US3438512A - Railway-car coupler centering device - Google Patents

Description

April 15, 1969 w, METZGER ETAL 3,438,512

RAILWAY-CAR COUPLER CENTERING DEVICE Filed June 22, 1967 sheet A of 2 Z I 4 a I l I f Em J liti-T1236 April 15, 1969 w 1 METZGER ET AL 3,438,512

RAILWAY-CAR COUPLER CENTERING DEVICE Filed June 22, 1967 Sheet Of 2 I A gj/42 ILT-8 f5 mvENroRs United States Patent O 3,438,512 RAILWAY-CAR COUPLER CENTERING DEVICE William J. Metzger, East Cleveland, and Kenneth L. De

Penti, Mayfield Heights, Ohio, assignors to Midland- Ross Corporation, Cleveland, Ohio, a corporation of Ohio Filed June 22, 1967, Ser. No. 648,153 Int. Cl. B61g .7l/04, 9/12, 3/22 U.S. Cl. 213-20 6 Claims ABSTRACT F THE DISCLOSURE In spite of the numerous devices of the prior art for centering couplers, the tendency to build special types of railway cars, especially, long cars which include couplers with extra-long shanks involves facing up to and overcoming, if possible, certain disadvantages which arise, for example, out of the greater overhang of end portions of a car body with respect to the trucks thereunder. To a major degree, the construction of the prior art devices is concentrated in the striker casting or carrier-iron region of railway vehicles. Because the shanks of the longer couplers require a great range of lateral movement relative to the carrier-iron, the type of centering mechanism concentrated adjacent the end sill of the car must be of sufficient length in the transverse direction of the car and more complicated. Such greater costs and design problems involved are such as to be materially :objectionable to the car builder. Moreover, the long-shanked couplers are substantially heavier and are difcult to shift to one side upon release of the centering mechanism. It is thus advantageous for a trainman to be able to use both hands in shifting a coupler sidewise along the carrier arm as he prepares one car for coupling with another on curved track.

Hence a principal object of the invention is to provide mechanism for centering automatic elongate shank-type couplers, especially couplers having extra-length Shanks, which is of rugged, simplied design, trouble-free, and may be manufactured at comparable or less cost than other commercial designs now commercially available.

A further object is to provide mechanism in accordance with the foregoing object that is convenient to operate preferably at the side of the car, and may be operated to a coupler-releasing condition after which the operator has complete bodily freedom to shift the coupler.

Another object correlating with the above objects is to provide a control facility within the mechanism for releasing the coupler from the primary centering medium which becomes automatically inactivated or neutralized as the coupler is shifted to a lateral position.

The above and other objects which may become apparent herein are achieved in a centering mechanism based in the underframe of a railway vehicle of which its principal features are a cantilever arm attached to the underframe generally along a longitudinal vertical plane of the vehicle with a frontward or distal portion of the arm resiliently yieldable in both horizontal directions from its neutral position and also yieldable downwardly from neutral position. The arm is normally located immediately under the coupler shank. To `permit uncoupling of the arm from the coupler shank, the shank and a forward portion of the arm comprise detent means comrice prising a portion on each which normally interlock but are disengageable to allow the coupler to move freely of the centering mechanism.

To operate the detent means, an operating lever is provided preferably on the underframe but may ralso be provided on the arm or the coupler shank, to produce a separating force acting downwardly on the arm to deect the arm sufficiently to move the detent portions out of interlocking relationship.

In a preferred embodiment, the operating lever is va crank rotatably mounted on the underframe in cam relation with a cam follower connected integrally with, or forming a forward portion of, the arm. The detent portions are in the form of a tongue and a saddle interlockable therewith. They are only partially displaced out of vertically overlapping relationship at full downward deflection by the operating lever or crank. However, the saddle ridges and the tongue have beveled extremities which cause instantaneous downward deflection of the arm as the tongue passes over one ridge or the other of the saddle. The lever is counterweighted to cause reverse rotation thereof to initial position whenever instantaneous release from the cam follower occurs. The outer sides of the saddle are beveled throughout the full range through which the tongue has vertical overlapping relation with the saddle to allow automatic entry of the tongue into the notch between the ridges as the coupler shank returns to centered position |and interlocked relation with the arm.

In the drawing with respect to which the invention is described:

FIG. l is a fragmentary longitudinal elevation of a railway-car underframe, coupler, and centering mechanism with certain parts in section along a longitudinal vertical plane;

FIG. 2 is a fragmentary plan View of the centering mechanism and adjacent structure shown in FIG. 1 at neutral condition with parts in section along line II-II of FIG. l to eliminate from the view overhead coupler or other draft rigging structure;

FIG. 3 is a fragmentary plan View of the centering mechanism of FIG. l similar to FIG. 2 except that parts of the centering mechanism are shown in laterally Vdeflected condition resulting fnom angling of the coupler;

FIGS. 4 `and 5 are fragmentary side elevation and end elevation views, respectively, of the detent releasing mechanism as positioned before the coupler shank is moved out of vertical alignment with the centering arm;

FIG. 6 is a fragmentary end view with parts in section and carrier iron structure broken away showing the coupler shank and centering ymechanism in interlocking relationship corresponding to a position of parts as found in FIGS. l and 2; and

FIGS. 7 and 8 are similar to FIGS. 5 and 6 except for shifts of position of parts, FIG. 7 illustrating the coupler shank out of centered relation with the centering arm, and FIG. 8 showing the coupler shank having moved to fully angled position and the centering mechanism restored to upper position.

FIG. 1 is a partially sectioned elevation view which includes a portion of a railway car underframe 5, a shank member 6 of a coupler 7, the head portion of a yoke 8, a coupler-to-yoke pin 9, and a centering mechanism 10. Because the embodiment shown includes a coupler of which its shank is of greater than standard length, the underframe 5 includes a center sill of the standard double Z-type terminating inwardly of the end of the car and connecting to the car end structure by an A-frame cornprising diverging elements 15 and :16 tide together adjacent the outer or front ends by a cross element 17 functioning as a carrier iron. The carrier iron is capped by a wear plate 17a.

FIGS. 1, 2, and 6 are different views depicting both the coupler and the centering mechanism at neutral interlocking condition. Major components of the mechanism include a cantilever arm 18, a compression spring 19 seated on a front facing spring seat 21 defined by a rear web 22 of the arm 18, a tie bolt 24, which holds the spring 19 in a state of initial compression, a rocker washer 25 having a front wedge portion received in a valley 26 defined by a transverse underframe element 28, a cam lever or crank 30 rotatably supported by bearings 32 and 33 (see FIG. 2) of A-frame elements 15 and 16, respectively, and detent means comprising a tongue 34 xed to the arm 18 in a saddle formed of ridges 35, 36 axed to the underside of the shank member 6.

The arm 18 pivots or rocks from side to side about similar fulcrum bosses 29a, 29b projecting forwardly from the front surface of the frame element 28. The bosses 29a, 29h are received at neutral position of the arm in recesses 31a, 31b, respectively, of the web 22. Hence, the actual pivot axis of the arm .18 is transferred from boss to boss as the arm pivots toward one side or the other. As FIG. 1 shows, the bosses 29a, 29b are elongate in the vertical direction. While it is possible for the arm to swing vertically to a minor extent about the upper or lower extremities of these bosses as upper or lower fulcrums, arm deliection in the vertical direction is derived primarily through bending of the arm. In the absence of the bosses, the rear surface 23 of the web 22, being generally arcuate may function as a rocking surface of the arm especially if the rocking surface has a fiat center section as shown. The tie bolt 24 extends through hon'- zontally aligned apertures in the frame element 28 and the web 22. in approximately centered relation -with the height of the rocking surface 23.

To enable disengagement of the coupler shank 6 from the centering mechanism and sidewise shifting of the coupler about its pivotal connection with the underframe of the car as provided at a coupler pin 9, the arm 18 comprises a cam follower 38, i.e., the forward most portion of the arm 18, which receives a cam portion 39 of the lever or crank 30.

As shown in FIG. 4, the crank 30 is arranged so that when rotated to its operative, or arm-depressing position, the cam portion 39 is stopped by an upturned section 41 of the arm which defines the rear extremity of the camfollowing portion 38. The arm is thus contoured to form a stop for the cam as well as a cam follower. At this position of the crank handles 42, 43 at opposite sides of the car are inclined slightly rearwardly from an axis or a vertical plane through the bearings 32, 33, and in the direction of rotation for returning the crank to its inoperative position as shown in FIGS. 1, 2, and 6. In this manner, the crank is counterweighted with respect to its axis of rotation through bearings 32, 33 to enable automatic rotation to an operative position whenever the cam 39 of the crank is instantaneously released from its frictional contact with the cam follower 38.

FIGS. to 8 show that the ridges 35, 36 which form the tongue-receiving saddle along the underside of the coupler shank 6 have vertical inner surfaces 44, 45 respectively, which are parallel to each other and parallel to outer vertical surfaces 46 and 47 of the tongue 34. As shown in FIGS. 1 and 6, the vertical surfaces of the tongue and the ridges are in vertically overlapping relationship at the interlocked condition of the coupler and centering mechanism. This interlocking condition is maintained whether the coupler is centered along the longitudinal vertical plane M-M of the vehicle as shown in FIG. 6 or angled to a lateral position as indicated by the location of the ridges 35 and 36 shown in FIG. 3. That is to say, the arm 18, when interlocked to the coupler shank, is maintained in substantial vertical registry with the coupler but whenever the coupler 7 becomes disengaged from the coupler of an adjacent railway car, the

4 arm will restore the coupler to the position of FIGS. 1, 2, and 6.

However a paramount requirement is that the centering mechanism be disengageable from the coupler to permit manual shifting of the coupler to angled positions required when a trainman finds it necessary to align opposed couplers in positions assuring the coupling of cars on curved track. The condition of the centering mechanism for permitting movement of the coupler out of vertical registry with the arm is shown in FIGS. 4 and 5 wherein the crank 30 has been rotated through approximately 90 degrees from the position of FIG. 1 to depress the arm 18 to a level wherein the upper extremity of the tongue as exemplified by its top surface 48 is disposed at a level just below the lower extremities of vertical surfaces 44, 45 of the ridges. At this level, an upper portion of the tongue is horizontally opposite lower inner bevel surfaces 51, 52 of the ridges 35, 36, respectively.

FIG. 7 illustrates that the coupler shank 6 has been moved slightly toward the right to the extent that the bevel surface 51 has reached a condition of engagement with the tongue 34. Obviously, further movement of the coupler will produce camming action on the tongue as the tongue passes under the apex 56 of coupler ridge 35 and the arm 18 will thereby be `depressed from the position shown in FIG. 7. Obvious from FIG. 4 is that any further slight depression of the arm 18 will cause a loss of contact of the cam follower 38 with the cam 39 whereupon the weight of the handles 42, 43 will cause rotation of the crank 30 away from the cam follower. The arm 18 will thus return upwardly to the neutral unstressed position shown in FIGS. 1 and 8.

The coupler 7 may be returned from a position of FIG. 8 to the position of FIGS. 1, 2, and 6 manually. However, if the coupler is assumed to be in the position of FIG. 8 and coupled with the coupler of another vehicle, interlocking relationship of the centering system and the coupler is readily restored as the cars pass onto straight track. Restoration of centering function is enabled by the provision of relatively long cam or bevel surfaces 54, 55, which extend the full range of maximum vertical overlap of tongue 34 with the ridges 35, 36 unless the tongue is also beveled. In the latter case, the outer bevel of the ridges may be reduced to the extent that the tongue is beveled.

When the coupler 7 is moved toward neutral centered position relative to the plane M-M, the surface 54 of ridge 35 engages the tongue 34 and cams or forces the arm 18 downwardly until the apex 56 of the ridge has passed over the tongue 34. As the tongue 34 reaches centered relation with the notch 58 defined by the ridges 35 and 36, interlocking relationship of the tongue with the ridges shown in FIG. 6 is established.

The invention may also be used without further modication on cars which have a vertically-movable vertically-resilient carrier iron or support for the coupler shank. Typical of such vehicles, are cars which are equipped with the Alternate A.A.R. (Association of American Railroads) Standard F-type coupler connected in universally pivoting relation with the car draft rigging. The F-type coupler is exemplary in this respect of any type of coupler which interlocks with another to avoid relative vertical movement of coupled couplers. The downward flexibility of the centering arm 18 is adequate to avoid any overstressing of the arm or its supporting structure during unusual downward swinging of the F-type coupler. Disengagement of the tongue and the saddle may occur on unusual upward movements of the F-type coupler but interlocking relationship is restored again as soon as the coupler reaches an approximately neutral position.

What is claimed is:

1. In combination with an underframe, draft rigging, and a coupler of a railway car, said coupler having a shank member in general proximity to an underframe member and a head disposed forwardly in the longitudinal direction of the car from a pivotal connection of the coupler shank with the car underframe, a device for providing resilient lateral support of the coupler within the underframe comprising:

an elongate arm member having a rear portion thereof attached to a xed portion of the underframe and extending at its neutral position in genera-lly horizontal alignment with a longitudinal vertical plane of the vehicle passing through said pivotal connection within a region directly underneath said shank member, said arm member Ibeing supported in cantilever relation to the un'derframe with a for-ward end portion thereof being resiliently displaceable in opposite horizontal directions lfrom said neutral position, said forward end portion being also resiliently deilectable downward Ifrom its level at said neutral position; detent means comprising portions on said shank member and a forward portion of the arm member in vertical alignment and interlocking relationship at neutral positions of the coupler and the arm member; said detent portions, when interlocked, retaining said arm member and the coupler in vertical registry at positions in either lateral direction from respective neutral positions; a cam follower attached to one of said members; cam means rotatably attached to another of said members, said members supporting the follower and the cam means being related to each other to enable springing of the arm member away from the shank member upon operation of the cam means, said cam means being rotatable and engageable with the follower to depress said arm member to a position enabling passage of said detent portions out of interlocking relationship upon movement of the coupler in a lateral direction; said cam means and said follower being shaped so as to retain the cam means by friction with the follower when the cam vmeans is rotated to a position corresponding to said depressed position of the arm member; said members comprising deecting means for oscillating the arm member instantaneously downwardly from said position thereof upon slight lateral movement of the coupler in either direction to interrupt said frictional retention; and sai-d cam means being counterweighted to effect reverse rotation out of said position thereof. 2. The combination of claim 1 wherein: said cam means is a crank rotatably mounted on said underframe member, said follower is a forward portion of said arm member, and the crank has a swingable cam portion engaging said follower; and said crank has a handle portion disposed in radial relation with an axis of crank rotation for returning the crank by gravity to an initial inoperative position of the crank. 3. The combination of claim 1 wherein means for attaching said arm member to the underframe comprises:

a xed car frame element, means connecting a rear portion of the arm to the element disposing the arm in horizontal pivotable relation with the underframe; and

resilient means for urging the arm to neutral position.

`4. The combination of claim 1 wherein:

said detent means comprises a tongue attached to one member of said arm and shank member, and a saddle on the other of said arm and shank members dening a notch'for receiving said tongue, and said tongue and the notch have straight-sided portions in vertically overlapping relationship at neutral interlocked condition;

at least the distal extremity of one of said detent portions having beveled surfaces in vertically overlapping relation vvith the other at said depressed position of the arm enabling movement of the coupler in either lateral direction out of interlocked relation with the arm as said beveled surfaces cam the arm downward.

5. The combination of claim 4 wherein:

the saddle comprises a pair of spaced ridges which dene the notch and lateral outward bevel surfaces extending the full range of vertical overlap of both the saddle and the tongue whereby the arm member is ca-mmed downward to allow the tongue to pass over one of said ridges to reach sai-d notch as the coupler moves from an angled position to neutral position.

6. The combination of claim 1 wherein:

said detent means comprises a tongue attached to the arm ymember and a saddle attached to the shank member providing a notch for receiving said tongue, said tongue and the notch having vertical surfaces in vertically-overlapping relationship at neutral interlocked condition; and

said saddle comprises a pair of ridges defining said notch, each ridge having an outer beveled surface sloping laterally outwardly from its distal extremity through the -full range of said vertically overlapping relationship, and a shorter inner beveled surface sloping from said extremity through the range of vertical overlapping relationship of the tongue with the saddle at said `depressed condition of the arm member.

References Cited UNITED STATES PATENTS 1,112,897 10/1914 Downing 213-20 1,154,040 9/ 1915 Milliken 213--16 1,231,619 7/1917 Krakau 213--16 3,108,697 10/1963 Metzger 213-21 3,258,131 6/1966 Manyek 213-19 DAYTON E. HOFFMAN, Primary Examiner.

U.S. Cl. X.R.

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