US1949813A - Coupler shield - Google Patents

Description

W. J. REGAN coUPLER SHIELD March 6, 1934.

s sheets-sheet 1 Filed March 4, 1932 INVENTOR ATTORNEY March 6, 1934. w J. REGAN 1,949,813

couPLEa SHIELD Filed March 4, 1932 3 Sheets-Sheet 2 l l l l I l i I w 6' JJ ATTORNEYS W. J. REGAN COUPLER SHIELD March 6, 1934.

Filed March 4, 1932 3 Sheets-Sheet 3 ATTORNEYS.

cars back on to the track,

Patented Mar. 6, 1934 COUPLER SHIELD William J.

McConway & Torley Regan, Wilkinsburg,

Corporation,

Pa., assignor to Pittsburgh,

Pa., a corporation of Pennsylvania Application March 4, 1932, Serial No. 596,863

7 Claims.

My invention relates to a coupler shield for protecting the looking and operating mechanisms of a car coupler.

To provide for the safety of operatives to as great an extent as possible, many industrial cars used for the transportation of material during the course of manufacture are being equipped with automatic car couplers. These industrial cars often transport loose material, such as freshly mixed concrete, broken stone, scrap iron and the like, some of which during the act of Yloading the cars from hoppers or by other means may be spilled over the couplers, thus breaking or bending lany operating parts of the coupler which may extend above the coupler head and thereby causing the coupler to become inoperative; or, at times, the spilled material may iind its way into the body of the coupler with a similar result. It is, therefore, desirable to employ for this class of service couplers which are of the bottom or side release operated type. But experience has shown that much annoyance and expense can be caused by this type of coupler when cars thus equipped are derailed. When' derailment of an industrial car takes place the coupler operating parts often come in contact with the track cross-ties or other objects and are broken or bent out of their original shape, such injury to the operating parts being especially liable to occur because the car bodies of industrial cars are comparatively close to the rails. Moreover, when the cars have become derailed various means are used for hoisting the the means used for that purpose being such as are available at the time. If the derailment takes place under a crane, a chain may be looped around the coupler head and car hoisted back to place; and if, for example, the derailment should occur on a charging iioor of a furnace, the car may be replaced on the track by lifting the car with the peel of a charging machine. Either of these methods of restoring the car to the rails will, if done in a careless manner, result in substantial damage to the operating parts of the coupler.

The primary object of 'the invention is to provide simple and effective means for protecting the operating parts of a car coupler againstl injury.

The principal feature of the invention, generally stated, consists in providing a car coupler with shielding means for its operating parts involving a guard member projecting under the coupler and its operating mechanism and with a guard portion which projects laterally outward from the knuckle side of the coupler head so as to completely overlap the adjacent portion of the coupler operating mechanism when the latter is in normal locked position.

' Other features of the invention, residing in 60 advantageous features of construction and relations of parts, will hereinafter appear and be pointed out in the claims.

In the drawings illustrating preferred embodiments of the invention,-

Figure l is a plan view of a car coupler and shield embodying the invention.

Figure 2 is a side elevational struction shown in Figure 1.

Figure 3 is a front elevational view of the con- 70 struction shown in Figures l and 2.

Figure 4 is a detail front elevational view of the form of shield shown in Figures 1 to 3 inclusive.

Figure 5 is a side elevational view of the shield shown in Figure 4.

Figure 6 is a detail sectional view on the line 6 6, Figure 4.

Figure 7 is a detail plan view of a modied form of the invention in which the shielding means are cast integral with the coupler body.

Figures 8 and 9 are detail elevational views of the construction illustrated in Figure '7.

In the drawings, 1 indicates the head of a car coupler and 2 the shank or stern thereof, the latter being preferably provided with an aperture 3 for receiving a tail pin whereby the coupler may be pivotally connected to the draft rigging of a car. Pivotally mounted uponk the coupler head by means of a knuckle pin 4 is a rotatable knuckle 5 which is normally restrained from out- 90 ward or uncoupling rotation by means of a lock 6. Other than that it is of the vertically movable gravity actuated type, and that it projects beyond the coupler head so as to be capable of cooperating with means for moving it to unlocked position, the precise structural details of the lock 6 are immaterial.

In the preferred form of construction illustrated in the drawings the lock 6 is formed with a downwardly extending leg l which projects through the lower wall of the coupler head and is provided at its lower end with an eye or aperture 8 for receiving the end of a pivoted bellcrank lever 9, one arm of which overlaps the -coupler head at the knuckle side thereof. The form and the mode of operation of the lock 6 and of the cooperating bell-crank lever S are well known and need not be further described.

In the construction shown in Figures l to 6 inclusive the means for shielding the operating View Of the COI!- parts of the coupler are detachably mounted, while in the construction shown in Figures 7, 8 and 9, the shielding means are cast integral with the coupler head.

As shown in the principal figures of the drawings, when designed for application to couplers now in use, the shielding means may advantageously be fashioned as a frame 10 provided with a yoke or collar 11 and having at its forward end perforated lugs 12 and 13 respectively which are adapted to receive the knuckle pin 4. The collar 11 surrounds the shank or stem 2 of the coupler and is immediately behind the rear face 14 of the coupler head striking bracket with which car couplers are commonly provided'. The holes in the lugs 12 and 13 for receiving the knuckle pin are elongated longitudinally of the coupler, as indicated at 15 (see Figures 1 and 6) to provide a tolerance suitableto take care of any manufacturing variation that may occur in the length of the coupler head and also to insure a metal-tometal contact between the ear body, and the yoke or collar 11 of the frame and the rear surface 14 of the coupler head striking bracket during buffing or pushing in the event the draft gear for cushioning the movements of the coupler is broken or weak.

The upper perforated lug 12 is formed at the forward end of the top wall or plate 16 of the frame 10. This wall projects laterally beyond the knuckle side of the coupler head so as to extend over the uncoupling lever 9, thereby protecting the latter against injury from above. The top wall or web 16 is integrally united to the collar 11 by a transverse vertically extending wall or plate 17 which projects outwardly beyond the knuckle side of the coupler head and beyond the bell-crank lever 9 in the position the latter occupies when the coupler is locked. As clearly shown in Figures 4 and 6, the wall 17 may be made of skeleton form for the sake of lightness.

In advance of the uncoupling lever 9 the frame is also provided with a transverse vertically extending wall or bar 18 which is integrally connected to the wall 17 by the top plate 16 and also by a bottom plate 19 with which the frame 10 is preferably also provided. The plate 19, which is preferably imperforate and substantially horizontal, extends under the lower end of the coupler lock 6 and the lower end of the uncoupling lever 9, thus protecting these parts against injury from below. In addition to being united to the yoke or collar 11 by the rear transversely extending wall 17, the bottom plate 19 may advantageously be integrally connected to the lower side of the collar 11 by a vertically extending bar or web 20. The lower perforated lug 13 projects forwardly from the front plate 18 of the frame and is preferably braced in its relation thereto by a ange or gusset 21. On its forward face at a point intermediate of the perforated lugs 12 and 13, and approximately on the center line -of the coupler, the front wall 18 of the frame is preferably provided with a substantially horizontal inclined rib or flange 22 which may advantageously be braced by a vertical inclined rib or gusset 23 which extends from the outer end of the rib 22 to the plate 18 and is integral therewith. The forward face of the rib or projection 22 inclines or slopes rearwardly outward and thus provides means for diverting the blow of a mating coupler in the event that the couplers are out of line laterally to such an extent that they pass each other when a coupling operation is f attempted.

To form a fulcrum for the bell-crank uncou'- pling lever 9 the front and rear plates or walls, 17 and 18 respectively, of the frame are provided with opposed bosses or lugs 24 which are spaced apart a sufcient distance to receive the lock operating lever 9 between them. These lugs 24 are perforated to receive a pin 25 which extends through the lock actuating lever 9 and forms a pivotal support therefor.

To assemble the coupler and shield the locking pin 6 and any knuckle opener which may be employed are placed in position in the coupler head. The collar or yoke 11 of the shield is then threaded on to the coupler shank 2 and the shield is pushed forward over the shank until the knuckle pin holes in the lugs 12 and 13 of the frame are in line with the knuckle pin holes in the coupler head. The knuckle 5 is then placed in position and the knuckle pin 4 is thereafter passed through the shield, the coupler head, and the knuckle. After this has been accomplished the lower end of the bell-crank uncoupling lever 9 is inserted in the eye 8 at the lower end of the lock leg and the lever is pivotally fulcrumed on the shield by means of the pivot pin 25.

As shown in Figures 7, 8 and 9,`the coupler I shield may be cast integral with the coupler head or body. As thus constructed it embodies a top wall or plate 26 which projects outwardly beyond the knuckle side of the coupler head 1 for a dis- 1- tance sufficient to overlie the bell-crank uncoupling lever 9. The wall 26 is spaced upwardly above the coupler head and above the upper end of the lever 9 and may advantageously be extended toward the guard arm side of the coupler :i

head for a distance suiiicient to provide a coupler head striking bracket 27. Spaced downwardly from the coupler head is a bottom wall or plate 28 which extends under the lower end of the coupler lock 6 and the lower end of its operating f lever 9 so as to guard these parts from injury from below. The top and bottom walls, 26 and 28 respectively, of the frame are integrally united to eachother and to the coupler head by a rear p1ate 29 and a front plate 30 between which the from the knuckle side of the coupler head so as to completely overlap the lock-lifting lever 9 when the latter is in normal or coupled position. As shown in the drawings the plates 29 and 30 0f the frame preferably extend toward the guard arm side of the coupler for a distance corresponding to the width of the bottom plate of the Wall 28, thereby rigidly uniting the latter to the under side of the coupler head l. The bottom wall 28 and the front and rear walls, 29 and 30 respectively, of the frame may conveniently be of skeleton form, the bottom plate preferably having an opening 31 giving access to the bottom of the coupler lock 6 from below and the walls 29 and 30 being provided with openings 32 through which the position of the coupler lock 6 and its operating lever 9 may readily be observed.

On its forward face, and preferably substantially midway between the pivot lugs 33 for receiving the pivot pin 34 by which the knuckle 5 is rotatably mounted on the coupler head, the front wall 30 of the frame is preferably provided with a horizontal rib or flange 35, which ties said front wall to the coupler head. The forward face of the projection or flange 35 slopes rearwardly outward so as to enable said flange to divert the blow of a mating coupler during a coupling operation if the couplers are out of line laterally to an extent permitting their heads to pass each other.

To form a fulcrum for the bell-crank uncoupling lever 9 the rear wall 29 of the frame is fashioned on its forward side with a perforated lug 36 which is spaced longitudinally of the frame with respect to a perforated lug 37 formed on the rear side of the forward wall 30. The lever 9 is received between the adjacent ends of the lugs 36 and 37 and is pivotally supported by a pivot pin 38 which passes through the lever and lugs.

I claim:

1. In combination with a car coupler having a head, a knuckle pivotally mounted on the head, and a vertically movable lock for the knuckle projecting downwardly through the coupler head, an uncoupling lever overlapping the knuckle side of said head and extending beneath said head for cooperation with said lock, and a frame carried by said coupler, said frame having an upper wall LTD extending outwardly over said lever, a lower wall extending under said lever, and front and rear walls overlapping opposite sides of said lever outwardly of the coupler head, said front and rear walls being spaced longitudinally of the coupler head and rigidly connecting said upper and lower walls, and said front wall being provided on its forward side intermediate of its ends with a projection having an outwardly and rearwardly inclined face providing means for diverting the blow of a mating coupler.

2. In combination with a car coupler having a head, a knuckle pivotally mounted on the head, and a vertically movable lock for the knuckle projecting downwardly through the coupler head, a bell-crank uncoupling lever overlapping the knuckle side of said head and extending beneath said head for cooperation with said lock, and a frame carried by said coupler, said frame having an upper wall projecting outwardly from said head and extending over said lever, a lower wall spaced vertically from said head and extending under said lock and lever, and longitudinally spaced front and rear walls overlapping opposite sides of said lever outwardly of the coupler head, said last named walls being integrally connected by saidupper and lower walls and being provided on their adjacent faces with oppositely projecting pivot lugs forming a fulcrum for said lever.

3. In combination with a car coupler having a head, a knuckle pivotally mounted on the head, and a vertically movable lock for the knuckle projecting through the coupler head, an uncoupling lever overlapping the knuckle side of said head and extending beneath said head for cooperation with said lock, and a frame carried by said coupier, said frame being provided with longitudinally spaced walls extending above and below said lever and also being formed with a wall integrally connecting said longitudinally spaced Walls, and said front and rear walls being provided on their adjacent faces with oppositely projecting pivot lugs forming a fulcrum for said lever.

4. In combination with a car coupler having a head and shank, a knuckle pivotally mounted on the head, a vertically movable lock for the knuckle projecting through the coupler head, an uncoupling lever overlapping the knuckle side of the head and extending beneath said head for cooperation with said lock, a frame carried by said coupler, and means for limiting rearward movement ef said frame with respect to said head and shank, said frame having a collar for receiving said shank and having vertically spaced upper and lower walls and longitudinally spaced front and rear walls, said several walls being integrally connected and overiapping said uncoupling lever.

5. In combination with a car coupler having a head and shank, a knuckle, a knuckle pin for pivotally connecting said knuckle to the head, and a vertically movable lock for the knuckle projecting downwardly through the coupler head, an uncoupling lever overlapping the knuckle side of said head and extending beneath the same for cooperation with said lock, and a frame carried by said coupler and overlapping and protecting said lever, said frame being provided with a co1- lar receiving said shank and having vertically spaced upper and lower walls and longitudinally spaced front and rear walls and being provided with pivot lugs for receiving the knuckle pin, said front and rear walls being integrally connected by said upper and lower walls.

6. In combination with a car coupler having a shank and a head provided with a striking bracket, a knuckle, a pin for pivotally connecting said knuckle to the head, and a vertically movable lock for the knuckle projecting through the coupler head, lock actuating means for moving said lock to unlocked position, and a frame carried by said coupler and overlapping and protecting said lock actuating means, said frame being formed with a collar receiving said shank and overlapping said striking bracket and having vertically spaced upper and lower walls and longitudinally spaced front and rear walls and being provided with pivot lugs having elongated openings therethrough for receiving the knuckle pin, said front and rear walls being integrally connected by said upper and lower walls, and said lock actuating means being movable with respect to said coupler within the space bounded by said upper and lower walls and said front and rear walls.

7. A coupler shield formed as a frame having a collar adapted to receive the shank of a car coupler and having vertically spaced pivot lugs adapted to receive the knuckle pin of a car coupler, and being provided at one side of said collar with longitudinally spaced walls and having vertically spaced walls integrally connecting said first named walls.

WILLIAM J. REGAN.

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