US339543A - Car-coupling - Google Patents

Description

(No Model.)

R. D. GILBS.

GAR GOUPLING. No. 339,543. Patented Apr. 6, 1886.

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CAR-COUPLING.

SPECIFICATION forming part of Letters Patent No. 339,543, dated April 6, 1886. Application tieaivnvemteraiae. senin No. 181,662. No model.)

To all whom t may concern..-

Beit known that I, vROBERT D. Gines, of Detroit, in the county of Wayne and State of Michigan, have invented a new and useful Improvement in Car-Couplings, of which the following is a specification. Y

My invention is au improvement in railwaycar couplings, and is hereinafter fully pointed out in the claims.

Figures l and 2 are perspectives of part of one end of a railwaycar with my coupling attached. Fig. 3 is a plan view, and Fig. 5 a side elevation, of the coupling. Fig. a is an end view of the dead-wood and coupling.

VA represents part of the end of a railwaycar and B represents the dead-wood.

D represents an iron bar, which is supported and fastened to the car precisely as is the ordinary link-and-pin draw-ba-r, which is too well understood to require explanation. The end of bar D projects forward of the deadwood B, and forward ofthe dead-wood a mon tise, L, Fig. 2, is formed in the upper and under surface of bar D, and the end of bar D is formed with a head, H, of the same horizontal thickness as bar D, but of less vertical thickness, as clearly shown in the drawings. The part of bar D which lies between the mortises and connects head H with the baris marked G.

C represents a hook-coupling, having the usual beveled face, K, and having at its point the usual slot,E, and pin-hole F, to permit the use therewith of the ordinary link-and-pin coupling. The coupling-hookGis slotted horizontally from side to side from its rear end to about the heel of the face K, as shown by dotted lines in Fig. 3, so that it will embrace the end of bar D, and has formed upon the inner surfaces of the slot two tenons, I I, which fit into the mortises L L, so that the shoulder' oi the tenons bears against the shoulders formed on bar D by the mortises LL and head H, and thus prevent the coupling-hook C from being removed from bar D by force applied in the direction of the length of said bar D, while at the same time the coupling-hook() can be slid on bar D horizontally in a direction at right angles to the length of said bar. I make the faces of the mortises L L and tenons I I on an incline leading forward from the plain side ofthe coupling-hook to thehooked side thereof, so that longitudinal strain applied to the hook has a tendency to cause said ,hook to slide on the fixed bar D, and thus retain its engagement with another hook coupled thereto. This arrangement is shown by the lines O O, Fig. 3.

S represents a spring, one end of which is secured to bar D or to some portion of the car, and its free end rests and presses against the coupling-hook C, as shown in Fig. 3.

g represents a rock-shaft hung in bearings f, secured to the dead-wood orother part of the end of the car, and having attached thereto a lever, e, which extends out toward the side of the car, and has also attached thereto an arm, h, which is connected by a shackle or chain, i', to the coupling-hook C. It will be readily understood that when the lever e is raised the arm h will swing and slide the coupling-hook C on bar D against the resi/stance of the spring S, as shown in Fig. 2, and that when lever e is released the spring S will restore the coupling-hook G to its original position.

rIhe bar D and hook C may be constructed of any suitable metal or combination of metals--as cast and wrought iron-and the tenons and mortises which hold the hook to the bar may be straight, as shown in the drawings, or dovetailed, if preferred.

The operation of my invention is so simple that it will be readily understood by all railway mechanics without further description, and it will he noticed that I avoid the necessity of swinging the whole draw-bar laterally, as is the case with many hook-couplings, and simply slide the hook laterally in the act of coupling or uncoupling two cars, while the rest of the draw-bar is stationary.

It is evident that the form of lever commonly used with the so-called Miller Coupling may be used with my invention instead of the rockshaft and lever shown by me.

I am aware that carcouplings have heretofore been composed of draw-heads having lateraily-sliding and interlocking spring-jaws, and also with interlocking spring-jaws having avertical movement. It will be understood, however, that I make no claim to interlocking spring-jaws, broadly, whether moving laterally or vertically.

What I claim as myinvention, and desire to secure by Letters Patent, is

1. The combination of the iixed draw-bar D,

having ahead, H, and provided with mortises per and lower surfaces, a coupling-hook hav- 1o L L, the coupling-hook C, having tenons I I, ing thereon inclined tenons adapted to t in sliding on the draw-bar at right angles with said mortises, substantially as shownand dethe line of draft, the spring S, and the rockscribed. shaft y, having a lever at one end and connected with the coupling-hook at its other` end, substantially as described.

2. In combination with a xed drawbar having lateral inclined mortises out -in its up- ROBERT D. GILES.

/Vitnesses:

GEO. W. MARSHALL, D. I. DAWSON.

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