US1278828A - Car-coupling. - Google Patents

Description

A, J. BAZELEY.

CAR COUPLING.

APPLICATION FILED APR. 20. I916.

Patented Sept. 17, 1918.

2 SHEETSSHEET I.

nuenroz A. J. BAZELEY.

CAR COUPLING- APPLICATION mco APR. 20, I916.

Patented Sept. 17, 1918.

2 SHEETSSHEET 2.

dent of Cleveland,Cuyahoga county, Ohio, 1 have invented new and useful Improvements UNITED STATES PATENT oFnroE.

ARTHUR J. BAZELEY, orcLEvEtnn'b, onro, assmnon. TO THE NATIONAL MALLEABLE cas'rmos comramz. or CLEVELAND, 01110, A CORPORATION or 01110.

CAR-COUPLING.-

Specification of Letters retent.

Patented Sept. 17, 1918.

Application filed April 20, 1916. Serial No. 92,865.

To all whom it may concern:

lie; it known that I, ARTHUR J. BAZELEY, a citizen of the United States, and a resiin Car-Couplings, of which the following is a specification, reference being bad to the accompanying drawings, in Which- Figure 1 is an elevation of a coupler embodying my invention, Fig. 2 is 'a bottom 'plan thereof; Fig. 3 is a section on lines IIIIII of Fig. 2 with the parts in locked position; Fig. 4 is a section similar to Fig. 3 but with the parts in knuckle thrown position; Fig. 5 is asection on lines VV of Fig. Iwith the parts in locked position; Fig. 6 is a partial'section similar to Fig. 5 but with the parts in knuckle thrown position; Figs. 7 and 8are sections similar to Figs. 5 and 6 respectively, but showing a modified form of operating lever.

My invention relates to car couplers 0f the vertical plane type, such as is shown in my Letters Patent No. 1,144,315, dated June 22, 1915, and provides novel mechanism for operating the coupler.

. lates to the various parts which I shall hereinafter describe and claim.

* neath the coupler head and its bottom stillens the sides and keeps them the proper distance apart, so that they may not become accidentally bent in upon the-lever E so as to bind it. The upper end of the lever E is formed in any convenient way, such as being forked, as shown, to provide a convenient connection for an actuating rod, and is preferably located forward of the bufling horn of the coupler-head, so as to be protected from injury by the buffer plate on the car.

The lower arm 3 of the lever E is enlarged at its lower end, as is shown in Figs. 2 and 3, and the upper surface 6 of the enlarged end is beveled, so as to slope slightly downward tothe rear of'the coupler-head and also toward the guard-arm side. The lifting link F'is provided with trunnions 7, which operate in vertical slots 8 of the lock-hole pocket,

My invention also re-.

and has on its upper extension 9 a laterallyextending arm 9*, which seats in the slotted 1 opening 10 in the leg 11 of the lock C.

The operation of the coupler is as follows:

When the parts are in locked position, as is shown in Figs. 3 and 5, the upper end 9 of the lifting link F underlies the anti-creep projection 12 on the underside of the coupler-head', and as the operating lever is actuated and the lower end of its arm 3 rises, the highest point 13 on its upper surface 6 strikes the cam surface 14 on the under side erating lever with the cam surface on .the.

bottom of the link tends to throw the arm '9 of the lifter rearwardly, as is permitted by the inclined slot 10 in the lock-leg 11, and by the sameoperation the upper end 9 of the link moves out from beneath the anticreep ledge 12. As the lever E continues to lift, its point of contact with the link F always remains. forward of the point of contact between the link and the lock-leg 11, so that the link at all times tends to throw the leg of the lock rearwardly.

When the lock C has. been lifted until the .projection'15 on the forward face of its head strikes the fulcrum 16 in the couplerhead, further vertical movement is impossible, and the leg of the lock must necessarily swing rearwardly against the knucklethrower D. It will thus be seen that the rearward thrust of the lifting link upon the lock-leg is assisted by the fulcruming of the look upon the coupler-head, and t at these two forces will result in a power ul rearward or knuckle-throwing pressure upon the knuckle-thrower D.

During the vertical movements of the lifter the slots 8 serve merely as guides for the trunnions 7 of the link. When the link has reached the top .of its travel and the knuckle has been thrust .open, there is still clearance between the top of the slots and the trunnions 7, as is shown in Fig. 4. It will therefore be seen that the link and the lock form a toggle joint, and the break of the joint to the rear is initially obtained by lifting the link at a point forward of its center of gravity, which causes its u per end to tip rearwardly. During knuc e-throwlng the lock fulcrum becomes the upper or sta- 'tionary end of the toggle, while thebperating lever forces upward the lower end of the lifter link, so that the connection between the link and the lock-leg is the elbow of the toggle, and is forced to move rearwardly. After the parts are lockset or the knuckle is thrown, the operating lever is free to return 'to its normal position against the side of the coupler-head, Where it is as described above,

protected from accidental breakage by the horn of the coupler. I

by hold the link and lock-leg in engagement. In Figs. 7 form of my device, in which a rider 17 is pivoted 'to the end of the operating lever E. The upper. surface of the rider is fiat and, by its pivotal engagement with the lever E, always maintains a fiat bearing upon the bottom of the lifter link F. The rider 17 is counterweighted, so. that it will always return to upright position when not in contact with the lifter link.

The terms and expressions which I have employed are used as terms of description and not of limitation, and I have no intention, in the use of such terms and expressions, of excluding any mechanical equiva lents of the features shown and described, or portions thereof, but recognize that various structural modifications are possible within thescope of the invention claimed.

What I claim is:

1. In a car-coupler, a lock having a downwardly-extending leg and having also a fulcrum bearing on its forward ortion, and a lifting mechanism for said ock comprising a transversely extending lever pivoted to the coupler-head and a link adapted to be engaged by said lever and having a pivotal engagement with the lock-leg, said link in its initial position being adapted to be rotated and then to lift the lock perand 8 I have shown a modified and engaging the lock-leg, said link having trunnions operating in vertically-extending guides in said depending portion of the coupler-head, said link, upon actuation by an operating lever being adapted to belifted vertically and to be rotated rearwardly about said trunnions, to throw the leg of the lock rearwardly for locksetting and knuckle-throwing.

3. In a car-coupler, a lock having a depending leg, the leg of the lock having a slot in its lower end, a lifting link having trunnions at its rear side and a forward extension seating in the openin in the lockleg and a forward portion a apted to be engaged by an operating lever, whereby on actuation by the lever the lock-lifter will tilt rearwardly about said trunnions and will move vertically thereby causing the leg of the lock to-move rearwardly.

4. In a car-coupler, a lock having a depending leg, the' leg of the lock having a slot in its lower end, a lifting link pivoted in said slot and normally depending from said lock-leg, and an operating lever normally out of contactlwith the link adapted to be rotated into engagement with the under-side of the link to lift it and tilt it rearwardly whereby the link will lift and carry the leg of the lock to the rear. 5. In a car-coupler, a lock having. a depending leg, a lifting link operating in a depending portion of the coupler head and engaging the lock leg, a lever operating transversely of the coupler head, having a ing.

ARTHUR J. BAZELEY.

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