US3120311A

US3120311A - Car coupler

Info

Publication number: US3120311A
Application number: US99538A
Authority: US
Inventors: William J Metzger
Original assignee: National Castings Co
Current assignee: National Castings Co
Priority date: 1961-03-30
Filing date: 1961-03-30
Publication date: 1964-02-04
Anticipated expiration: 1981-02-04
Also published as: SE305464B; DE1455239A1; NL276611A; NL120712C; BE615353A; GB987087A; AT243310B; ES275588A1

Description

Feb. 4, 1964 w. J. METZGER 3,120,311

CAR COUPLER l Filed March 30, 1951 2 sheets-shea 1 7 l *E 5 INVENTOR.

By WILL/AM l MTZER ATTKNEY Feb. 4, 1964 w. J. METZGER 3,120,311

CAR coUPLER Filed March 30, 1961 2 Sheets-Sheet 2 Vfw l l www United States Patent O This invention relates to a releasable centering mechanism for a railroad car coupler that will provide a maximum of vertical and horizontal angling although mounted exteriorly of the car body underframe structure.

There is in use today in many areas of the world a considerable amount of railroad rolling stock that is equipped with manual coupling devices. Many of these same areas are converting from manual hook-type coupiers to automatic couplers. As the cars become equipped with automatic couplers there will be a corresponding need for a car coupler centering mechmism `for the automatic coupler. Currently employed coupler centering Adevices are either incorporated into the draft and builing mechanism disposed immediately to the rear of the automatic coupler, or are incorporated into the end sill structure. of the car. Cars not equipped with automatic couplers are not normally equipped with centering mechanisms. Due to the varied types of car construction ernployed throughout the World, not all cars normally equipped with manual hook-type couplers can accommodate a coupler centering device even after extensive structural modifications to the end sill or center sill structure of the car. The invention disclosed herein overcomes this diilculty encountered in many cars by providing a coupler centering mechanism that can be mounted on the underside of the car without modifying the existing car structure.

Due to the frequent need to manually position the automatic coupler when in use, it is a prerequisite or" a good centering mechanism -to be able to readily release the centering memis from the automatic coupler. The centering mechanism herein disclosed meets this requirement by providing a readily operable latch-type release mechanism.

lt is therefore the primary object `ot this invention to provide an automatic car coupler with a releasable centering device that can be mounted exteriorly of the car body underframe structure.

lt is a sp ciic object ot this invention -to provide a releasable centering mechanism for an automatic car coupler that provides for vertical and horizontal angl g by imparting a centering force to pin means extending transversely through the shmk of the coupler.

It is a more specic object or this invention to provide a centering mechanism for an automatic car coupler that is positioned exteriorly of the car body underirame and releasably connected to the coupler so as to permit the coupler to be manually positioned.

It is a still more speciiic object of this invention to provide a releasable coupler centering mechanism comprising pin means extending transversely through the shank of the coupler upon which is mounted a cam having a substantially flat rearwardly facing surface adapted to receive resilient means in abutting engagement therewith to impart, upon the keying of said shank to said cam, a centering force to said coupler.

hese and other objects will be more apparent from the following description and claims in which:

FG. l is a side View of the centering mechanism mounted on a car body.

FIG. 2 is a plan viev. of the centering mechanism with the coupler in a horizontally angled position.

FlG. 3 is a side vievv of the centering mechanism with the coupler angled upwardly.

ice

FG. 4 is a side View of the centering mechanism with the coupler angled downwardly.

FIG. 5 is a cut-away perspective view of the coupler and centering device.

Referring to PEG. l, there is illustrated an `automatic car coupler having -a head 2, and a shank lil disposed rearwardly of the head and pivotally attached to drawbar 4 of an associated railway car 6 by pin means, such as pin 8. The shank pin extends transversely through the rearward end of a shank l@ of the automatic coupler and projects downwardly through housing 172 disposed on the underside of the coupler shank. The housing, which in tie preferred embodiment of the invention, is an integral part of the shank, can be more cleanly seen in FiG. 3, Within housing l2, centering cam h4 is pivotally mounted on pin S. The pin passes vertically thro-ugh the coupler shank through ball joint l5' of the draw bar, and extends downwardly through bottom wall l@ of housing l2. The ball joint is of conventional construction in that it is formed by a two-piece ball 17 which is seated within a complemental bushing 1S. The bushing is formed of two pieces which are welded, into place within the drawbar after assembly. Resilient'means Zi? is pivotally mounted on the lower portion of pin 8 Which projects downwardly beneath the housing.

Extendible and contractible resilient means Z6 consists of tail bolt 22 spring 24, a centering sleeve 26 slidably mounted on the tail bolt, and `a cas-ing 44 forming a rear portion of the means Zeil attached to the car 6. The tail bolt is orP conventional construction having a threaded rearward portion adapted to receive thereon nut 28. The forward eye-portion of the tail bolt has a transversely oriented opening 39 adapted to receive therein pin 8. ln its normal extended or neutral position, spring 24 vabuts against slidably mounted spring seat or rear follower 32 on the rearward end of the tail bolt, and against centering sleeve or front follower 26 on the forward end of the tail bolt. The portion of tail bolt 22 disposed within the sleeve and rearward of the eye portion is preferably square in cross-section so as to eluninate any longitudinal rotation of sleeve 2o relative to the tail bolt.

Referring to FlG. 2, forwardly of sleeve 26, centering Icam l@ is pivotaliy mounted on pin 8 within housing l2 on the coupler shank. Cam la has a substantially tlat rearwardly facing surface 34 that is adapted for abutting engagement with forwardly facing ilat surface 36 on the `forward end of sleeve 26. Shank it), cam lli, and tail bolt 22 have apertures in vertical registry and are adjacently and pivotally mounted in 'the order named on the pin, but each may pivot independently of the other.

Rotatably mounted on a bolt 39 bridging opening ttl at the underside oi shank "tu, is latch 33. Latch 33 is movable between an upper disengaged position, and a lower keying or locliinty position. In its lower position, latch 3o is adapted to pass through opening lil in the forward wall il of housing l2 and into recess l2 on the front tace of centering cam Itri. ln this lower position, latch 3S unitarily connects the coupler shank and housing to the centering cam.

Referring to FlG. 3, point A, located in the ball joint connection between the coupler shank and drawbar 4, is the center of rotation Jfor the centering device. Although point A is shown in a central location, this location is not a prerequisite to trie operation of the device. Point A may be in any location that is in reasonable proximity to the juncture of the coupler shank and phi. The exact location would be determined largely by the structural configuration ot" the butt end of the coupler shank. lt is about this point that all horizontal and vertical rotation of the coupler takes place. In operation, when responding to an upward angling of the coupler head, tail bolt 22 is pulled forwardly causing nut 28 on the rearward end of the tail bolt to engage spring seat 32 and thereby compress spring 24 between the spring seat and sleeve 26 on the forward end of the tail bolt. Slidably mounted centering sleeve 26 is precluded from moving forwardly on the tail bolt by abutment i2 on casing 44 engaging complemental ledge 45' on the sreeve. The compression of spring 2d in this manner irnparts a rearward force to pin 8 that restores the pin to its neutral vertical axis. When in a vertical or neutral position, pin is not subjected to any centering forces. Thus, a centering force other than the weight of the coupler head is available for centering pur-poses when there is upward angling of the coupler head. This is a vast improvement over prior art constructions which have customarily relied upon gravity to restore the coupler to a central position when there was'angling of the coupler-head upwardly.

When the coupler head is angled downwardly, as is shown in FlG. 4, pin 8, which pivots about point A, abuttingly engages rearward wall 48 of opening 3i? in tail bolt 22. The tail bolt in turn moves sleeve 26 rearwardly to compress spring 24. The movement of centering sleeve 26 rearwardly is achieved by the engagement of abutment 50 on the tail bolt eye section with abutment surface 36 on the centering sleeve. ln comparing FlGS. 3 and 4, it should be readily apparent that pin 3 pivots about point .A when rotating in a vertical plane. FIG. 2 clearly establishes that pin S is the axis of rotation of the coupler when there is angling in a horizontal plane.V Surface 52, forming the underside of housing l2, is convexly curved to accommodate the various positions of housing 12 relative to surface 5d on the tail bolt. The center of curvature of surface 52 is point A.

The mode of operation of the centering mechanism when the coupler head is angled in a horizontal plane is appreciably dierent than when there is angling in a vertical plane. Referring to FG. 2, there is illustrated a plan view of a car coupler angled in a horizontal plane. Corner 60 on centering cam 14 can be seen engaging abutment surface 36 on sleeve 26. When the centering cam is in this angled position, spring 2.4 has heen con pressed and is exerting a centering force against cam 14 which is locked nonrotatably by latch 3g to the coupler shank. The compression of spring 24 and the Y resulting centering force occurs in the following manner. When centering cam le is oriented on pin S so as to place surface 34 of the plate parallel to and against surface 36 on the sleeve, the distance from the front edge of the sleeve to the vertical axis of pin is at a minimum. In this position, the coupler is horizontally and vertically centered and spring 24 is in its extended position. As cam 14 rotates in a horizontalV plane on pin 8 in response to the horizontal angling 'of the coupler head, the contact between the plate and the sleeve changes from a full surface-to-surface contact to a point-to-surface contact as is shown in FIG. 2. The point being represented by either one ot corners oil, 6i? formed by junction of flat surface 34 and side warls d2, 62 of the cam. As the point of Contact between sleeve surface 36 and corner 6@ moves inwardly toward the center of surface 36, the sleeve must move rearwardly thereby compressing spring 24 to compensate for the component of movement of corner 6i? oriented along the longitudinal axis of the tail bolt. The maximum compression of spring 24 is obtained when the point of contact between corners 6), and surface 36 is at the midpoint of surface 36. When spring 24 is subjected to maximum compression, the centering force imparted to the coupler is at its greatest level. The centering device functions with equal facility to the left or rigrt of the longitudinal center line of the coupler. Any combination of vertical or horizontal angling is possible without detracting from the efficient mode of operation of the centering mechanism.

A particular advantage of this mechanism over prior art constructions is that latch 3S can be moved upwardly to disengage cam A, from housing 12 when it is necessary to manually move the automatic coupler out of its operative position. Without the centering force being imparted to the coupler by means of the centering cam, the automatic coupler may be manually moved to the desired position. However, the disengagement of the centering cam from housing 12 does not enable the operator to freely move the coupler in a vertical plane. This ability to disengage the centering means from the automatic coupler is a signal advance over the prior art. This attribute enables the operator of a car equipped with this centering mechanism to use either the automatic coupler or a hook-type coupler. This is particularly important during a transition period, when car builders are shifting from hook-type couplers to automatic couplers. During the transition period, it will frequently be necessary to pivot the automatic coupler out of its operative position into an inoperative position so as to permit the hook-type coupler to be employed. Thus, this unique centering mechanism may not only be employed when the car structure will not permit the use of a conventional centering means, but enables a single operator, without mechanical ids, to disengage the automatic coupler from the centering device at any time.

What has been disclosed herein is an improved centering mechanism characterized by its great flexibility and simplicity of construction.

The terms and expressions which have beeny employed are used as terms of description and not of limitation and there is no intention of excluding such equivalents of the invention described or of the portions thereof as fall within the scope of the claims.

What is claimed is:

1. A centering mechanism for centering a car coupler relative to an associated railway vehicle, said mechanism comprising: a coupler having a head and a shank, said shank having a housing disposed thereon adjacent the butt end thereof, said housing adapted to Vreceive therein a centering cam; a centering cam in said housing, said cam having a vertically oriented aperture therein, said aperture disposed in vertical registry with corresponding apertures in said shank and said housing; pin means extending through said apertures, a tail bolt pivotally mounted on said pin means with resilient means; a sleeve slidablyk mounted thereon, said cam havng a substantially flat rearwardly facing abutment surface, said resilient means urging said sleeve forwardly into abutting engagement with said surface; and latch means on said mechanism adapted to unitarily connect said cam to said shank to impart a centering force to said coupler.

2. A centering mechanism for centering a car coupler relative to an associated railway vehicle, said mechanism comprising: a coupler shank and head integrally formed, said shank having a housing integral therewith, said housing having a rearwardly facing horizontally oriented recess therein; a centering cam disposed in said recess, said housing and cam having vertically oriented apertures in vertical registry; pin means extending through said apertures; latch means on said mechanism adapted to unitarily connect said housing and said cam, said cam having a rearwardly facing abutment surface; and a tail bolt pivotally connected with said pin means, resilient means on said tail bolt in abutting engagement with said surface imparting a centering force to sm`d coupler.

3. A centering mechanism for centering a car coupler relative to an associated Yrailway vehicle, said mechanism comprising: a coupler having a shank, said shank having a housing depending therefrom adapted to receive therein a centering cam; a centering cam disposed in said housing, said cam having a centrally disposed vertically oriented aperture, said aperture disposed in vertical registry with corresponding apertures in said shank and housing; pin means extendino through said apertures, said cam having a rearwardly facing abutment `surface and a convexly curved forwardly facing surface, said curved surface having a recess therein; a tail bolt pivotally mounted on said pin means with resilient means and sleeve slidably mounted thereon; and latch mearis on said mechanism adapted for insertion in said recess to unitarily connect said cam and shank, said resilient means urging said sleeve into abutting engagement with said abutment surface to impart a centering force to said coupler.

4. A centering mechanism for centering a car coupler relative to an associated railway vehicle, said mechanism comprising: a coupler having a head and a shank integrally formed, said shank having a housing integrally formed therewith and depending from the underside thereof, said housing having an opening therein; a centering cam disposed in said opening, said cam having a vertically oriented aperture in vertical registry with corresponding apertures in said housing and shank, said cam having a rearwardly facing flat abutment surface and a convexly curved forwardly facing surface with a recess therein; pin means extending through said apertures; a tail bolt pivotally mounted on said pin means; resilient spring means and sleeve slidably mounted on said tail bolt, said sleeve mounted intermediate said spring means and said cam, said sleeve in abutting engagement with said resilient means and lsaid cam; and latch means pivotally mounted on said mechanism adapted for insertion in said recess to unitarily connect said shank to said cam.

5. Mechanism for centering a car coupler relative to an associated vehicle comprising, in its neutral operative position; a draw-bar for the vehicle; resilient means disposed in spaced vertical relation with the draw-bar with a rear end portion attached to the vehicle, and being longitudinally extendible and contractible with respect to a predetermined length thereof; a coupler comprising a head, and a shank disposed rearwardly of the head; pivotable means for attaching a forward portion of the draw bar to a rearward portion of the shank; pivotable means for attaching the forward portion of the resilient means to a portion of the shank spaced vertically from said rearward shank portion; and a cam carried on said shank having a flat surface facing rearwardly lengthwise of the resilient means; said resilient means having a portion thereof movable relative to its length in resilient engagement with said fiat surface.

6. Mechanism for centering a car coupler relative to an associated vehicle comprising, in its neutral operative position; a draw-bar for the vehicle; a coupler having a head and a shank rearwardly thereof pivotally attached to the draw-bar; said shank comprising Va housing disposed directly underneath that portion of the shank connected with said draw-bar; a cam disposed within -said housing having a rearwardly facing llat surface; resilient means disposed in downward spaced relation with respect to the draw bar with the rear end portion thereof normally attached to the vehicle, and being longitudinally extendible and contractible with respect to a predetermined length thereof, its forward end portion being disposed underneath said housing; a pin extending vertically through ysaid housing, cam, and said front portion of the resilient means; said resilient means having a portion thereof movable relative to its length in resilient engagement with said at surface; and latch means for connecting the housing and the cam in fixed relationship.

7. The mechanism of claim 6 comprising: a ball joint for connecting the draw bar and the coupler shank.

8. The mechanism of claim 7 wherein: said shank is recessed to receive the front end of the draw bar; said pin extends through said ball joint; and said ball joint comprises a ball mounted on the pin.

9. The mechanism of claim 6 wherein: said resilient means comprises an eyebolt pivotally attached to a lower end portion of -said pin, a casing receiving a rear portion of the eyebolt and adapted for attachment to the vehicle, a sleeve as said movable portion in telescoping relation with the casing and having a rear abutment engaging a front casing portion to limit forward sleeve movement, and a compression spring contained by said casing and connected to the rear end of the eyebolt to react with said sleeve bolt to urge the eyebolt rearwardly and the sleeve forwardly.

References Cited in the lile of this patent UNITED STATES PATENTS 2,687,218 Johnson Aug. 24, 1954 2,956,695 Metzger Oct. 18, 1960 FOREIGN PATENTS 163,996 Sweden July 15, 1958

Claims

1. A CENTERING MECHANISM FOR CENTERING A CAR COUPLER RELATIVE TO AN ASSOCIATED RAILWAY VEHICLE, SAID MECHANISM COMPRISING: A COUPLER HAVING A HEAD AND A SHANK, SAID SHANK HAVING A HOUSING DISPOSED THEREON ADJACENT THE BUTT END THEREOF, SAID HOUSING ADAPTED TO RECEIVE THEREIN A CENTERING CAM; A CENTERING CAM IN SAID HOUSING, SAID CAM HAVING A VERTICALLY ORIENTED APERTURE THEREIN, SAID APERTURE DISPOSED IN VERTICAL REGISTRY WITH CORRESPONDING APERTURES IN SAID SHANK AND SAID HOUSING; PIN MEANS EXTENDING THROUGH SAID APERTURES, A TAIL BOLT PIVOTALLY MOUNTED ON SAID PIN MEANS WITH RESILIENT MEANS; A SLEEVE SLIDABLY MOUNTED THEREON, SAID CAM HAVING A SUBSTANTIALLY FLAT REARWARDLY FACING ABUTMENT SURFACE, SAID RESILIENT MEANS URGING SAID SLEEVE FORWARDLY INTO ABUTTING ENGAGEMENT WITH SAID SURFACE; AND LATCH MEANS ON SAID MECHANISM ADAPTED TO UNITARILY CONNECT SAID CAM TO SAID SHANK TO IMPART A CENTERING FORCE TO SAID COUPLER.