US1290969A

US1290969A - Release-rigging.

Info

Publication number: US1290969A
Application number: US6740315A
Authority: US
Inventors: Garth Griffith Gilpin
Original assignee: WALTER P MURPHY
Current assignee: WALTER P MURPHY
Priority date: 1915-12-17
Filing date: 1915-12-17
Publication date: 1919-01-14
Anticipated expiration: 1936-01-14

Description

G. GILPIN.

v RELEASE RIGGING. APPLICATION HLED DEC. 1?. 1915..

latented Ja11.14,1919.

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-G. G. GILPiN.

RELEASE RIGGING.

APPLICATION FILED DEC-17.1915.

Patented Jan, 14,1919.

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,{IBeit knownfthat I, GARTH a citizen. of Ethe, United States, residing j at Riv r id 'ffOfIIllinois,'havejinvented certain new and G. GILPIN,

in the county of Cook and State f useful" Improvements in Release-Rigging,

1 which the following invention relates to apparatus for is a specification.

drawing the lockingpins, or equivalent elei sortbeing commonly or uncoupling mechanisms.

7 provide certain devices whereby release rigcalled release riggings One. of the objects of the invention is to' provide a release rigging which will be sim-- 1n operation,v and ffew strongand durable parts sothatthe -device' will roughv usage towhich everything connected .with a railway freight car .ple; in its construction, effective and positive which will consist of a.

be capable of withstanding the is subjected. Aifurther object of the invention is to 'gings of'the chain type may be conveniently and economically reconstructed" so that a rigidlink, havmg connections sufliciently' flex-ible with the operating rod of the uncouplingdevice permit the free and -'with-. v the coupler to .usedin'a certain well known type of un- This type'of apparatus cons sts of a cranked rod revolubly mounted on theend of the car, the crank of which is connected by a chain and clevises to the locking pin of the coupler. The use ofchains and clevises in this situation is obtheir use by the railroads is being to a large As there are a great many railway cars equipped with these apparatuses, it is desirable for economical reasons to utilize the old equipment so far as possible. My invention provides; means for jaccom 'ishing this reconstruction of the old apparatus at a minimumof cost for material and labor.

A further object of the invention is to provide a novel form of bracket for supporting the operating rod of an uncoupling de vice which permits the ready removal of the rod. therefrom without, however, disengaging the movable part of the bracket from Specification of Letters Patent.

ments, of car couplers, apparatuses ofthis .not to be understood as limited ,crank portion of the operating with the'casting secured thereto for maintaining the engagement'between the rod; and. the link which connects the locking pin of.

movements of the latter,-

may besubstituted for the chains heretofore coupling mechanism.

ing. V

Like characters .of reference designate like the drawings.

ST T PATENT chars GRIFFIN; GIL-PIN, or nrvnnsrnn, rLLIivoIs, .tjssmma ines P. ivi'uruaiiY,

- a or cnrcse rnmnorsq 1 Patented Jan. 14, 1919.

Application filed December 17, 1915. Serial No. 67,403.

- the fixed member thereof. .This arrange rying out the above stated objects, and such.

other objects as will appear from the following description. The invention, however, is

to the exact construction and arrangement shown except so far as certain of the claims hereto appended are specifically so limited.

A The invention is illustrated, in 'certain' ing drawings in which Figure 1 is a fragmentary view,'in perspective, of the end sill andcoupler of a railway car' with the uncoupling mecha nism of my invention applied thereto.

Fig. 2 is a fragmentary side view of the preferred embodiments, in the accompanythe coupler with the rod.

Fig. 3 is a plan view of theparts shown in Fig. 2.

Figs. 4 Md- 5 are link.

. .Fig. 6 is a perspective view of a preferred form of bracket ing rod.

Fig. '7- is a similar bracket opened so that the uncoupling rod may be removed therefrom.

Fig. 8 is a view similar to Fig. 1 showing a modified construction of the supplemental casting on the end of the crank of the operating rod, and I Fig. 9 is a detail perspective of this cast- Referring first to Figs. 1 to 7 inclusive, 10 represents the end sill of the car, 11 the deadwood and 12 the coupler, which latter parts in the several figures of of the parts rod together for supporting the operatview showing the views, in elevationpat right angles to each other, of the connecting may be of any preferred type. The lockof a chain and clevises,

movements of the coupler in drawing,

pin of the coupler is shown at 13 and g 15 is the is formed with the usual eye 14:. operating rod. of the release rigging formed at one end with a handle 16 and at the other with a crank 17. In the chain type of uncoupling mechanism referred to above, the crank of the uncoupling rod is connecte to the locking pin of the coupler by means the end of the crank being flattened, as shown at 18, and formed with a perforation 19 for the bolt of the upper clevis. A clevis connection in a situation of this sort is objectionable because the nut on the bolt may easily be lost. Furthermore, when the coupler is repaired the repair man replacing it on the car may forget to connect the clevis or may lose the bolt which is taken out when the clevis is dis connected for the purpose of removing the coupler. The chain connection is particularly objectionable because it is likely to become kinked and thereby, in effect, shortened, with the result that the locking pin of the coupler is accidentally pulled by a normal outward movement of the coupler.

My invention utilizes, in place of the chain, a rigid link 20 formed preferably with an open spirally formed hook 21 at its lower end engaging the eye 14: of the unlocking pin and with a closed loop 22 through which the crank of the operating rod extends. To maintain the connection between the crank and the link I provide a casting 23 formed with stop shoulders 24 and with a slot 25. The casting is secured to the end of the crank by a rivet 26, or other suitable fastening means, which extends through the perforation 19, in the crank formerly used for the upper clevis of the chain.

The arrangement shown in Figs. 8 and 9 is the same as that shown in the preceding figures except that the casting 23 is provided with another pair of stop shoulders 27 1pn the other side of the loop 22 of the lin It will be seen that the link has consider able freedom of movement with respect to the crank of the operating rod. It willslide freely up and down to accommodate for the vertical movements of the coupler. It is capable also of a certain amount of angular movement on the crank to permit the forward and backward movements of the coupler. The loop 22 is of a sufficient width so that the coupler is not impeded in its normal lateral movements. However, the link is not, in the preferred form of my invention, capable of axial rotation. For this reason it is possible to use an open hook for making the connection between the link and the eye of the coupler pin without (lan ger that the parts will be disengaged bythe buff- The ing, or rounding curves, for instance.

connection is made quite safe if the hook be given the spiral shape shown in the drawings.

The use of an open hook in this connection permits the disconnection of the link from the locking pin of the coupler when the coupler is to be repaired or replaced, provided, however, that the operating rod is removed from its supports on the car.

These supports may consist of any ordinary brackets used in apparatus of this sort but I prefer to employ the special form of bracket shown in the drawings. The center bracket, for example, consists of a strip of metal 28 bent so as to form an upper flange and a lower flange 30, the latter formed preferably with an upturned lip 31; and of a channel-shaped closure piece 32 which fits within the

flange

30, 31 of the bracket, and is provided with a shank 33 extending through an opening 34: in the upper flange 29. The upper end. of the shank is prefer-- ably bent over at 35 to form a. stop. The operating rod 15 rests in the closure piece, as shown in Fig. 6, when the rod is in op erative position. When the rod is to be removed it and the closure piece are raised and the latter is turned to the {position shown in Fig.

The end bracket 36 may be identical in construction with the center bracket just described. Preferably, however, it is provided with an angular 'stop flange 37 for the handle 16 of the operating rod.

When brackets of the sort above described are employed the rod may be demounted from the car very expeditiously and without the removal of any parts, such as bolts or cotters, which are likely to become lost. \Vhcn the rod has been de-mounted the hook 21 can be disengaged from theeye of the locking pin. The link does not have to be removed from the operating rod so that the release rigging, when taken from the car, can be handled as -a unit. If a. coupler is to be repaired it is, however, necessary for the repairman to demount the rod, since the shape of hook 21 is preferably such that the link cannot be disengaged from the cou pler with the rod on the car. -If the whole release rigging has to be taken from the car when the coupler is remoyed the chances are that it will be put back on the car when the coupler is replaced. A clevis connection is very easily forgotten. If the hook at the lower end of the link were formed so that it could be detached from its locking pin conditions might arise causing this disengagement accidentally. The apparatus employs no clevises, bolts or devices of that sort. The connection between the operating rod and the locking pin of the coupler consists of a single rigid link having a perm:

nent engagement with the operating rod and a simple hook engagement with the locking 7 .fThese engagements are sufliciently iiexible'for"allfmovements of the coupler.

as long as the operating position there. can be no disengagement as a between the umbupung rigging and the" flocking pin of the coup :At the same timeflthey are positive so" that rod is in its, normal ler.

f l'It will be junder'stood that the locking pin nectlon between the link and crank Finis d w r f will return to its normal as shown in Fig. 8. If the drawattachmentsshould fail the: connection between the operating rod and the locking pin is such that the latter will be automatically withdrawn so as to uncouple the car. from the adjacent car of the train. I claim:

1. A release rigging comprising an operating rod revolubly supported on the car andformed with a crank, a rigid link adaptlocking pin of its upper end or engagement" with the the coupler and provided at with a loop through which'saidcrank pro-- ects, and a separately formedmember secured to the crank-for maintaining. an operative engagement between the link and crank. I Y

v2. A release rigging comprising an operating rod revolubly supported on a car and provided with a crank formed with an eye, a rigid link for connecting the locking pin of the coupler with said crank, and a sepa= rately formed member secured to said crank through the eye providing a means of com which permits verticaland angula1: movement of a the link relative to the crank.

- lower end for and angular 3. A release rigging. comprising. anoperating rod revolubly supported on the car and provided with a crank formed with an eye, a rigid link having an open-hook at its lower end for engagement with the locking" pin of the coupler, and a separately for-me member secured to said crank through said eye providin a means of connection between the link an crank which permits vertical movement of the link relative to the crank while preventing axial rotation thereof.

4. A release rigging comprising an operating rod revolubly supported on the car and provided with a crank formed with an eye, a rigid link having an openhook at its engagement with the pin of the coupler and formed at the upper end with a loop through which said crank extends,

and a separately formed member secured to said crank through the eye for maintaining an operative engagement between the crank and link.

5. A release ri ging comprising an operating rod revolu ly supported on the car and provided with a crank formed with-an lower end for engagemcntgwith'th pm of the couplerv and-formed end with a loop througllf which cured to said crank 'formed withispaced on handle 16- of the opferati'ngfrod. When the pin is in lock-set jposition'the rod "pes n, bar of the coupler or its the coupler when one of spaced stop looking eye, a. rigid link having an openahppk at jts electing aidc .nk extends, and a separately aformed memb v D shoulders on opposite sides'of said loop. r 6. A release rigging comprising an operatln rod formed with a crank, supporting brac ets on the car having movable closurla elements to. permit the removal of the rod from said brackets, a rigid link having an open hook at its lower freely engageable with thelocking pin of tached from the car, and member secured to said crank providing a flexible operative connection between the link and crank.

7 A release rigging comprising an opers5 ating rod revolubly supported on the car and formed with a crank, and a rigid link having a flexible connection with the looking pin of the coupler and provided at its J upper end with a loop lying in a plane substantially at right angles to the axis of the car and extending around the end of the crank andslidable longitudinally therein; said crank-being provided with means for. maintaining the loop of the ment therewith.

8. A release rigging comprising an operating rod ,revolubly supported on the car and formed witha crank, and a rigid link having a flexible connection with the lock- -.ing pm of the coupler and dprovided at its upper end with'a loop exten end of the crank and slidable thereon; said crank bein ng around the longitudinall site sides of said loop. 3

9'. A release rigging comprising an operating rod having a crank,-means for revolubly supporting the same on a ear, a link provided at one end with an open hook adapted v1,10

for engagement with the-coupler loc separately formed member secured to the crank, and means on said link wherebythe link is connected with said member so that it is non-revoluble about its longitudinal and .crank are in opaxis whensaid coupler erative pos tion.

10. A release rigging, an operating'rod having a crank, means for revolubly supporting the same on'a car, a link at one end with an open hook adapted for engagement with the coupler lock and at the other end with a loop, and a separately-Z formed member secured to'said crank which extends loosely through said loop and is pro- .125.

vided at its outer end with a stop to-prevent the loop from becoming disengaged therefrom.

. ,11. A release rigging comprising an operating rod having a crank, means for revolu v end adapted'to be said elements is de.,, 80 a separately formed link in. engage- 95 ion provided wit shoulders whic stand on"'opp0-- 1ot provided 1'20 i bly supporting the same on a car, a'link proloop, and a separately formed memloer sevided at one end with an open hook adapted cured to said crank which extends through for engagement with the coupler lock and at said loop and is provided at its outer end the other end with an elongated loop, and with a pair of stops on opposite sides of said 5 means for preventing axial rotation of said loop.

link comprising a separately formed mem- 13. A release rigging comprising an operber secured to said crank which extends ating rod revolubly supported on the car through said loop and is provided at its and formed with a cranlnari 'd link adaptouter end with a pair of stops on opposite ed for engagement with the locking pin of 10 sides of said loop. the coupler and provided at its upper end 12. A release rigging comprising an operwith a loop through which said crank proating rod having a crank, means for revolujeets, and .a separately formed member sebly supporting the same on a car, a link procured to the crank, having spaced stop shoulvided at one end with means for engaging der on op osite sides of said loop.

15 a coupler lock and at the other end with a GARTH GRIFFITH GILPIN.