US3232445A - Uncoupling device for railway car couplers - Google Patents

Description

Feb. 1, 1966 E. s. CISCO UNCOUPLING DEVICE FOR RAILWAY CAR COUPLERS 3 Sheets-Sheet 1 Filed April 10, 1964 INVENTOR E dwarc/S. Cisco ATTORNEY Feb. 1, 1966 E. s. CISCQ UNGOUPLING DEVICE FOR RAILWAY CAR GOUPLERS 5 Sheets-Sheet 2 Filed April 10, 1964 INVENTOR Edward 5'. disco ATTORNEY 3 Sheets-Sheet 5 E. S. CISCO UNCOUPLING DEVICE FOR RAILWAY CAR COUPLERS Feb. 1, 1966 Filed April 10, 1964 ATTORNEY Edward 5. Cisco United States Patent 3,232,445 UNCOUPLING DEVIE FOR RAILWAY CAR COUPLERS Edward S. Cisco, 8715 Parkway Drive, Highland, Ind. Filed Apr. 10, 1964, Ser. No. 358,808 9 Claims. (Cl. 213-466) This invention relates to railway car couplers, and has particular reference to a mechanism for uncoupling coupiers of railway cars when necessary. More specifically, the invention relates to a three-part lever for uncoupling the couplers of railway cars upon rotation of the lever in a counterclockwise direction.

To reduce damage to lading carried by railroad cars, there has been developed a sliding center sill underframe with a cushioning arrangement for such cars which would have little or no recoil and which would allow a considerable amount of travel of the center sill at all impact speeds, thereby to better protect the commodities carried within the car.

Couplers installed in this type of draft gear arrangement have been made to move forward and backward in relation to the car end a greater and greater distance. In the ordinary draft gear arrangement, wuplcrs move some 7 inches or so, but with the sliding center sill types, the couplers move some 65 /2" Or so between extreme draft and extreme butt positions. Furthermore, couplers are now made wit-h varying shank lengths and this means greater side swing of the couplers when cars are rounding curves.

The present design of uncoupling device was made nec essary because when a narrower than usual car, (9') of much longer than usual length (89) is encountered, and this car is equipped with a coupler having an unusually long shank (60"), the coupler opening must be quite wide. This means that the coupler head at full draft, moving 15 laterally, on either side of the center line of the car, is a much greater distance laterally than would be the case with say a 30 coupler shank. With the narrow car, and long draft coupler position, it is obvious that provision must be made for more telescoping room for the coupler uncoupling device.

Therefore, the object of the invention is to provide for a narrow unusually long car, a coupler uncoupling lever for a bottom operated coupler mounted in a sliding center sill underframe construction with cushioning medium which will be operable with as many variations of coupler movement as possible. When the coupler is in extreme buff position left, the operating lever must be able to contract to about 26" and when the coupler is in extreme draft position right, the uncoupling lever must be able to extend, in extreme cases, to as much as 97".

Other objects and advantages of the invention will appear in the following description thereof.

Referring now to the accompanying drawing forming part of this application and wherein like reference characters indicate like parts:

FIGURE 1 is a top plan view of the invention showing in full lines an intermediate draft position of the coupler and indicating in dotted lines the full butt and full draf positions of the coupler.

FIGURE 2 is a front View of FIGURE 1.

FIGURE 3 is an end view of FIGURE 2.

FIGURE 4 is a section on the line 44 of FIGURE 2.

FIGURE 5 is a top plan view of a modified form of the invention.

FIGURE 6 is a front view of FIGURE 5.

FIGURE 7 is a section on the line 7-7 of FIGURE 5.

FIGURE 8 is a section on the line 8-8 of FIGURE 5.

In the drawings, and referring first to the modification in FIGURES 1-4, 10 indicates the end of the car to which the device is applied, and 12 indicates the striker in which 3,232,445 Ce Patented Feb. 1, 1966 the coupler, indicated at 13, is assembled and which is attached to the center sill of the car. The inner end of the coupler shank is attached to the cushioning medium as is common so as to cushion movements of the coupler.

The inner end of the uncoupling device is formed into a hook for attachment to the lock litter of the coupler, and the outer end of said device is mounted in a bracket attached to the car end. It is therefore obvious that the uncoupling device must be constructed so as to Comp nsate for the above mentioned long travel and wide side swing of couplers mounted in a sliding center sill underframe with a cushioning arrangement.

The uncoupling device of such couplers is formed in three parts, an inner part 14, an intermediate part 15, and an outer or handle part 16. The bracket for mounting the outer part 16, of the device to the car is shown generally at A. This bracket member is of angle shape having a horizontal rectangular flange 17 which is riveted or otherwise secured to the bottom of the end sill of the car. The other flange 18, of this part of the bracket memer is vertically disposed in substantially the vertical plane of the end sill. Between these flanges 17 and 18 is secured a diagonally disposed gusset piece 19. Another similar angle member comprises a rectangular flange 20 which is vertically disposed and the upper end of which overlaps the lower end of flange 18 and is rivetted thereto as shown in FIGS. 2 and 3. Issuing normally from the lower edge of flange 20 is a horizontal portion 22 which terminates at its outer edge in a downturned arcuate flange 24, forming a stop for the handle and preventing clockwise rotation thereof. The outer edge of horizontal portion 22 is inclined to the end of the car as clearly shown in FIG- URES 2 and 3.

A bracing gusset 26 is fixed between flanges 20 and 22 of the bracket for strength and stability.

It is of course obvious that these two angle shaped support brackets 17-18, and 29-22 could be formed with one Z-shaped member and provide equal support.

At the outer margin and upon the flange 22 is mounted the ends of a U-shaped clevis 28 by riveting, welding, or other means of securing the same thereto. The bend in the clevis is positioned so as to extend beyond the edge of flange 22 and form, with said edge, an eye having a vertical axis, as clearly seen in FIGURES 1 and 3.

The outer or handle part 16 of the operating device comprises a section of round rod which is bent intermediate of its ends so as to form an eye 30 having a substantially horizontal axis. This handle is mounted in the clevis 28 to pivot therein and be supported thereby. On end of the rod section extends outwardly and is formed into a handle 32 which depends from the eye 30. The other end of the rod section below the eye 39 is turned laterally toward the coupler forming a straight section 34. Section 34 extends inwardly toward the coupler, and is bent backwardly upon itself as at 35 and then extends in spaced parallel relation to section 34, as at 36, adjacent the handle Where it is turned laterally to and abuts enclwise against section 34 Where it is welded thereto, as at 37. See FIG. 2.

The outer vertical face of the striker is cut away so that another clevis 5%, identical to clevis 28, may be mounted on the side wall 52 of the striker in a manner that the bend of the clevis will project outwardly beyond the stricker face 48 and permit the hook 46 of the rod 38 to be mounted therein and be supported thereby.

The outer end of the rod 38 is mounted to project from the end of the intermediate part 15 of the device, which will now be described.

The intermediate part 15 comprises an elongated chan nel shaped member, the web 11%) of which is disposed in a vertical plane alongside of the pair of spaced rods 34-36 and is substantially coextensive in length therewith. The flanges of the channel member extend in overlapping and underlapping relation with the rods 34 and 36. This channel member faces toward the end of the car, and is free moving between the sections 14 and 16 of the uncoupling device, within the limits hereinafter described.

Two narrow channel- shaped clips 112 and 114 are provided, the webs of which are disposed vertically substantially against the rods 34 and 36 with the flanges thereof overlapping and underlapping the rods 34 and 36. Rectangular flat clips 116 and 118 are provided on the other side of rods 34 and 36 against which the edges of the flanges of clips 112 and 114 abut and may be secured thereto. Registering openings are provided in the webs 112 and clip 116, and 114- and 118, so that a bolt 12% may be applied in the registering openings. These bolts extend between the rods 34 and 36 and each supports thereon a roller 122 on which the rods 34 and 36 may roll during telescoping movements of the parts.

It will be noted that the clips 116 and 118 extend beyond the flanges of clips 112 and 114 and that the flanges of channel 110 overlap said clip flanges and engage said clips 116 and 118 and are secured thereto so that the channel 110 and roller housings move as a unit. Openings 124- 'are provided through the web of channel 110 opposite the bolts 120 so that the bolt may be removed when necessary for renewal or repair of the rollers.

The outer end of the rod 38 is secured to the end margin of the web 110 wit-h the hook 46 projecting therefrom sufficiently so that it may be applied in the clevis St and thereby support the inner end of the intermediate part 15.

A third rectangular clip 119 identical to clips 116 and 118 is mounted at the inner end of the web 110 of the intermediate portion 15 and the edge of the flanges of the channel member are secured thereto similar to the clips 116 and 118. The clip 119 is in the same plane as the clips 116 and 118.

Mounted on the upper surface of the upper flange of the portion 15 is an offset bar 70 of round rod, the ends of which are bent backwardly upon said bar and are secured to the upper flange of portion 15 as shown in FIG. 1. The bar 70 is thus supported in spaced relation to the plane of web 111) but is substantially coextensive therewith.

The lock lifter of the coupler is indicated at 62, and in all of these devices, counter-clockwise movement of the lock lifter will uncouple the coupler. To provide this rotary movement, the inner part 14 of the device is provided. This part comprises a rod 63 which at its inner end is formed into a hook 64 that is hooked into the lock lifter 62. (See FIG. 3.) From this hook outwardly, part 14 angles around the face of the striker, and its outer end is provided with an upturned portion forming an elongated eye 66, which passes around the bar 70 as shown in FIG. 2, with the free end 67 thereof depending from eye 66 behind the part 63 to aid in the counterclockwise rotation thereof.

Thus it is apparent that when the device is mounted on a car as described and counterclockwise rotation is imparted to the handle 32, the rods 34-36 will be similarly rotated, moving the entire intermediate part 15 therewith, which will also impart similar rotation to part 14 so that the hook 64 will raise the lock lifter of the coupler, unlocking the coupler,

In FIGURES -8 inclusive, I have devised a modification of the invention wherein there is employed telescoping channels or tubes for the uncoupling device, instead of the telescoping rods of the former modification.

The uncoupling device of this modification comprises a bracket 130 which is identical to the corresponding bracket A of the first modification and need not be again described here. Upon this bracket are mounted the ends of a U-shaped clevis 132 so that the bend of the clevis extends over the edge of the bracket, forming with said 4 edge an eye therein on a vertical axis as shown in FIG- URE 5.

The coupler uncoupling device comprises a plurality of telescoping parts including the outer or handle part 134, which includes a round bar bent intermediate of its ends into an eye which is pivotally mounted in the clevis 132. One end of part 134 is formed into a depending handle 136 and the other end is turned laterally and secured to the outer end of the tubular member 138. This member 138 is a rectangular tube of substantially C-shape in section as clearly seen in FIGURE 8. The handle part thus comprises the handle end 134136 and the tubular telescoping part 138. This part 138 extends toward the coupler and telescopes within the intermediate part 140 of the device which is also a tubular part having secured at its innermost end a short extension of rod 142 which terminates in a hook projecting within the lever support 144 secured to the side of support 51) of the former modification, and supports the inner end of the telescoping sections 138 and 140. These telescoping sections compensate for the longitudinal and lateral movements of the striker 146.

Mounted upon the upper surface of the section 140, is an offset lever guide 150 formed of round rod, the ends of which are bent backwardly upon said rod and secured to said upper surface as shown in FIGURE 5. The rod 15% is thus supported in spaced parallel relation to the plane of the side of the section 140, and is substantially coextensive with said section 140.

The inner part of the uncoupling mechanism is shown in 152 and this part is identical in all respects to the part 15 of the first described modification. This part comprises a round rod which at its inner end is formed into a hook 154- that is hooked into the .lock lifter of the coupler. From this hook outwardly, part 152 angles around the face of the striker and at its outer end is provided with an upturned portion forming an elongated eye 156 which passes around the lever guide 150 with the free end 158 depending from eye 156 behind the rod 152 to aid in the counterclockwise rotation thereof.

The tubular portions 138and 140 each extends about two thirds the distance between the bracket and lever support 144 which means that they overlap each other about one third of said distance. It will be noted that the intermediate tubular portion is provided with two stops 147, one adjacent either end of the portion 149. As shown in FIGURE 7, these stops 147 are rectangular pieces of material which span the longitudinal opening in portion 140.

The handle lever portion 138 is provided at its inner end with an inner stop 148 which is secured to the web of the C-shaped tubular portion 138 and projects outwardly through the longitudinal opening in portion 140 between and in the path of movement of the stops 147 as stop 148 moves with portion 141) relative to portion 138. Thus the movement of the two tubular members 138 and 140 is limited to the distance between the two stops 147.

Thus it is apparent that when the device is mounted on a car as described and counterclockwise rotation is imparted to the handle 136 the part 138 Will be similarly rotated, moving the entire intermediate part 140 therewith which will also impart similar rotation to part 152 so that the hook 154 will raise the lock lifter of the coupler and unlock the coupler.

From the above teaching it will be apparent to those skilled in the art that there has been provided a coupler operating mechanism which will unlock a coupler mounted in a sliding center sill and cushion underframe arrangement, wherein the coupler has unusually long travel and wide side swing. ,When the handle portion is operated to cause the device to orbit counterclockwise about the pivotal point of the handle, it will translate this motion to the hook, which in turn so actuates the locklifter in uncoupling the coupler.

I claim:

1. An uncoupling lever for car couplers comprising a plurality of parts, one of said parts comprising a pair of parallel rods, one of said rods having an offset eye formed therein providing means for pivotal mounting of said part adjacent the corner of a car end, a handle extending from said eye substantially normally to the axis of said rod, a coupler operating part having a hook at one end for attachment to the lock litter of a car coupler, and an intermediate part comprising a channel having means for slidable and non-rotatable support upon said parallel rods, and means secured to said intermediate part and supported thereby laterally therefrom for sup porting the outer end of the coupler operating part nonrotatably and slida'oly attached thereto, the inner end of said intermediate part terminating in means for attachment to a coupler striker for rotatably supporting same.

2. The structure set forth in claim 1, said second mentioned means comprising an ofiset rod, disposed in a plane parallel to and spaced from said channel.

3. The structure set forth in claim 2, the outer end of the coupler operating part comprising an eye slidably and non-rotatably mounted on said offset rod.

4. An uncoupling device for car couplers comprising in combination a bracket attachable to a car end, said uncoupling device comprising a plurality of parts, one of said parts having elongated parallel rods, a handle epending from one of said parallel rods, a clevis on said bracket for rotatably receiving said handle, another of said parts having means at its inner end for attachment to the lock lifter of a car coupler for rotation of said lock lifter upon counterclockwise rotation of said device, an intermediate part having means at its inner end supported by the striker of said coupler said intermediate part being slidably and non-rotatably supported by said parallel rods, and said intermediate part having means, supported thereby in a spaced vertical plane, slidably and non-rotatably supporting the outer end of said another part, whereby the intermediate part may slide on said parallel rods and said another part may non-rotatably slide on said intermediate part to compensate for relative lateral and longitudinal movements of the car body and coupler, and be rotated thereby to operate the coupler.

5. In an uncoupling device for car couplers, comprising a bracket, a handle portion comprising a pair of elongated parallel bars pivotally supported by said bracket, and a handle depending from one of said bars for rotating said bars in a counterclockwise direction, a coupler operating portion comprising a hook at one end engageable with the lock lifter of a coupler for rotation thereof upon rotation of said coupler operating portion, and an intermediate portion non-rotatably slidable on said parallel bars and pivotally supported at its inner end on the side of the striker and means supported by said intermediate portion in a plane spaced from and parallel therewith for slid-ably and uon-rotatably receiving the outer end of said coupler operating portion where by rotation of said handle portion correspondingly rotates the other portions and operates the coupler.

6. An uncoupling lever for car couplers comprising a plurality of parts, a handle part having a laterally eX- tending portion, and a handle issuing normally from one end of said laterally extending portion, a coupler operating part comprising a hook at one end engageable with the lock litter of a coupler for rotation thereof upon rotation of said coupler operating part, and an intermediate part non-rotatingly and slidingly connected to the handle part, means extending laterally from said intermediate part to slidably and non-rotatably support the outer end of the coupler operating part, the inner end of said intermediate part being supported by the coupler striker, whereby operation of said handle to rotate said laterally extending portion will translate said motion to the lock lifter of said coupler for operation of said coupler.

7. An uncoupling lever for car couplers compn'sing a plurality of telescoping and non-rotatably slidable parts, the outer end of the outer part being pivotally mounted adjacent the outer lower corner of a car end, the inner end of the inner part having a hook for attachment to the lock lifter of a car coupler, and an intermediate part slidably and non-rotatably connected to the inner end of the outer part, and outer end of the inner part, said slidable connection with the inner part comprising means secured to said intermediate part, supported thereby in a spaced vertical plane, and means at the outer end of said inner part slidably and non-rotatably engaging said first mentioned means, whereby rotation of said outer part will cause like rotation of the other parts and operate the coupler.

8. The combination set forth in claim 7, two of said telescoping parts comprising rectangular tubes slidable one Within another, one of said parts being the intermediate part, and having said first means secured thereto.

9. The combination set forth in claim 8, said telescoping tubes comprising the outer and intermediate parts, the intermediate part having stops adjacent each end, and the outer part having a stop projecting laterally between and in the path of movement of the intermediate steps to limit the relative movement of said outer and intermediate parts.

No references cited.

ARTHUR L. LA POINT, Primary Examiner.

Claims (1)

1. AN UNCOUPLING LEVER FOR CAR COUPLERS COMPRISING A PLURALITY OF PARTS, ONE OF SAID PARTS COMPRISING A PAIR OF PARALLEL RODS, ONE OF SAID RODS HAVING AN OFFSET EYE FORMED THEREIN PROVIDING MEANS FOR PIVOTAL MOUNTING OF SAID PART ADJACENT THE CORNER OF A CAR END, A HANDLE EXTENDING FROM SAID EYE SUBSTANTIALLY NORMALLY TO THE AXIS OF SAID ROD, A COUPLER OPERATING PART HAVING A HOOK AT ONE END FOR ATTACHMENT TO THE LOCK LIFTER OF A CAR COUPLER, AND AN INTERMEDIATE PART COMPRISING A CHANNEL HAVING MEANS FOR SLIDABLE AND NON-ROTATABLE SUPPORT UPON SAID PARALLEL RODS, AND MEANS SECURED TO SAID INTERMEDIATE

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