US292895A - Car-coupling - Google Patents

Description

(No'ModeL) J. W. OHILDS.

. GAR COUPLING. v No. 292,895. Patented Feb. 5, 1884.7

n, PEIERS. Fhnlu-Lflhogapbef. Washington. m c.

' UNITED STATEsfPATENr @riuce,

- ments.

JAMES \V. GHILDS, OF CEDAR RUN, PENNSYLVANIA.

CAR-COUPLING.

SPECIFICATION forming part of Letters Patent No. 292,895, dated February 5, 188' Anpliraiion filed December 15, 18533. (Xoiumlch) lb @215 whom it may concern.-

Be it known that I, J AMES WnsLnY Cnrnns,

a citizen of the United States, residing at Oedar Run, in the county of Lycoming and State of Pennsylvania, have invented certain newand useful Improvements in Oar-Couplings; and I do declare the following to be a full, clear, and exact description of the invention, such as will enable others skilled in the art to which it appertains to make and use the same, reference being had to the accompanying drawings, and to the letters and figures of reference marked thereon, which form a part of this specification. This invention relates to an improved automatic car-coupling; and it consists in the con-i struction and arrangement of parts, as hereinafter more fully described and claimed.

In the annexed drawings, illustrating my invention, Figure 1 is a verticallongitudinal section of a ear-coupling embodying my improve- Fig. 2 is a horizontal section of the same. Fig. 3 is a side elevation of oneof the draw-heads. Figs. 4 and 5 are sectional detail Views, illustrating a modification in the manner of supporting the coupling-link.

Like letters of reference will be used to designate like parts in the several views.

The draw-heads A A are each recessed 1011- gitudinally, as shown at a, for inelosing a spring-actuated sliding block, B, that supports the coupling-pin 0 when the cars are uncoupled. This recess a, near its forward end, is contracted laterally, as shown in Fig. 2, to form shoulders I) b, that correspond with similar shoulders, c c, on the sliding block ]3, that is thus prevented from being forced out of the draw-head by the sudden pressure of the spring D when the link E is withdrawn.

In. the wide part of each recess a, at top and bottom, is a groove, d cl, for holding the spiral spring D from lateral displacement. The outer ends of the blocks ]3 B are preferably concaved, as shown in Fig. 1, so as to have a firm bearing against the rounded end of the link. In the outer end of each draw-head is a pair of open-ended slots, 6 c, in which the open ends of the links E are pivoted, so that the link can drop below the draw-head when not in use. The link E is bent or curved, as shown in Figs. 1, 3, and 4, so that when raised in position for coupling its outer end will readily engage with the recessed end of the opposite draw head. Vh en the links E are required for use, they are elevated, as shown in Fig. 1, and held in position by means of a bolt or pin, F, passed through openings f in the draw-head. Several of these openings may bearranged at different heights, so that the link can be readily adjusted to correspond with variations in the height of the opposite draw-heads. The pin or bolt F may be connected to the draw-head byaehain, f, to prevent loss when withdrawn. Instead of supporting the link by means of the bolt F, it may be adjustably held at any desired height by means of thumb-screws G G- one on each side of the draw-head-as shown in Fig. 5, the thumb-screws being passed through openings in the draw-heads, so; that their inner ends will bear against the link and hold it in'thc required position:

y In order to provide for the necessary range of adjustment, the link, Fig. 4, may be formed on each side with wings or exte'nsionsg 9, that form an are for affording an extended range of bearing for the inner ends ofthe thumb-screws. A nice adjustment of the links,corresponding with variations in the heights of adjoining cars, is thus readily obtained. When the link E enters the opposite draw-head and forces back the sliding block B, the pin 0 falls into engagement with the link, as shown in Figs. 1 and 2, the lower end of said pin being then seated in an opening, h, formed in the lower part of the draw-head at its forward end. The upper end of the pin 0 is provided with a collar, t, that prevents it from falling entirely through the opening h-when the pin is dropped or forced downward into engagement with the link. Thiscollar i fits loosely in a tubular boss, H, that is formed upon the draw-head, for inclosing the pinO when elevated. The tubular boss H is provided at its upper end with a cap, I, that is detaehably secured in place by a threaded connection, .as shown in Fig. 1, or by other suitable means.

the cap can be screwed into place or unscrewed, either by the application of awreneh to one of said lugs or by a bar or lever laid diago- 'nallybet-ween them so as to exert a pressure 011 their opposite sides. The pin 0 is raised by means of a chain, K, attached to its upper end and passed through an opening in. the cap.

011 the. top of the cap I are lugs or pins k k, by which This chain carries at its end a ring, m, by which it is operated. and which prevents the chain being drawn into the tubular boss or chamber H by the downward movement of the pin. \Vhen the sliding block B is pushed back from beneath the pin, the latter is forced down through the forward end of the recess a by the pressure of a spiral spring, M, that is inclosed in the tubular boss or chamber H, between the cap I and collar 1'.

From the foregoing description the operation of this ear-coupling and the advantages incident to its peculiarities of construction will be apparent. It will be understood that although each draw-head is provided with a pivoted link, E, that is secured thereto in such a manner that it cannot readily become detaehed and lost, only one of said links is actually in use at a time, the other link being permitted to drop beneath the draw-head out of the'way until required for use. By pivoting the open ends of these links in the open-ended slots 6 c, and supporting them, when raised,

' either by means of the pins F or thumb-screw G, an extensive range of adjustment is secured that readily adapts the coupling to use on cars of varying heights.

In orderto obviate the difficulties consequent upon wide variations in the heights of cars, I support the dra'wheads of all cars at a uniform distance above the tracks. This is readily accomplished by interposing above the draw-head, between it and the body'of the ear or truck, a backing of timber, corresponding in thickness to the variation in the height of the draw-head as compared with those of the least elevation above the track.

It will be seen that as the adjacent cars in a train are brought together in coupling, the link E on one draw-head, being elevated to a horizontal or nearly horizontal position, will enter the mouth of the opposite draw-head and force back the sliding block B against the tension of its spring 1) until the pin 0, that was supported on said block, is forced down by the pressure of its spring M into engagement with the link, thus securely connecting the cars in such a manner as to provide for lateral and end play of the link without jar or strain. By drawing upward on the chain K,- which may in the case of freight-cars extend to the top of the car, the pin 0 will be raised against the tension of its spring M until the block B is forced out by the pressure of its spring 'D into its normalposition beneath the lower end of the pin, thereby supporting the same until the cars are again coupled. By this construction and arrangement of devices cars of all heights can be readily coupled and uncoupled without the usual necessity of passing between the draw-heads.

Having thus described my invention, what I claim as new isv 1. In a car-coupling, the combination of a recessed and slotted draw-head, an adjustable open-ended link pivoted in the slotted end of said draw-head, a spring-actuated couplingpin, and a sliding block for supporting said pin, substantially as described.

2. The combination of the recessed drawheadA, having open-ended slots 6 e, the adj ustable open-ended link E, pivoted in said slots, the sliding block B, having spring D. and the pin 0, having collar 03, spring M, and chain K, substantially as described.

3. The combination of the recessed drawhead A, having open-ended slots 0 e, the sliding block B, the spring-actuated coupling-pin O, the adjustable link E, pivoted in theslotted end of the draw-head, and means for support ing said link, substantially as described.

4. The combination of the draw-heads A, having recesses a, slots 6 e, and tubular bosses II, provided with detachable caps I, the shouldered coupling-pins (J, and springs M, incl'osed in said bosses, the pins being provided with operating chains or cords K, the sliding blocks B, and springs D, inclosed in the draw-heads, the open-ended links E, pivoted in the slotted ends of the draw-heads, and means for sup porting the links, substantially as described.

5. The combination, with the draw-head A, having slots 6 e and openings f, and the link E, pivoted in said slots, and provided with an are or extension, 9, of thumb-screws G G, for supporting said link at any desired height, substantially as described.

6. The combination, with a draw-head, of a backing of timber of suitable thickness interposed above said draw-head between it and the car-body for the purpose of securing the drawheads of different cars at a uniform height above the track, substantially as described.

In testimony whereof I affix my signature in presence of two witnesses.

JAMES IV. CHILDS.

\Vitnesses:

A. R. BROWN, PHILIP llIAURO.

Images