US2239427A - Uncoupling device - Google Patents

Description

April 22, 1941. o. K. KJoLsETH 2,239,427

UNGOUPLING DEVICE Filed sept. 2e, 19:59 2 sheets-sheet 1 Inventor: Ole K. Kjols h,

Attorney April 22, 1941.

o. `K. KJoLsETH UNCOUPLING DEVICE Filed Sept. 26, 19:59v

2 Sheng-sheet 2 b@ N #yk-iig Attorney knuckle' thrower or Patented Apr. 2,2,

UNCOUPLING DEVICE ole x. malsain, Erie, Pa., lassigner to General Electric Company, a corporation of New York Application September 26, 1939, Serial No. 296,585

(o1. 21aml l Claims.

My invention relates to uncoupling devices and more particularly to uncoupling devices adapted for use with retractable railway vehicle couplers.

It is an object of my invention to provide an For a better understanding of my invention l reference may be had to the accompanying drawings in which Fig. 1 is an elevational view of portions of two locomotive units coupled together by means of a coupler embodying the principles of my invention; Fig. 2 is an enlarged sectional view of the coupler disclosed in Fig. 1 in the extended position; Fig. 3 is similar to Fig. 2 but illustrates-the coupler inthe retracted position; Fig. 4 is a sectional view illustrating the lock lifter and operating mechanism therefor in the unlocked position; Fig. 5 is a plan view, part- 1y in section, of a coupler embodying the principles of my invention; Fig. 6 is an elevational view of the lock lifter disclosed in Figs. 2, 3 and` 4; and Fig. '1 is another view .of the lock lifter shown in Fig. 6. l

In accordance with my invention I have provided an uncoupling device for uncoupling couupwardly.A 'I'he lock lifter III is so constructed that the member II2 may be disengaged therefrom when the coupler is in the retracted position as shown in Fig. 3.

Describing my invention in greater detail, an electric locomotive is shown comprising two similar units, each having a frame including a superstructure I0 which is supported by center bearings II on` main truck frames I3 and I4. To facilitate traversing curves in the track, the outer ends I5 and I6 of the main truck frames I3 and I4, respectively, are supported by center bearings, not shown, on pivoted guiding trucks I9 and 29, respectively.' These guidingftrucks are `of the double axle type provided with'wheels 2l mounted on axles 22 journaled in journal boxes 23 which support the guiding truck frames.

The draft rigging on the forward end of each unit of the locomotive is of the retractable type in order to provide for the encasing of the draft rigging in front of the ilrst unit to provide a smooth outer surface at the forward end of the locomotive. The arrangement of the draft rigging at the forward end of each unit is shown in its extended position in Figs. 2, 4 and 5, and in its retracted position in Fig. 3. The draft rigging comprises a coupler 34 of the tight-lock type which is constructed to eliminate free slack between engaged couplers, and is provided with a longitudinally extending shank 35 in which two openings 36 -andv3`1 are formed. This coupler shank 35 extends within acoupler pocket formed piers 34 illustrated as joining two electric locomotive .units I0, as shown in Figs. 1 and 2. In order to uncouple the couplers 34 I have provided a lock lifter III which is arranged to be pivoted about a pivot or fulcrum point IIB to operate a lock lifter II1. For this purpose I have provided an operating member or leverv I I2 pivotally and removably connected to the lock lifter III, and a second member or lever I'I3 pivotally connected to -the member II2. 'I'he member II3 is alsol pivotally connected tothe railway vehicle and I have provided a third member or lever II4 which is pivotally connected'to the member II3. The lever I|4 is provided with an operating handle I I5. Upon moving the handle IIS toward the front of the unit, as viewed in Fig. 2, it will be seen that the second member or lever H3 will' be rotated about its pivotal mounting thereby causing member Il! to apply a force to lock lifter I I I thereby causing the lever .to rotate in a clockwise direction about iulcrum IIB, this movment resulting -in forcing the' lock releasing member II1 55 projection 5I formed on the coupler, which enbetween uppervand lower plates 33 and 39, respectively, of the forward supporting frame end I5 of the main truck I3, and is supported on the lower plate 39 by a laterally slidabie resilient member comprising a bearing guide block 49 which extends within an opening, not shown,

formed in the 'lower side of the shank 35. 'I'he bearing block 40 is slidably mounted on the up per surface 46 of a laterally extending and longi tudinally movable supporting track 41. The lat- .erally extending track 41 is mounted on a pair Y of longitudinally extending tracks 48 formed on the lower plate 39 of the main truck frame. The longitudinally movable laterally extending track 41 is moved to its forward or extended position by aA downwardly extending stop 49 secured to'y the underside' of the rear wall of the bearing block 49 and is limited in its forward movement by stops 53 secured to the forward end `oi! the longitudinally extending tracks 43. The laterally extending track 41 is retracted or moved inwardly on the longitudinally extending track 4I by a lgages the edge oi a top plate forming the upper surface 45 of the laterally extending track, as shown in Fig. 3.

The inner end of thevcoupler shank 35 is supe ported by a ball and socket joint including a socket52, which is secured within the opening 31 in the shank 35 by welding or some similar manner, and a ball 53, which rotatably engages the inner surface of the socket 52. The ball 53 is provided with an axially-and vertically extending cylindricalA opening 55, and is pivotally secured to the end of the main truck supporting frame by a. pivotV pin 55 which extends through bear--` ings 55 and 51 and openings formed in the upper and lowermain truck plates 35 and 39, respectively. A retaining plate 551s arranged in a groove 55 formed in the lower plate 30 adjacent the lower end of the bearing l, and is provided with. a tapered surface 5i adjacent the correspondingly tapered lower end of the pivot pin 55 for retaining and supporting the pivot pin in position. A groove 52 is formed in the upper end of the pivot pin 55 and a bifurcated latching bar @3v-having ngers 65 is arranged to engage the groove j02land a groove 65 formed in bosses 55 on the upper plate 38 adjacent the top of the bearing 53 and latches the pivot pin 55 in position in l the end i5 of the main truck supporting frame.

The latching bar 63 is biasedinto latched position by a compression spring 51 held under compression between a boss and spring seat 88 formed on the `latching bar 53. and a Spring seat plate 59 secured by bolts 10 to projections 1| formed Gil nally extending flange 81 is formed on the inner end of the coupler shank and a gear rack 88 is pivotally secured by a pivot pin 89 to the flange 81 on the coupler shank. 'I'he gear rack extends longitudinally through an opening 90 formed in a wall 9| extending between the upper plate 38 and lower plate 39 of the supporting frame end -v i5. The lower side of the gear rack 88 is supported by a roller 92 rotatably secured by a pin 03 to walls 945 extending between the upper and lower plates 38 and 39, respectively. A spur gear S5 `engages the gear rack @t and is secured to a Y shaft 35 and, rotatably supportedthereby onv the walls 9d of the supporting frame. The shaft 95 extends laterally through a boss. 91 formed on the side of the main truck supporting frame i5, and is provided with a set of reduction spur gears Q3 and 95, mounted on the shaft 35 and an operating shaft |00, respectively. A square head is formed on the shaft |00 and is adapted'to t a socket'wrench for rotating the shaft and the set of spur gears to move the gear rack. 35 and the coupler longitudinally of the main truck supporting frame.

When the forward end of a unit-of the locomotive is not coupled to another unit ofthe locomotive or to a railway vehicle, the draft rigging is adaptedv to be retracted within the housing' or pocket formed between the upper and lower plates 38 and 39 of the end |5 of the main truck supporting frame. In orderlto retract the draft 1 rigging, it is first necessary to disengage the pivon the upper plate 30 of the end i5 of the main truck supporting frame. A handle 12 is formed on the outer end ofthe latching bar 53 and is arranged to withdraw the fingers 63 from engagement with the grooves 62 and 35 to permit removal of the pivot pin 55.: The latching bar 53 may be locked in the open position by the engagement between a notch 1 a in bar 53 and plate 53.V The pivot pin 55 Iis arranged tobe disengaged from the ball bearing 53 and the supportpin and engaged by a hook 14 formed on thelower end of athreadedrod 15. Therod 15 threading frame bearings 55 and 51 and is provided with a lifting loop 13 secured in the top of the pivot suitably rotatably mounted on the locomotive supporting frame, not shown.

In order to properly lubricate the ball and v socket bearing, an opening 53 is formed through the pivot pin 55 and communicates with an annular groove 84 formed in the ball bearingV 53. A set of radial grooves 35 communicates between the groove 84 and peripherally extending grooves 35 formed on the outerperiphery of the ball 53.

Lubricant is supplied through'the opening 3 3 to the annular groove 34, and thereby lubricates the cylindrical bearingmiri'ace between the .pivot pin 55 and the ball 53, and also passes through the radial grooves 35 tothe peripherally extending grooves 85 and lubricates the bearing surface be.- tween the ball 53 and socket 52. In this manner, va.v universal force transmitting connection is formed between the coupler shank 35 the ball and socket universal joint and the pivot pin 55 with the Aend of the main truck supporting frame, which provides for the tron of forces between the coupler 34 and-the main truck frame I3 without free slack between the force transmitting elements of the draft In order to provide for positive actuation to extend and retract the draft rigging to a pluthe latching bar 63 is pulled out by the handle 12, and the hand wheel, .not shown, is rotated so as to lift the pivot pin 55 upwardly out of engagement with the bearings 55 and 51 in-the openings formed in the main truck supporting frame and out ,of the cylindrical opening 5t through the ball 53. The spurgears are then rotated in such a direction as to draw the gear rack 88 in a backward' direction, until the opening 35y in the coupler shank 35 is in alignmentv with the openings vthrough the bearings 56 and 51 in the main truck supporting frame. In this position, the coupler 34 is entirely within the housing' formed by the upper and lower supporting frame plates 38 and 39, respectively. The hand wheel is then rotated so as to lower the pivotpin 55 through the bearings 56 and 51 in the main truck supporting frame and through the opening 3 6 in the coupler shank 35. 'I'he latching bar 63 is then returned to its latched position and biased to this position by the spring 51. In this manner, the pivot pin 55 is arranged tosecure the coupler in a plurality of predeter`- mined positions'on the main truck supporting frame and retains it thereon in either its extended or retracted position. Y In order to provide a smooth, continuous outer surface at the front of the locomotive when the coupler is retracteda closure plate- |03 is secured by screws |04 at the top thereof to the upper plate 33 of the main truck frame. A ange |05 is secured,` as by welding, to the lower edge of the closure plate |03. v Member |05a,'in turn, is ,secured to the front edge of the lower plate 30 of themain truck supporting frame, as by bolts |09a 'and to the platev |01 as by welding. Pins |00 are suitably secured to Bange |55a 'and extend through suitable openings in flange |05. Thus, plate |03 is removed by uni rality of lpredetermined positions, a longitudiformed of a rubbery screwing. bolts |04 and lifting plate |03 until flange |05 is free of pins |09. A buffer ||0, materiaLsuch as resilient ||3 as well as two levers or I the lock lifter may be operated from either side y 9,239,421 rubber, is secured by' screws I Ila to the outer end of the upper frame plate 3l above the closure plate |03.

In order to operate the knuckle lock for uncoupling the locomotive units Il, I have provided the following operating mechanism. The lock lifter comprises a relatively stationary element including a lug or ear ||3 suitably secured to a plate-like member ||3 as by welding.

y between the lock lifter and the member ||2, I have'provided a clasp |22 which is suitably hinged to alug |23, the lug being suitably secured as by welding for example to the underside of the member H9. As illustrated IA have provided for this purpose ears |24 integral with the clasp' |22 and a pin |25 extending through suitable openings in lug |23 and ears |24. I

`have shown the pin4 |25 held in place by means of a washer |26 and the cotter-key |21. The free end of the clasp |22 is arranged to be secured to the relatively stationary element by means of another lug |23 also secured to lthe underside of plate H9 as by welding. As will "be seen in Fig. '6, -this arrangement of clasp |22 j1provides an opening |29a through which the curved portion ||2a of member ||2 passes.

In order to lock the 'clasp |22 in the closed position I have provided the clasp |22 with ears and a pin |3| extending through suitable openings in the lug |29 and the ears |30. The pin |3| is secured in place by'means of a locking member such as a ball |32 of suitable ma-v terial such as steel which is held inthe locking position in a suitable recess such as a circumferential groove |33 in the pin |3| by a spring |34, the bias of the spring |34 being dependent upon the position of cap |35 which is threadingly retained in a suitably threaded opening in of the vehicle. It will be observed in Fig. 5 that the horizontal portions ||3a of members ||3 are joined. by means of a sleeve |43 and pins |44.

In order to provide a pivotall connection between member ||4 and member ||3, there is provided at the end of member |I4 a loop |45 surrounding the portion ||3a and a portion |41 .e extendingv beneath the downwardly extending portion ||3b of member ||3 and encircling the horizontal portion of lever ||3. VThe upper end of member ||4 is retained in position by means of a bracket |45 suitably secured to the locomotive frame.

In order to operate the lock lifting mechanism the operating handle ||5 isimoved toward the front of the unit.- Thiscauses the member the lug |29. The pin |3I is anchored by means of a chain |36.

y As will be` seen from Figs. 2 andY 3, in order to retract the coupler 34 into the position shown lin Fig. 3, it is necessary to disengage the lock lifter from member- I2. This may be easily accomplished by hand by withdrawing the pin |3| following which the'clasp |22 may be rotated about the pin |25 until the portion ||2a of member ||2 is released.

As best seen in Fig. 5, the plate Ilia is provided4 with a slot |30 to Permit passage of the lower ends of member ||2 therethrough? In order to pivotally mount the second member or lever ||3 on the locomotivel frame, I have provided a bracket |33 suitably secured to the frame and a bearing block |40 secured to the bracket |30 as by welding. As shown in Fis. 5. the member ||3 has two portions substantially at right angles to each other. One of these portions is provided at its lower end with a bifurcated arm |4|, the lower end of member ||2 being pivotally connected to the bifurcated arm |4| by means of apin |42.

As shown in Fig. 5, the lock may be provided with two members or levers members ||4 so that llock do not form a. part of this invention it is ||4 to rotate in a clockwise direction as viewed in Fig. 3 until the portion |41 engages .the portion ||3 b. Further movement of the handle ||5 and therefore member ||4 will cause the member ||v3 to 'rotate in a clockwise direction about its pivot point in the bearing blockv |40 thereby moving member ||2vin an upward direction.

The upward movement of member ||2 causes the lock lifter to pivot in a clockwise direction aboutfulcrum ||6 and therefore liftsythe lock lifting member ||1 to release the knuckle; lock. Inasmuch as the details of the knuckle not believed necessary to illustrate them.

when marne us is released, the parte will assume the lpositions shownin Fig. 2 because of their own weight. It will be seen from Fig. 3

that when the coupler 34 is in its retracted po` sition and the closure plate |03 is in place, the lock lifting and operating mechanism is concealed, the member ||2 being permitted to rest against the inner side of plate |03. When it is desired to use thecoupler at theA fron-t end of one of the units I0, the closure plate |03 is removed, the coupler 34racked out as previously described, and the clasp |22 passed around the portion ||2a of the `member ||2 and locked to the ear |29 by inserting pin |3| in place.

.Al portion of the member ||2a, as shown in Fig. 5,2 is curved radially and extended long enough to allow the coupler 34 to swing laterally of the uncoupling mechanism when the vehicle is traversing curves in the track. Thus, the lock lifter and member ||2 are not only pivotally l and removably but also slidably arranged with respect to each other.

While I have shown a particular embodiment of my invention I do not desire my invention to be limited to the particular construction shown and described and I intend in the appended claims to cover all modications within the spirit lifting mechanism j and scope of my invention.

What I claim as new and desire to secure by Letters Patent of the United States is:

1. In a railway-vehicle, a retractable coupler, and a knuckle lock operating mechanism including a lock lifter, a ilrst member pivotally connected to said lock lifter, a second member pivotally connected to said iirst member, means for pivotally mounting said second member on the railway vehicle, and means including a third member having a portion intermediate the ends thereof constructed and arranged for engagement with said second member intermediate the ends thereof and arranged to actuate said second member about its mounting upon pivotal movement of said third member into engagement with said second member for lifting said lock lifter by said first member, said first mem- 4 essa-iev ber also being removably ci'mected to said lock lifter for permitting disengagement therebetween during retraction of said coupler.

2. In an uncoupling device for a railway vey hicle, a retractable coupler, and a.knuckle lock operating mechanism for said coupler including va lock lifter, a nrst member removably and pivotally connected to said lock lifter, a second inem-v ber pivotally connected to said iirst member,

means for ypivotally mounting said second liielil-Y diate the ends thereof and arranged to actuate said second member about its mounting upon pivotal movement of said'third member into en gagement with said second member for lifting said 'lock` lifter by said rst member, said lifter being arranged for disengagement from said first member in the retracted position oi' said coupler. A

3. In an 'uncoupling device for a railway ve.- hicle, a retractable coupler, and a knuckle lock operating mechanism for said coupler including a lock lifter, a iirst lever pivotally connected to the Ylock lifter,'said lock lifter being slidably associated with said first lever, a portion of saidV first lever being curved to allow relative vlateral movement between said lifter and said iirst lever as said coupler swings during traversal o! a curve by said vehicle, a second lever pivotally connected to said iirst lever, means for pivotally mounting said second lever on the railway vehicle, and means including a third lever having a portion intermediate the ends thereof constructed and arranged for engagement with said second lever intermediate the ends'thereof and arranged to actuate said second lever about its mounting upon pivotal movement o i said third' 40 lever intol engagement with said second lever for lifting saidlock lifter by said rst lever, said rst lever also being removably connected to said lock lifter for permitting disengagement therebetween during retraction oi' said coupler; 45

4. In an uncoupling device for a railway ve'.

.hicle, a retractable coupler, and a knuckle lock operating mechanism for said coupler including a lock lifter, a rst substantially U-shaped lever lifter being slidably associated with said rst lever, a portion of said rst lever being curved coupler swings during traversal oi' a curve by said vehicle, a second lever pivotally connected to said nrst lever', means for pivotally mounting said second lever on the railway vehicle. 'and means including a. third lever having a portion intermediate the ends thereof constructed and arranged tor engagement with said second lever intermediate the ends thereof and arranged to actuate said second lever about its pivotal mounting upon movement of said third lever into engagement with said second lever for lifting said lock urteiby said nrst lever, said nrstiever also being removably connected to said lock lifter for permitting disengagement therebetween 'durf ing retraction oi' said coupler.

5,. In a. railway coupler device oi the type including a. coupler housing having an opening,

.a couplerarranged and constructed for recip' Vrocation outwardly into a. coupling position and for retraction inwardly into said housing whereby a cover plate may be placed over said opening when said coupler is in retracted position in order to Present a. smooth continuous surface, the `combination of a lock liiter, a coupler opdevice arranged to be operated by said lifter, said lock lifter being provided with a releasable clasp and a'. relatively stationary element supported from said operating device. a member 4 arranged tor engagement by said clasp, and means associated with said member :for cans-- ing operation oi said lock lifter, said clasp being pivotally supported from said element, said clasp and said element having aligned openings in the 'closedposition of the clasp, means for locking the clasp to said element including a pin arranged to be-passed through said openings, said pin being provided with a recess, a locking member arranged for locking engagement in said recess, and means biasing said locking member to its recess engaging position, the aforementioned parts being so constructed and arranged that the clasp may be selectively `operated manually-to release the first-mentionedmember in order topermit' retraction of the coupler into [the housing thereby permitting the cover to be placed over said opening or to engage the iirstmentioned member in the extended position oi" the coupler thereby permitting operation of Athe` pivotally connected to the lock lifter, said lock loci: lifter by said means.

OLE x. KJoisETH.

to allow saidiifter to slide there-along as said n CERTIFICATE 0F CORRECTION. y Patent ',No.,2,259,h27. A April 22, 19in.

CIE K. KJCLSETH.

It is hereby certified that error appears in the printed* specification I of the above numbered patent requiring correction as follows: Page'5, first Column, line il?, for the word "suitably" read suitable-; same page, second column', line "(2., Claim 1, for "mounting upon pivotal? read --pivotal 'mounting upon; paged, first column, lines l5 and 16, and line )4.0, claims and jrespectively, for the words "mounting upon pivotal" read --pivotal mounting upon; and thatthe .said Letters Patent should be read with` this v Correction therein `that the same may Conform to` the record ofiA the case in.

the PatentOffice. y ,l y

Signed and sealed thisv 5rd day of June, A; D. 1914.1.

Henry Van Arsda'le, i (Smil) Acting Commissioner of Patents.

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