US233028A - sampson - Google Patents

Description

(No Model.) 2 Sheets-Sheet 1. W. S. SAMPSON. Gar Coupling. No. 233,028. Patented Oct. 5,1880

"- PETERS, PHDTO-UTHOGRAPHER, WASHINGTON. D cv (No Model.) 2 Sheets-"Sheet 2 W. S. SAMPSON.

- Oar Cowling v No. 233,028. Patented Oct. 5,1880.

at his brake. Bythis construction the hookis 4 UNITE TATES CAR-COUPLING.

SPECIFICATION forming part of Letters Patent No. 233,028, dated October 5, 1880. Application filed August 13,1860. (No model.)

T 0 all whom "it may concern:

Be it known that 1, M. S. SAMPSON, of the city ofBrooklyn, county ofKings, State ofNew York, have invented an Improvement in Car- Oouplers, of which the followingis a specification.

The object of myinvention is to provide efficient means for coupling and uncoupling cars or similar vehicles, and to accomplish the purpose by the employment of a hook, a chain, or cord forlifting the hook, two pulleys to support a horizontal bar, a horizontal bar itself, with a vertical bar attached. The hook has its axis within the walls of the draw-bar, with its projecting end extending a certain distance be' yond the face of the bar to which it is attached. A chain or cord is used for lifting the hook. The lower end of this chain is fastened to the crown of the hook, and the upper end attached to the depressed portion of the horizontal bar. This horizontal bar rests within the grooves of two pulleys, and is provided with handles on its extreme ends for moving it over the pulleys toward either side of the car. At a certain distance from the center of this bar a vertical bar is attached. The upper end of this bar extends above the roof of the car, and is located within easy reach of the bra-keman while seated raised by the movement of the horizontal bar over the pulleys. This movement is accomplished by grasping the handle at either end of the bar, or by throwing over the lever from the top of the car. When the depressed portion of the bar is carried over either pulley the weight and friction of the bar holds the hook suspended until the bar is once more moved back to the center.

The mechanism shown in the accompanying drawings illustrates the idea intended to be conveyed.

Similar letters in each sketch indicate correspondin g parts.

Figure 1 is a side elevation of a portion of two ireight-cars. Fig. 2 is an end elevation of a common freightcar. Fig. 3 is an enlarged side elevation of the depressed portion of the horizontal bar, showing the bar'D in partial movement over pulley E. Fig. 4 is a face elevation of the draw-bar A, showing a portion of the face cut down as a resting-place for the hook B at Gr, and showing the opening neces sary for the employment of the common link.

In the drawings, A is the draw-bar; B, the hook; O, the chain or cord for lifting the hook;

D, a cross-section of the horizontal bar; E E,,

jected downward, making two inclined planes resting upon the periphery of the grooves of the sheaves, and a vertical lever supported by a stud fastened to the body of the car, with the upper end of this lever projecting above the roof of the car.

Theunanner of operating this invention is as follows: The draw-bar A is so made that the hook B has its fulcrum within the walls of the bar. The hook B is so formed that the pointed portion projects beyond the face of the bar A. This projection is sufticient to enable the hook to engage with the front of a drawbar attached to the car with which it is to couple. The under edge of the projecting part of the hook is sloped, so that when this edge strikes the face of the opposing bar the hook is lifted by the pressure, which brings the bars in contact until it passes over the connectinghar and the cars are coupled. To uncouple it is only necessary to move the horizontal bar D over the pulleys in either direction. This movement is by the hand grasping either end of the bar when the manipulator is upon the ground, or by throwing over the vertical lever when working from the roof of the car. In whatever direction the horizontal bar moves the depressed part of the bar is carried over one of the pulleys. This shortens the chain, so to speak, and raises the hook the desired elevation to uncouple. At the same time the weight and the friction of the horizontal bar are such that when the depressed portion rests upon the outside of the periphery of either pulley the hook is maintained at its uncoupled elevation. It is obvious that the support for this horizontal bar may consistof pins or studs in place of the sheaves I employ, and that an eyebolt may constitute a guide for the chain or cord which raises the hook. These are modifications only of my plan, but regarded as less practical than the sheaves.

In the construction of this coupler it has been kept in view that the old form of coupling with link and pin will be met with until the new Wholly displaces the old. Hence connection between old and new must be provided for, which is the case in this improvement, by piercing the draw-head for the reception of the common link in manner similar to the drawheads in general use.

In the make of this class of coupler it is obvious that the main purpose is to prevent the loss of life and the crushing of limbs so frequent in the link-and-pin mode of coupling,

at the same time facilitating the making up and disconnecting of trains.

I claim- 1. As a means for operating the couplinghook, the two pulleys, in combination with a horizontal sliding bar having a central depression.

2. The sliding horizontal bar having a central depression and handles, constructed and operated as herein described.

3. The combin ation,with the vertical pivoted lever F, of the horizontal sliding bar, constructed and operating as described.

WM. S. SAMPSON.

W'itnesscs R0131. J. GRIFFITH, EDWD. D. BUTLER.

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