US281479A - Car-coupling - Google Patents

Description

(10 Model.) C. FERGSON ZSheets--Sheet 2.

` 4 CAR GOUPLING.

No. 281,479. Patented July 1?-, 1883.

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- al@ W' W nu W UNITED STATEs PATENT OFFICE.

CHARLES'NV. FERGUSON, OF JANESVILLE, WISCONSIN.

CAR-COUPUNG.

SPECIFICATION forming part of Letters Patent No. 281,479, dated July 17, 1883.

f f Application filed May 8,1883. (No model.)

The invention relates to freight-car couplers' ofthe class known as self-couplers, 7 in which' the coupling-link is disengaged by a rodi-cony nection operated from the top of the car.

The objects of my improvements are, first, to provide a means whereby the link-pin may be disengaged from the link to uncouple the cars, while the train is moving, by a positive downward movement from the top of the car; second, to effect the same result by the same movement from the ground when the cars are standing; third, to provide a means whereby the link is prevented from accidental displacement 5 and, fourth, to provide a means whereby the link is held in a proper straight centralv position for automatic coupling. I attain these objects by the devices hereinafter set forth,

the accompanying drawings, in'

and shown in whichx i Figure l vrepresents a view in perspective of the end portion-ofa freight-car with my iniproved coupling device attached'; Fig. 2, a longitudinal vertical central section tak en through the coupled draw-heads; Fig. 3, a similar view taken through the draw-heads as in the act of uncoupling, and Fig. 4 a face view of the same.

The draw-heads A are made of a construction now commonly known, and are adapted to be pushed back against a cushion or spring,

a, within the buffer-box B, as shown, or in any suitable way. The inner bottom, b, is suitably inclined upward toward the fiat throat,

the mouth being similar to that of other coupling devices of this class. A slot, c, in the bottom of the draw-head, receives a couplingbar or latch-piece, C, beveled or curved on its upper front edge, as at d, to permit the coupling-link e to pass over and drop behind it in the act of coupling. This coupling-bar (when at rest) projects a short distance below the bottom of the draw-head, sufficient for its connection with a yoke, D, as will be presently described, and has a notched seat fora platespring, f, fastened to the bottom of the body A of the draw-head. From this yoke D a handle-rod, E, rises to the top of the car, and is held to its proper position by staples d', at each'side and just above the draw-head, which, coming against the top horizontal portion of the yoke, limit the downward movement of the coupling-latch. d2 is another staple for holding the handle in' a straight central position at the top of the car. The yoke D is also provided on each side with handles hV 7L for operating the coupling-bar from the ground, when desi-red. The link c in the example shown has a solid center, and the buffer-body A is secured within the buffer-box B by cross-straps 'of metal Z at the bottom, and at the rear is formed a projection or stem, Z2, which passes through a holein the rear end of the bufferboX, `whereby said buffer has a free movement against and away from the spring-cushion a, arranged at the end of the buffer-box around the stem ZZ.

At the front botttom portion of the bufferhead is formed an enlargement, I, to form a box for the coupling-bar or latch-piece C, this being necessary in order to insure the requisite strength at this point. This enlargement I tapers or slants gradually at the front; but at the rear an abrupt straight shoulder is formed, as at i, which, upon forcing of the buffer backward, the fiat cross-strap Z, which confines the draw-head within the boX,will receive the jar, thus preventing injury to the edges of the cars, and preserving the springs in the boxes.

To aid in the manipulation of the rod E, in uncoupling, a lever, as at J, fulcrumed at its middle portion, is secured to the top of the car and connected to the end of said rod E. By lifting this lever the rod E is forced downward and the coupling-latch released from the link.

Transversely across the back interior portion of the mouth of the draw-head is a bar or rod, K, secured at such distance from the bottom ofthe throat th at the coupling-link will j ust fit beneath the same. The object of this pin or cross-bar is to form a means for holding the coupling-link in an elevated position for coupling the cars as they are forced together, this being accomplished by slipping the couplinglink in the mouth of the drawhead while the cars are separated, and forcing it back beneath the cross-bar. By this provision the liability of accidents to the hands and arms of attendants, because of the usual hand manipulation of the coupling-link, is avoided. In order to still further insure the proper elevation of the link, especially if a high ear be brought to a low car, it is proposed to provide the coupling-link, at its bottom central portion, with a tapered or angular enlargement, as at c, which, resting upon the front portion of the mouth of the draw-head, will cause the link to be elevated at a proper angle to enter the approaching draw-head.

To prevent the accidental displacement of the coupling-link,a plate-spring,L,is arranged within and against the top of the mouth of the draw-head, as shown, the end of which spring is made to curve upward to avoid the entering link, and is so set as to just touch the top ofthe latch. By this means the coupling-link is effectually prevented from escaping` over the end of the latch, except when the same is forced downward below the throat of the draw-head.

To uncouple the cars while the train is in motion, the lever J is raised, which presses rod E down positively, when the yoke D pulls down the coupling pin or latch C, andthe link is released, as shown in Fig. 3, which being done, the pin or latch C immediately resumes its normal position, being forced up by the the action of spring f, as seen in Fig. 2. As before described, this uncoupling may be effected from the ground by means of the side arms or handles, h h, attached to or integral with the yoke on each side. The yoke is preferably passed through a hole in the bottom part of the coupling-latch C loosely, so as not to interfere with the movement of the-drawhead and its parts.

rlhe advantages of this construction arc that the uncoupling is effected by a positive downward movement, forced by hand or foot, thus rendering stoppage from collected snow or ice impossible. So, also,if the partsbe thus clogged with snow or ice, the pin may be drawn up by force, should the spring f fail to perform its office, and the construction is so simple and the parts so few in a coupler of this class that a strong construction is possible and liability to breakage greatly lessened.

rIhe coupler may be adapted for use with ears of di'erent heights in any suitable manner--as, for instance, by a bent link. It may also, as it is used with an ordinary link, be used when one of two coupled cars is provided with my coupler and the other with the usual linkpin or coupling-pin.

I claiml. The combination, with the draw-head, constructed with a flaring mouth having the upwardly-inclined bottom b and ilat throat and bottoni slot, c, and the coupling-pin C,beveled at its front edge, d, of the yoke D, having the j', yoke D, and bar or rod K, placed transversely across the interior of the mouth of the draw-head, and near the bottom thereof, for the purposes set forth.

4. The combination, with the buffer drawhead, constructed with a fiaring mouth and fiat throat, of the coupling-latch piece C, yoke D, plate-spring f, cross-bar K, and plate-spring L, as and for the purposes described.

5. The combination, with the draw-head, constructedwith aflaring mouth andflat throat, coupling-latch pin C, plate-springf, and yoke D, and cross-bar K, of the at coupling-link e, having a solid 'central portion formed at its bottom, with a tapering projection or strengthening-piece, e', for the purposes specified.

6. The combination, with the draw-head with slot e, coupling-latch C, plate-springf, and yoke D, of the staples d', for holding the yoke in position and limiting the movement of the coupling-latch, handled rod E, and lever J, as and for the purposes set forth andshown.

In testimony whereof I have-hereunto set my hand in the presence of two subscribing witnesses.

CHARLES NV. FERGUSON.

Witnesses:

GEO. II. McCAUsEY, WILLIAM STREET.

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