US2617541A - Miniature coupler - Google Patents

Description

Nov. 11, 1952 a, 600m;

MINIATURE COUPLER 4 Sheets-Sheet 2 Filed Feb. 11, 1949 Nov. 11, 1952 R. B. GOODE 2,617,541

MINIATURE COUPLER Filed Feb. 11, 1949 4 Sheets-Sheet 3 Nov. 11, 1952 R. B. GOODE 2,617,541

MINIATURE COUPLER Filed Feb. 11, 1949 4 Sheets-Sheet 4 9 42 II II I 11 YIT 1| l l l/l V A 52,

INVENTOR ZiomZcYfl /QTG/ AT'EORNEY Patented Nov. 11, 1952 UNITED STATES PATENT OFFICE.

MINIATURE COUPLER Ronald B. Goode, Shreveport, La. Application February 11, 1949, Serial No. 75,949

3 Claims. 1.

This invention relates to train coupling and uncoupling devices and particularly those used in connection with miniature or model railroads.

Heretofore, the automatic couplers available for this application have been forced to forego any resemblance to full sze couplers, in order to obtain satisfactory mechanical operation at the reduced size. Any couplers that did conform to the correct outward appearance were either too expensive or too bulky for use on the smaller gauges of model railroads which are the most popular.

My invention solves this problem by furnishing an extremely simple mechanism which can be made to simulate the appearance of a full size coupler, without impairing its normal operating functions. It is, at the same time, cheaply adaptable to the smallest sizes.

It is an object of my invention to provide a car coupling and uncoupler which are designed to be automatically coupled and uncoupled.

Another object is to provide uncoupling means at designated locations on the track without manual assistance. I

A further object is to efiect coupling by sulficient force exerted by contact of two cars.

Still another object is to provide uncoupling constructions which may be operated manually or electrically.

A still further object is to provide couplers which will reduce accidental uncoupling to a minimum.

An additional object is to provide a construction which more nearly approaches, in miniature, that of a full scale car coupling mechanism.

Figure 1 is a top plan view of one of the two main coupler elements;

Figure 2 is a top plan View of the other main coupler element;

Figure 3 is a side elevation of the 'first coupler element;

Figure 4 is a side elevation of the other coupler element;

Figure 5 is a diagrammatic view of the track ramp operating construction;

Figure 6 is a side elevation of two coupled cars just prior to their release;

Figure 7 is an enlarged fragmentary view showing the position of the coupler heads just before engagement by the ramp;

Figure 8 shows the relative position of the pairs of couplers as'force is exerted to couple Figure 9 is a similar plan view after coupling is accomplished; I

ure 10 is a part al p n ew to indicate the 2 relative position of the coupler when the car is operating on a curved track and also shows spring action againstcoupler elements;

Figures 11, 12 and 13 are plan views of couplers with different spring constructions for applying pressure to the coupler parts;

Figure 14 is a perspective of a modification of the main coupler construction;

Figure 15 is a modification of a coupler pin;'

Figure 16 is a top plan view of an assembled coupler of the type shown in Figure 14;

Figures 17 and 18 are plan views of these separate coupler elements;

Figure 19 is a modification of the spring construction applied to the type. of couplers shown in Figures 1 and 2 shown inassembled position; and

Figures 20 and 21 are individual plan views of the construction shown in Figure 19;

Figure 22 is a diagrammatic sectional view of a railroad track showing a mechanical form of operation of the ramp applied thereto, while Figure '23 is a similar diagrammatic sectional view showing the ramp operated by a solenoid device,

In the drawings, the numeral 10 represents one of the coupler elements, while I2. denotes the companion coupler element. The coupler element It] comprises a main coupler plate M with an enlarged knuckle or jaw 16 having a recessed portion [8 and a lug 20,. The lug 201s of general hook formation and extends approximately at right angles to the coupler plate. I

The companion coupler element l2 includes the plate portion 22 having an enlarged'fjaw 24 with a prong portion 26 extending upwardly at about a 45 angle. The couplers I0 and I2 are apertured at 28 and 30, respectively, for a purpose to be subsequently described.

These coupler elements are adapt d to be assembled, one over the other, on the ends of a car 32, as indicated in Figures 8 and 9, by means of pins 34 which will permit the coupler elements I ll and I2 to freely pivot about the pins 34 secured to the car 32. w 7

The coupler units, as assembled, are adapted to be pivotally mounted on pins 34 on the ends of cars in such a way that they will be in reverse aligned position. It is apparent that when contact of two cars is efiected with suflicient force, the lugs 20 will slide pas liach other and force opposing jaws 26 outwardly. The cooperating lugs and jaws are so shaped to permit them to slide over each other to effect the desired objec tives of coupling 0r uncoupling engagement. This action is particularly shown in Figure 8 where sufiicient spreading or separation of the two elements and I2 is accomplished. It is to be further noticed that the two elements are normally maintained in a parallel relationship by springs 36, secured to the cars at 38, which press against the side edges of the coupler elements [0 and [2 to maintain the opposing couplers in aligned relationship as well as to keep the lug and jaw elements in closed position. This is clearly shown in Figure 9 where closing or engagement of these elements have just been effected. The amount of tension in these springs is adequate to efiect the closing of the engaging elements but will not preclude the spreading or separation of these elements when coupling or uncoupling. Obviously, the force or pressure exerted in each operation is suflicient to overcome the force or tension of the springs.

Secured to the jaw portion of the coupler elements H) are pins 48 which extend downwardly an appreciable distance for a purpose later to be explained. It is to be noticed that these pins All in the coupler elements l9 do not contact or interfere with the pivotal action of the coupler elements l2.

Referring particularly to Figures 5 and 6, a railroad track is indicated at 42 with the cars 32 shown connected. A ramp 44, of canoe shaped construction, is mounted for vertical movement at 46 and under control of springs 48 which normally holds the ramp in lowered position as indicated in dotted lines. The pins 40 are of such length that they extend far enough below the couplers to permit of engagement with the ramp when it is in the raised position but sufiiciently high enough to preclude striking of the track or ties. It is to be further observed that the ramp is high enough above the ties when in operating position to allow contact with pins 46 but not enough to prevent the passage of the cars thereover. The pins are rigidly attached to the couplers and a sufficient force, such as exerted by the diverging or increasing width of the ramp at its center, will contact the tip of the pins and progressively transmit this force to the jaws l6 and effect a separation of the lugs 20 outwardly from each other. This is further shown in Figure 7 which indicatesthe effect of the contact of the ramp with respect to pins 40. The movement of the ramp 44 to operative or inoperative position can be accomplished electrically by solenoids or manually where conventional operating mechanism may be used.

In Figure 10, the relative lateral movement of the couplers is indicated when the car carrying the couplers is moving on a curved track. Obviously, the positions of the couplers with respect to the cars will be proportionally changed as the couplers pivot horizontally about their pivots. It is to be noticed that the springs 36 are maintained in position by keepers or guard pins 50. Fig. 10 also shows opening action of elements I 9 and I2 against springs.

In Figures 11, 12 and 13, modifications of the springs are shown. In Figure 11, the springs 52 are designed to efiect a horizontal force in the direction of the arrows. In Figure 12, the springs 54 may be integrally formed with the coupler plates and, of course, accomplish the same objectives as the springs 36, with the keepers 56 functioning in the same manner as keepers 58. Here the springs exert a force in a comparable direction as that of springs 38. In Figure 13, the springs 58, secured at 60, exert a pull in the direction of the arrows but they, due to the force below the pivot 34, also cause the jaws and lugs to move in the direction of the arrows at this location and cause the closing of the jaws and lugs to maintain them in the desired relationship.

Referring particularly to Figure 14 which indicates another modification, the two coupler elements 82 and 64 are shown mounted in a subplate or container 66. The couplers have similar jaws 26 and lugs 29' which extend through a suitable opening 68 in the container 66. Springs '18 are provided to accomplish the same objective as the springs 36. In the forms shown in the earlier views, the couplers themselves were pivotally secured at 34' to the car floors but in this modification appropriate lugs 10 are formed on the sides of the container 66 which is adapted to be secured to the car floor by any conventional means as screws 12.

The purpose of this construction is to allow the assembled couplers to be sold and installed as a single unit. The container could be shaped so that its sides would have the same efiect on the springs 18 as the keepers 50 and hold the springs under proper tension. When uncoupling pressure is exerted by contact of the ramp 44 with pins 40, the couplers would tend to roll over instead of opening up; so fiat toes or extensions 14 and 16 have been provided to prevent this.

In Figures 16, 1'7 and 18, the assembled and individual coupler elements are shown with the springs 18 shown attached as will be more particularly shown and described in the following figures.

It may be advisable, in actual production and volume sales, to manufacture the couplers and springs as a unit and, accordingly, in Figures 19, 20 and 21, the springs 18 would be molded to or formed integral with the coupler elements H1 and I2, and could be of a semi-elastic plastic material.

While the thickness of the two coupler elements have been shown approximately the same, it would be more advantageous to have the coupler element It to be of an increased or larger thickness, as indicated in Figure 14, for the pulling knuckle or lug 20 carries the pull load in that a greater resistance to the twisting action upon the application of force is occasioned. However, in both couplers, the thickness is at a minimum.

In the modification shown in Figure 15, the pin 49', which could be molded to the jaw I6, is designed to curve forward and downward slightly to resemble or simulate air hoses used between cars and give the desired efiect of the construction on railroad cars and still adequately function as operative means for uncoupling.

In Figure 22, a conventional track base and ties 52 are shown with an opening 89 provided to permit vertical movement of the ramp supporting member 82. A hook 84 on its lower end is connected to a cord cable 86 which passes through a ring 88 secured in the track base 42. The opposite end of the cable 88 is operatively connected to a conventional manual control lever 90. Clockwise movement of this lever 90 will lower the ramp 44 into inoperative position to prevent contact by the pins 40.

In Figure 23, a conventional solenoid device 92 is disclosed to effect vertical movement of the ramp 44 and ramp supporting member 82. As similarly shown in the modification disclosed in Figure 22, the ramp 44 is moved up into operating position to be contacted by pins 40 and by operation of the solenoid is lowered to inoperative position so as not to be contacted by the pins 40 shown in Figure 5.

While the preferred forms of this invention have been illustrated and described, it is not desired to limit the disclosure to the precise details of construction shown, but to take advantage of such variations and modifications which come within the scope of the appended claims.

I claim:

1. A miniature railroad trackway including a pair of running rails and an uncoupling ramp mounted on the trackway and disposed between the running rails, model railway vehicles having pivotally mounted couplers being urged by resilient means to normal coupling positions, said ramp having pointed end portions spaced longitudinally with respect to the rails and laterally spaced apart intermediate contact portions, a striker depending from each of said couplers, said couplers when interengaged are adapted to be uncoupled by the engagement of the respective associated strikers with said ramp thereby moving laterally apart said strikers and causing their connected couplers to pivot in opposite directions and uncouple the vehicles, said couplers comprising two plate portions, one being provided with a hooked portion and the other with a prong portion, and said resilient means comprising springs secured to said cars and adapted to springly engage the sides of said coupler plates to urge them into closed position.

2. A miniature railroad trackway including a pair of running rails and an uncoupling ramp mounted on the trackway and disposed between the running rails, model railway vehicles having pivotally mounted couplers being urged by resilient means to normal coupling positions, said ramp having pointed end portions spaced longitudinally with respect to the rails and laterally spaced apart intermediate contact portions, a striker depending from each of said couplers, said couplers when interengaged are adapted to be uncoupled by the engagement of the respective associated strikers with said ramp thereby moving laterally apart said strikers and causing their connected couplers to pivot in opposite directions and uncouple the vehicles, said couplers comprising two plate portions, one being provided with a hooked portion and the other with a prong portion, and said resilient means comprising springs secured to said cars and adapted to springly engage the sides of the coupler plates to urge them into closed position, and means to limit the outward pivoted movement of said plates comprising stops positioned in the path of movement of said springs.

3. An automatic coupling mechanism for miniature railroad cars, an uncoupling ramp mounted on a trackway and disposed between the running rails, pivotally mounted couplers on said cars, said couplers being urged by resilient means to normal coupling positions, said ramp having pointed end portions spaced longitudinally with respect to the rails and laterally spaced apart intermediate contact portions, a striker depending from each of said couplers, said couplers when interengaged are adapted to be uncoupled by the engagement of the respective associated strikers with said ramp thereby moving laterally apart said strikers and causing their connected couplers to pivot in opposite directions to uncouple the cars, said couplers comprising two plate members, one provided with a hooked portion and the other with a prong portion, and said resilient means compirsing springs secured to said cars and adapted to springly engage the sides of the coupler plates to urge them into closed position.

RONALD B. GOODE.

REFERENCES CITED The following references are of record in the file of this patent:

UNITED STATES PATENTS Number Name Date 158,541 Street Jan. 5, 1875 244,827 Smith July 26, 1881 365,738 Farwell June 28, 1887 535,361 Depew Mar. 12, 1895 700,782 Kohn May 27, 1902 1,372,728 Townsend Mar. 29, 1921 1,885,813 Fickeissen Nov. 1, 1932 2,263,959 Tyler Nov. 25, 1941 2,318,741 Bowen et al May 11, 1943 2,558,383 Pritchard June 26. 1951

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