US3082518A - Method of removing a railway coupler - Google Patents

Description

March 26, 1963 E. H. BLATTNER METHOD oF REMovING A RAILWAY coUPLER Filed April 5. 1957 Q s m S Nm S Y S m. m -Il S Q E n. MM lllII. m n m u um hm t Q au m wm S S mn m u Q E v MM. m n Hill R. .,O wm n UIN.. vv E. C v OL..

his Attorney United States Patent 0 "a METHGD F REMVING A RAILWAY CUPLER Emil H. Battner, Wiliiamsviile, N.Y.; Elizabeth Biattner,

executrix of said Emil H. Biattner, deceased, assxgnor to Symington Wayne Corporation, a corporation of Maryland Filed Apr. 3, 1957, Ser. No. 650,460 Claims. (Cl. 29--427) This invention relates to A.A.R. alternate standard type F and like couplers and particularly to a method and means for removing such a coupler from a railway vehicle.

For many years, it was the practice in the railway art to hold a coupler in assembled relation in the underframe of a railway vehicle by a draft key connecting the coupler to the center sills. However, with the acceptance as standard of the type H coupler and, more recently, the type F coupler, the practice was introduced of providing no direct connection between the coupler and the center sills and instead holding the coupler in assembled relation by a -pin connection, directly or indirectly, to an associated yoke.

The type F coupler is not only connected by a coupling pin directly to its yoke but in the usual installation transmits bufiing `forces to the associated draft gear or cushioning mechanism independently of the yoke through a follower engaging the butt of the coupler. This arrangement, while of advantage in many respects, has the disadvantage of binding the coupler pin between the coupier and the yoke, making removal of the pin extremely difficult, especially when the forces exerted by the draft gear on the butt of the coupler in the normal position of the latter are excessive due to high initial compression of the draft gear or variations within the permissive limits in the size of the draft gear pocket. A number of remedies have been proposed for this problem, among them the provision of a tapped hole in the bottom of the coupling pin and a collar on the pin so that the pin can be forcibly removed. However, none appears practical and the proposed remedies possess in common the defect of comparable impracticability in reapplying the pin.

The primary object of the present invention is to provide a method and means for removing a type F and like coupler from a railway vehicle, whereby the couforce is initially applied to compress the associated draft gear and, after the draft gear has been restrained against expansion, the compressive force is released, thereby freeing the coupling pin of stress.

An additional object of the invention is to provide an improved method of removing a type F and like coupier wherein the associated draft gear is initially compressed by application of force between the striker and the coupler horn and this force, although applied cifcenter of the coupler, is made to act substantially entirely to compress the draft gear by restraining downward angling of the coupler during its application.

A further object of the invention is to provide an improved jack for applying the force by which the draft gear is compressed in order to free the coupling pin.

Other objects and advantages of the invention will appear hereinafter in the detailed description, be particularly pointed out in the appended claims and be illustrated in the accompanying drawings, in which:

FIGURE 1 is a side elevational View, partly in section, of a typical installation of a type F coupler showing the relation of the several components at the end of the 3,082,518 Patented Mar. 26, 1963 compression stage of the method of the present invention;

FIGURE 2 is a side elevational view, partly in section, o-f the structure of FIGURE 1 showing the relation between the several components after the force compressing the draft gear has -been released to free the coupling pin for ready removal and reapplication; and

FIGURE 3 is an end elevational view of the preferred form of jack shown in side elevation in FIGURE 1.

Referring now in detail to the drawings, in which like reference characters designate like parts, the common characteristic of couplers removable in accordance with the method and means of the present invention is that the coupler is held in assembled relation by a coupling pin connecting it directly to an associated yoke and applies bufting for-ces to an associated cushioning mechanism through a follower engaging its boot. As exemplary of such couplers, the A.A.R. alternate standard type F coupler has been employed for illustrating the method and means of this invention and the term type F coupler as used hereinafter is intended to include both the type F and any other coupler possessing the above characteristic.

In the typical installation shown in FIGURES 1 and 2, a type F coupler designated as 1 is connected for relative universal angling to a vertical yoke 2 by a cylindrical coupling pin 3 which extends through a vertical slot 4 in the butt portion 5 of the coupler and has its ends received in aligned vertical openings 6 in the vertically spaced arms or straps 7 of the yoke. As will be noted, both the slot 4 and the openings 6 are slightly elongated longitudinally relative to the diameter of the pin 3 to relieve the pin of shearing stresses under bufiing forces. The coupler 1 has its shank t8 supported in the usual manner on a resilient coupler carrier 9, the carrier iron 10 of which slides in a pocket 11 in a combined striking casting and coupler carrier 12, is urged upwardly relative theretov to the limit permitted by the stops (not shown) by coil springs 13 and is limited in its downward movement by a lip or flange 14 outstanding from all sides of its upper wall 15 and engageable with the upper edges of the upstanding front and rear walls 16 of the pocket 11.

The coupler 1 has the usual convexly spherical and cylindrical butt 17 which, in normal position and under buling'forces, is adapted to seat in and Ibe engaged by a forwardly facing concave pocket or recess 18 in a front follower 19, the latter at its sides engaging and being limited in lforward movement by front stop or draft lugs 2d integral with the combined striking casting and coupier carrier 12. The typical yoke 2 which contains or straddles the front follower 19, has its longitudinally extending arms 7 joined at their rear ends by a rear wall 2i which, in the normal or at-rest position of the coupier it, has its front face 22 substantially co-planar with rear stop lugs 23 fixed to the center sills 24- and defining therewithin, with the front stop lugs 2t), a draft gear pocket 25. The yoke 2 may contain a rear follower (not shown) normally resting against the rear stop lugs 23 and have its front and rear lfollowers yieldably urged apart longitudinally by an interposed cushioning mechanism or, as in the disclosed embodiment, a rear follower may be dispensed with by utilizing a cushioning mechanism in the form of a housed draft gear 26, the rear end 27 of the housing 28 of which normally rests against the rear stop lugs 23. The draft gear 26 has the usual plunger 29 projecting from the front end of its housing 2S and bearing against the rear face 30 of the front follower 19.

Once installed, the several components are held in assembled relation in the center sills 24 by a cross tie 31 secured to the sills below the yoke 2 and a retaining plate 32 carried by the combined striking casting and coupler carrier `12, and underlying the coupling pin 3, as well as by the coupler carrier 9 which supports the shank 8 of the coupler Acting forwardly against the front follower 19 and rearwardly either directly or through an interposed rear follower against the rear stop lugs 23 and rear wall 21 of the yoke 2, the draft gear 26 in the absence of external forces will hold the coupler 1, yoke 2 and associated parts or elements in their normal position in the center sills 24. To eliminate slack in the installation, the several parts, including the coupler and yoke, are so arranged and constructed that the front follower 19 normally will be urged by the draft gear 26 into bearing engagement with both the front stop lugs 29 and the butt 17 of the coupler i. At the same time holding the Vrear wall 2l of the yoke 2 in position between the rear'stop lugs 23, the draft gear thus normally will bind the coupling pin 3 between the front ends of the openings 6 in the yoke arms i and the front face 33 of a pillow block 34 dening the rear end of the part of the vertical slot 4 in the butt portion 5 alloted to the pin. It is this binding that gives rise to the difficulty in removing the coupling pin 3 upon which removability of the coupler 1 for repair or other purpose is dependent and to the relief of this binding that the method and means of this invention are directed.

In accordance with the method of this invention, force is applied between the horn 35 of the coupler and the striker I36 of the combined striking casting and coupler carrier 12 by a jack 37 to move or shift the coupler forwardly, the carrier iron preferably first being xed in position to eliminate any tendency of the off-center force to swing the coupler downwardly by the insertion of wedges 38 at either side of the carrier iron between its outstanding lip 14 and the upper edges of the front and rear walls 16. Transmitted through the coupling pin 3 to the yoke 2 and through the rear wall 21 of the latter to the rear end of the draft gear or other cushioning mechanism 26, this forward longitudinal force, by pulling the yoke forwardly, compresses the draft gear between the front follower, stopped in forward movement by the front stop lugs 20, and the rear wall of the yoke. The application of this force is continued until the coupler i has been shifted forward sufliciently to provide substantial clearance between its butt 17 and the front follower i9', as well as between the rear end 27 of the housing ZS or of a rear follower if one is employed. A secc-nd set of wedges 39, oneV at either side, is then interposed between the rear stop lugs 23 and the rear end 27 of the cushioning mechanism to hold the compression of the cushioning mechanism derived from the application of the longitudinal force. Thereafter, the longitudinal force is released, producing slack between the coupler 1, coupling pin 3 and yoke 2, substantially to the extent of compression of the cushioning mechanism.

No longer bound between the coupler and yoke, the coupling pin 3 is free to drop out of place and release the coupler on removal of the retaining plate 32. By leaving the second set of wedges 39 in place in the interim, the coupling pin also is free to be reapplied to connect the yoke 2. to the repaired or a replacement coupler 1. While it may be desirable to remove tbe wedges 3S holding the carrier iron in place after the reinstallation of the coupler has been completed, it will not be necessary to remove the second set of wedges 39 if they are installed from the bottom, as in the disclosed embodiment,

since in service they will be freed and drop to the ground on forward motion of the rear end 27 of the cushioning mechanism 26 under draft forces.

The jack 37 shown in FIGURES l and 2 is especially designed for insertion between the coupler horn 35 and striker 36 to apply the forward longitudinal force by which the coupling pin 3 is freed. In its preferred form,

the jack 37 is comprised of a pair of jaws 40 hinged together at one end and each having on its outer face 41, between its free end 42 and the hinge 43, a serrated or roughened shoulder 44. Intermediate its shoulder 44 and its free or outer end 42, one of the jaws 49 has in its outer portion an internally threaded transverse bore 45 for receiving a screw 46, the inner end 47 of which is adapted to engage and bear against the inner face 43 of the other of the jaws 40. The head 49 of the screw 45 is provided with a pair of transverse openings 50 spaced axially and disposed substantially normal to each other for selectively receiving a rod or lever 51 by which the screw is turned to spread or vary the angular spacing or relative angnlarity of the jaws 40.

With its jaws di! initially contracted or collapsed sufficiently to enable it to be inserted hinge or hinged end 43 down into the space between the coupler horn 35 and striker 36 and its serrated shoulders 44 confronting respectively the striker and the horn, the jack 37 is then expanded by turning its screw 46 in through the actuating lever 511, the consequent spreading of its shoulders applying a force against the striker and on the horn to move the coupler forwardly. The amount of force needed to obtain the spacing required to free the coupling pin will of course vary with the capacity and precompression of the cushioning mechanism and with variations in the draft gear pocket 2S. As a consequence, while a much lesser force will normally suffice, the jack 37 is designed to apply a force on the order of 30,000 pounds to take care of any eventuality.

From the above detailed description, it will be apparent that there has been provided an improved method for removing a type F coupler from a railway vehicle and a means especially suited for practicing the method, both the method and means being simple and effective and enabling the coupler to be removed by freeing the coupling pin of the stresses to which it is normally subjected. lt will be understood that the described and disclosed embodiments are merely exemplary of the invention and that all modifications are intended to be included which do not depart from either the spirit of the invention or the scope of the appended claims.

Having described my invention, I claim:

l. A method of removing a coupler from a railway vehicle, wherein a coupling pin connects the coupler to a yoke and the pin normally is bound by opposed forces exerted on the yoke and the coupler by a cushioning mechanism contained in the yoke between front and rear stop lugs xed to the vehicle and acting on the coupler through a front follower normally bearing -against the front stop lugs, comprising applying force -between a horn of the coupler and a striker xed to the vehicle to shift the coupler forwardly and compress the cushioning mechanism between a rear wall of the yoke and the front follower bearing against the front stop lugs, inserting wedges to take up the resultant clearance provided by such shifting between a rear end of said mechanism and the rear stop lugs and hold said mechanism compressed, and subsequently releasing said applied force thereby freeing said coupling pin from binding forces normally applied thereto by said coupler and yoke.

2. A method of removing a coupler from a railway vehicle, wherein a coupling pin connects the coupler to a yoke and the pin normally is bound by opposed forces exerted on the yoke and the coupler by a cushioning mechanism contained in the yoke between front and rear stop lugs fixed to the vehicle and acting on the coupler through a front follower normally bearing against the front stop lugs, comprising holding an associated carrier iron at coupling height while applying force between a horn of the coupler and a striker Xed to the vehicle to shift the coupler forwardly and compress the cushioning mechanism between a rear wall of the yoke and front follower bearing against the front stop lugs, inserting wedges to take up the resultant clearance provided by such shifting between a rear end of said mechanism and the rear stop lugs and hold said mechanism compressed, and subsequently releasing said applied force, thereby freeing said coupling pin from binding forces normally applied thereto by said coupler and yoke.

3. A method of removing a coupler from a railway vehicle, wherein a coupling pin connects the coupler to a yoke and the pin normally is bound by opposed forces exerted on the yoke and the coupler by a cushioning mechanism contained in the yoke between front and rear stop lugs fixed to the vehicle and acting on the coupler through a front follower normally bearing against the front stop lugs, comprising applying force between a horn of the coupler `and a striker iixed to the vehicle to shift the coupler forwardly and compress the cushioning mechanism between a rear wall of the yoke and the front follower bearing against 'the front stop lugs, inserting wedges from below to take up the resultant clearance provided by such shifting between a rear end of said mechanism and the rear stop lugs and hold said mech- -anism compressed, and subsequently releasing said applied force, thereby freeing said coupling pin from binding forces normally applied thereto by said coupler and yoke.

4. A method of removing a coupler from a railway vehicle, wherein a coupling pin connects the coupler to a yoke and lthe pin normally is bound by opposed forces exerted on the yoke and the coupler by a cushioning mechanism contained in the yoke between front and rear stop lugs Xed to the vehicle and acting on the coupler through a front follower normally bearing against the front stop lugs, comprising inserting wedges between a lip outstanding from a top wall of an associated carrier iron and front and rear walls of a pocket in a combined striking casting and coupler carrier pocketing said iron to hold said iron at coupling height, inserting a jack between a horn of said coupler and a striker integral with said combined coupler carrier and striking casting, eX- panding said jack to shift said coupler forwardly and compress the cushioning mechanism between la rear wall of the yoke and the front follower bearing against the front stop lugs, inserting wedges to take up the resultant clearance provided by such shifting between a rear end of said mechanism and the rear stop lugs and hold said mechanism compressed, and subsequently contracting and removing said jack, thereby freeing said pin and enabling said coupler to be removed.

5. A method of removing a coupler from a railway vehicle, wherein a coupling pin connects the coupler to a yoke and the pin normally is bound by opposed forces exerted on the yoke and the coupler by a cushioning mechanism contained in the yoke between front and rear stop lugs fixed to the vehicle and acting on the coupler through a front follower normally bearing against the front stop lugs, comprising inserting a jack having a pair of jaws hinged at one end between a horn of the coupler and a ystriker fixed to the vehicle with a shoulder on an outer face of an intermediate portion -of each jaw in engagement with one of said horn and striker, :applying force through a screw threaded through an outer portion of one of Ithe jaws and acting against a confronting face of the 4other jaw to shift the coupler forwardly and compress the cushioning mechanism between a rear wall of the yoke and the front follower bearing against front stop lugs, inserting wedges to take up the resultant clearance provided by such shifting between the rear end of said mechanism and rear stop lugs and hold said mechanism compressed, and subsequently releasing said applied force by retracting said screw, thereby freeing said coupling pin from binding forces normally applied thereto by said coupler and yoke.

References Cited in the le of this patent UNITED STATES PATENTS Re. 6,364 Armstrong Apr. 6, 1875 83,138 De Bergue Oct. 20, 1868 354,461 Bussing Dec. 14, 1886 466,016 Gustin et a1 Dec. 29, 1891 472,200 Seiler Apr. 5, 1892. 1,051,633 Price Jan. 28, 1913 1,250,910 Lowry Dec. 18, 1917 1,700,101 Smith Jan. 22, 1929 2,113,598 Mueller Apr. 12, 1938 2,196,715 Wiedman Apr. 9, 1940 FOREIGN PATENTS 525,994 Canada Iune 5, 1956

Claims (1)

1. A METHOD OF REMOVING A COUPLER FROM A RAILWAY VEHICLE, WHEREIN A COUPLING PIN CONNECTS THE COUPLER TO A YOKE AND THE PIN NORMALLY IS BOUND BY OPPOSED FORCES EXERTED ON THE YOKE AND THE COUPLER BY A CUSHIONING MECHANISM CONTAINED IN THE YOKE BETWEEN FRONT AND REAR STOP LUGS FIXED TO THE VEHICLE AND ACTING ON THE COUPLER THROUGH A FRONT FOLLOWER NORMALLY BEARING AGAINST THE FRONT STOP LUGS, COMPRISING APPLYING FORCE BETWEEN A HORN OF THE COUPLER FORWARDLY AND COMPRESS THE CUSHIONING MECHANISM BETWEEN A REAR WALL OF THE YOKE AND THE FRONT FOLLOWER BEARING AGAINST THE FRONT STOP LUGS, INSERTING WEDGES TO TAKE UP THE RESULTANT CLEARANCE PROVIDED BY SUCH SHIFTING BETWEEN A REAR END OF SAID MECHANISM AND THE REAR STOP LUGS AND HOLD SAID MECHANISM COMPRESSED, AND SUBSEQUENTLY RELEASING SAID APPLIED FORCE THEREBY FREEING SAID COUPLING PIN FROM BINDING FORCES NORMALLY APPLIED THERETO BY SAID COUPLER AND YOKE.

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