elevation, showing myinvent-iou as applied upon supports answering, by way ofillustration, to such as are usually applied upon railroadcars. In this view'two draw-heads are shown as coupled. Fig. 2 is a front elevation ot' one 7o of the draw-heads, its adjunets and supports answering, by way of illustration, to such as are provided on a car. Fig. 3 is a vertical section and partial elevation of one of the draw` heads, spring draw-bars, interlocking levers,

draw-head, and Fig. S .is a `detail horizontal section ofthe interlocking lever.

A is the front cross-beam of the platform of a car-frame; U B C', the end rails ofthe platform; D D', the sliding draw-bars, provided,

as usual, with springs a, which serve tore- 9o lieve the draw-heads H H when humping against each other. In the end rail,C',of each of the carplatforms a long slot, b, is provided, havingalochingshoulder,c, and down through this slotahand-lever E is )assed and after being pivoted at cl to the front beam, A,is con- Fig. 5 is a detail 8o nected by its lower end to a laterally-moving rod, F, which is guided by a bracket, G, of the car-frame. 'Ihis rod F has a head, @,with two jaws, e e', attached to itsinner end, and between this head and the vertical portion j' of the bracket Gr a spiral spring, F', is placed around the rod. The jaws of the rod loosely clasp the drawhead H, and they are perforated to receive a pivot, g, which connects the rod with the operating-arm i of the vinterlocking lever I of the draw-head, said lever being connected by the pivoting leaves or arms t" and pivot h to the front end of the pivoting-jaw k' I ofthe draw-head. Both draw-heads H H', levers I I', and their adjuncts arel constructed precisely alike; but] the pivoting-jaw k of the draw-head H, carrying the interlocking lever I, stands on the right side of the center line of draft on one car and on the left side of said line on the other car, and the slotted lockingbar of the rail, the lever, and the rod and spring for operating the interlocking lever I of one car stand on the right-hand side of said line, while the interlocking lever l and parts for operating it'of the other car stand on the left-hand side of said line.

The draw-heads H H are loosely jointed to the springdr'aw-bars D D by means of suitable fittingand vertical pivots d', and they can swingou said pivots while the cars are turning curves. At the front ends the drawbars are bifurcated or formed with two jaws, k k. These jaws extend forward from a solid body portion of the draw-head, aud at their rear end they are united on their inner sides by a semicircle, or nearly a semicircle, and from this circle they inclose a gradually-widened oblong space, which on one side is bounded by a curved extension of the clasping-jaw k in form of a cyma reversa, and on the opposite side by a very obtuse angled extension of the pivoting-jaw k', as shown in Fig. 7 of the drawings. Ihe exterior surfaces of the respective jaws partake very closely of the form of the interior surfaces thereof. In the jaw 7c a depression or recess, l, havinga beveled surface, Z', is formed, as shown, for a purpose presently described. At the extreme front end of thejaw k nearly-circular hinging ears or lugs m are formed, a space, m2, heilig between the same, and one lug being at the top and the other at the bottom of the'jaw.

The interlocking lever I is shown bifurcated at its front and rear ends, thus forming the pivoting arms or leaves fi' and the operatingarms i, and it is formed with a right-angled shoulder, u, between its bifuricated ends, as shown. This lever fits under and on top ofthe draw-head H, and its front ends orarnis,t", are perforated to coincide with the holes in the front hinging ends of the draw-head, and through these perforated ends of the hinging ears m of the draw-head the hinge pivot or pin his passed for the purpose of hinging the lever to the draw-head. rIhe shouldered portion n of the lever is curved or beveled at 'n' on its rear side, and is otherwise so shaped that it enters the recess l, and its front surface stands flush with the inner surface of the jaw 7c' when the lever I is moved sidewise, as illustrated in the drawings, Fig. 4; but it extends out between the jaws some distance from the inner face of the jaw k when either the lever I or I is allowed to assume a coupling position as shown inFigs. 5 and 6. By having the levers I I bifrcated and formed with a long shoulder, n, extending from top to bottom of the draw-head great strength for sustaining the pulling strain of the cars is secured'.

In the space between the two jaws the jaw k is recessed or cutaway opposite the shoulder n of the incoming lever I, as at s, so as to give free space for the reception of the lever, and to allow the shouldered lever to enter the drawhead and couple when the draw-heads are at different heights, and to allow the vertical motion ofthe drawheads without causing the uncoupling of the levers. This is shown in Figs. 4 to 7 of the drawings, the levers entering the recessed parts when locked, as in Fig. 6, and a diamoned-shaped space being formed by these recessed parts `and the faces of the levers II when they are drawn back as shown in dotted lines in Fig. 6.

In order to prevent cramping of the joint formed between the draw-heads and the interlocking levers by the upsetting of the metal wherrthe draw-heads jam together, the corners p of the hinging ears or lugs are rounded ojf, as shown in the drawings. 'Ihe pivots of the shouldered interlocking levers are set on opposite sides of the central line of draft, and by this arrangement the right-angular interlocking shoulders are caused, by the action of their springs, to stand diagonal to thisline when the draw-heads are coupled, and the pull or strain comes diagonal to said line of draft, and is thrown directly and wholly upon the pivots of the levers, and by this action of the levers the springs are relieved of the pulling strain of thecars, and they are therefore not depended upon for holding the draw-heads intheir coupled position. The springs, however, act to prevent a separation of the draw-heads when there is a slack motion or a back action of the draw-heads.

To couple cars with my improved coupling, the levers E are set free from the lockingshoulders c of the rail C', and the springs F allowed to move the shouldered interlocking levers to the position shown in Fig. 5. Now, by bumping the draw heads together the hinged lever ofl one draw-head will strike the hinge-lever of the other, and a mutual lateral displacement of the levers will take place until the shouldered portionsof the levers coincide, when the shouldered partof one will be caused to interlock with the shouldered part of the other by the spiral springs F.

To nncouple the draw-heads, move either the interlocking lever I or I to a position corresponding to the position of the lever I in IOO IIO

Fig. 4, and then separate the draw-heads by running either one of the two cars backward or forward.

By having hinging ends of the draw-heads formed with spaces m2 between their hanging lugs or ears m an ordinary link may be used between the draw-heads for coupling the cars, as occasion may require. Then a link is used the pivots or'pins h are raised sufficiently to admit the link between the lugs or ears minto the spaces m2, and then lowered through the lilik and ears, upon which it rests. Thus the pivots or pins h subserve two purposes-the one ot' fastening the levers and the other of holding a link-coupling.

Previous to my invention bifurcateddrawheads constructed so as to have one of the jaws on one head enter between two of the jaws on another head were well known; also, such draw-heads had been provided with coupling-tumblers, which were arranged to turn on pivots for the purpose of insuring a frictional .bind of one tumbler upon another while the cars are pulling against one another, as shown in Reissued Letters Patent No. 9,727, and I do not claim anything shown in said Letters Patent; but my invention obviates the necessity of depending alone upon the frictional contact of the coupling' devices to insure the retention of the cars in a coupled condition, it providing positive interlocking or hooking `shoulders in rear of the pivots of the coupling devices as a means for positively coupling the cars; also, lever extensions on the coupling devices, whereby the cars can be readily uncoupled. It also affords very stron g and long interlocking shoulders, and admits ot' an ordinary lilik being used in cases of necessity.

What I claim as my invention,and desire to secure by Letters Patent, is

1, In combination with lthe bifurcated or double-jawed draw-heads H H', the levers I I', each pivoted at the front of one of the jaws thereof, and provided withthe tlat hooking or interlocking shoulder n back of said pivotal point, and the operating-arm extending back from said shoulder, and connected to apparatus for withdrawing said lever, substantially as and for the purposes set forth.

2. In a twin coupling, the combination,with the bifurcated draw-head having thejaws 7c k', the lever I, pivoted to said jaw k by means of the two front arms or leaves, t', and the pivotpin h, extending through said arms and jaw, and provided with the flat hooking or interlocking shoulder n, and operating-arms t", exy tending above and below said jaw, substantially as and for the purposes set forth.

3.111 twin couplings, the bifurcated drawhead provided with the clasping-jaw 7c, and the pivoting-jaw k',having the recess l, in combination with the lever I, pivoted to said jaw k', and provided with the dat locking'shoulder u, extending from the top to the bottom ofthe draw-head and titting within said recess Z, sub stantially as and for the purposes set forth.

4. In twin couplings, the combination, with the bifurcated draw-heads I-LH', having the clasping-jaws k and pivoting-jaws k', of the locking-hooks pivoted at the ends of said jaws k', where said pivoting-jaws k' are recessed or cut away, as at, s, for the reception of the face of the hook in the opposite draw-head, substantially as and for the purposes set forth.

5. In combination with the bifurcated drawhead H and the lever I, pivoted at the front of one `jaw and having the flat or lateral interlocking shoulder u back of said pivotal point, and the operating arm or arms i, the rod F, spring F', hand-lever E, and locking-shoulder c, substantially 'as and for the purposes set forth.

6. The bifurcated draw-head H, having the jaw k', provided with a space, m2, between its hinging-ears for the reception of a couplinglink, in combination with the locking-lever I,

pivoted in saidjaw and vertically-sliding andA removable pivot-pin, h, substantially as set forth.

l 7. The biiurcated draw-head H, having the pivoting-jaw lo', provided with hinging-ears m, in combination with the locking-lever I,`hav ing hinging-ears i', and the pivot-pin h, where said hinging-ears are rounded at their corners, as at p, substantially as and for the purposes set forth.

8. In twin couplin s, the bifurcated drawheads H H', provide( with interlockinglevers pivoted in said draw-heads, and having hat or lateral interlocking shoulders u, back of said pivotal points, arranged and constructed to pull squarely against the respective flat shoulders n of one another on a line diagonal to a central line of draft of the cars, and thereby relieve the springs of the levers I l" from strain,

CLINTON BRO WNING.

Witnesses:

J AMES I. KAY, J. N. COOKE..

ICO

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