US1512184A - Uncoupling-shaft locking device - Google Patents

Description

Oct. 21. 1924. 1,512,184

F. E. RUSSELL ET AL UNCOUPLING SHAFT LOCKING DEVICE Filed June 2, 1924 Patented Oct. 21, 1924.

UNITED STATES 1,512,184 PATENT OFFICE.

FRANK E. RUSSELL, O'F ALAMEDA, AND JAMES J. JORDAN, OT OAKLAND, CALIFORNIA.

UNCOUPLINGSHAFT LOCKING DEVICE.

Application filed June 2, 1924. Serial No. 717,251.

To all whom it may concern:

Be it known thatrwe. FRANK E. RUSSELL and Janns J. JORDAN. citizens of the United States, residing the said RUssnLL at Alameda, county of Alameda, and State of California, and the said JORDAN at Oakland, county of Alameda, and State of California, have invented certain new and useful Improvements in 'Uncoupling-Shaft Locking Devices, of which the following is a specification.

Our invention relates. in general, to automatic car-couplers, and, in particular, to couplers located on the front and rear ends of locomotives used in yard or switching service; or on locomotives generally, as well as on Various kinds of railroad cars.

Our invention consists in a novel device for positively and securely locking the couplers in open position said device being independent of the customary uncoupling arrangement, and adapted to permit the uncoupling efi'ect by means either of such customary arrangement or of said locking device.

By our invention further objects are attained, such, for example, as starting a car or train of cars by pushing them with the locomotive, then stopping the locomotive, and letting them proceed under their own momentum. Also removing the necessity of a person remainingon the locomotive footboard and uncoupling the car While in motion, thereby obviating the danger of accident due to the person slipping from the footboard.

The nature of our invention and its mode of operation will now be fully described by reference to the accompanying drawings, illustrating its preferred form, it being understood that changes may be made in form and details without departing from the spirit of the invention as defined by the claims appended hereto.

ln the drawings, Fig. 1 is a side elevation of an automatic coupler having our locking device applied thereto.

Fig. 2 is a top plan of the same.

Fig. 3 is a top plan showing a slight modi fication in our locking device.

Fig. 4 is a view showing the uncoupling lever of the regular equipment when made in one piece.

1 indicates the body of the couplermember which is to be attached to the locomotive, by, means of the body shank 3, and the Coupler pocket 2 secured to the bumper beam 4".

6 indicates the body ofthe coupler member which is to be attached to\ a caboose or other form of car, by means of the shank 5 and striking casting 7 secured to the framework of the car. 1 t

8 is the lifter bar, 'e end of which passes through a hole in the racket 9, the hole being of sufficient diameter to permit a vertical movement of the lifter bar from its normal position when not in use as shown by the dotted lines in Fig. 1, to its locked position when in use as shown by the full lines. A pin 10, Figs. 2 and 3. prevents the lockin bar from sliding lengthwise. The free end of the lifting bar is attached to the top of the Coupler lock lift 11, Fig. 1, by means of the clevis 12 and pin 13.

A detailed description of the operation involving the uncouplin of the automatic coupler attached to the locomotive by means of the uncoupling lever which is part of the regular equipment of the locomotive, or by means of our locking device, is asfollows:

Referring first to the use and operation of the regular equipment, the locomotive is uncoupled from the caboose or other style of car by raising either handle 14 or handle 15, Fig. 2, located on opposite sides of the locomotive, from the position shown in dotted outline, Figure 1, to the position shown in solid outline, said handles forming parts of uncoupling shafts or levers 17 and 16 which are supported by brackets 18, 19, 20 and 21 attached to bumper beam 4, said uncoupling levers being prevented from moving laterally by collars 22 and 23. If the central part of the uncoupling lever is made in one piece as shown at 24 (Fig. 4) the raising of either uncoupling lever handle 14 or 15 will also cause the opposite handle to be raised. Raising either uncoupling lever handle in turn raises lock lift 11 thus unlocking coupler knuckle 27 which is pivoted to locomotive coupler body 1 by means of pin 28 and permits the knuckle to assume an open position when the couplers separate. Knuckle 29 which is pivoted to caboose coupling body 6 by means of pin 30 remains in the docked or closed position during this operation.

Our locking device which may be used in conjunction with the uncoupling lever or shaft' formed in two parts 25 and 26, (Figure 2) or in one part 24 (Figure 4) is shown in the locked position in heavy outline (Figures .2 and 3). Referring to Figure 2, the

locking device consists of a rod or shaft formed as shown. The ends of the rod are bent at right angles forming handles 31 and 32. The central part 1; is off et or cranked at 34 and 35 outside of the uncoupling lever parts 38 and 39. The locking device is held in position by straps 36 and 37 attached to bumper beam 4. These st raps also serve to prevent excessive lateral motion of the locking device. Referring to Figure I), the locking device slightly modified, has offsets 4 and 41 located between uncoupling lever parts 38 and 39.

To release the locomotive coupler knuckle- 27, handle 14 or 15 of the uncoupling lever is raised which raises lifter bar 8. releasin said coupler knuckle as previously described? The lifter bar may now be locked in this position by throwing either locking device handle 31 or 32 from the position shown in dotted outline to the position shown in full outline, Fig. 2, thus preventing the lifter rod 8 from lowering lock lift I'l/and from allowing the coupler knuckle/to lock and couple up with another coupler; or either locking device handle 31 or 32 may first he thrown in the locked positiomihus raising the uncoupling lever parts lifter bar, etc.. and retaining same in the manner described. Vhen the locking device is not in use the uncoupling lever or its independent action is not disturbed.

Referring to Fig. 3, it is apparent that offsets 4t) and 41 of our modified locking de vice clear the uncoupling shaft parts 38 and 21!! when said locking device is operated from its position when out of use to the position it occupies when in u e; and it is also apparent that this operation raises lifter rod 8, releases coupler knuckle i2? and locks said lifter rod in the knuckle release position. hen the locking device is not in use. the uncoupling lcver or its independent action is not di-turhed.

We claim:

1. In (UH'lhllldtlUll with the coupler knuckle of an automatic coupler and its lock lift, lifting har. and ui'icoupling shaft, a supplenientarv rocking crank shaft independentlv aFsociatetl with said lifting lltll and uncon pling Slltlft and adapted to lock said lifting bar in elevated position.

2. In combination with the coupler knu kle of an automatic coupler and its lock lift, lifting bar. and uncoupling crank shaft; a so iplcmentary rocking shaft positioned he low and independent of the uncouplingcrank shaft, said supplementaiw shaft having a crank portion adapted to lock the lifting bar in elevated position.

In testimony whereof we have signed our names to this specification.

FRAXn E. RUSSELL. JAMES J. JORDAN.

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