US351756A - Car-coupling - Google Patents

Description

(No Model.) 2 Sheets-'Sheet 1.

I G. J. FERGUSON.

- .v GAR COUPLING. No 351,756. Patented Nov. 2; 1886.

WITNESSES: INVENTOR:

BY v M I I ATTORNEYS.

2 Sheets-Sheet 2.

(No Model.)

G.J.FERGUSON.

OAR COUPLING.

' No. 351,756. Patented Nov. 2, 1886.

III

INVENTOR ATTORNE WITNESSES:

UNITED STATES PATENT OFFICE.

GEORGE J ONES FERGUSON, OF GREENVILLE, TEXAS.

CAR-COUPLING.

SPECIFICATION forming part of Letters Patent No. 351,756, dated November' 1886.

Application filed January 20, 1886. Serial No. 189,233. (No model.)

To all whom it may concern:

Be itknown that I, GEORGE J ONES FERGU- soN, a subject of the Crown of Great Britain, residing at Greenville, in the county of Hunt and State of Texas, have invented a new and useful Improvement in Car Couplings, of which the following is a description.

vFigures 1 and 2 are side views of the coup ling applied to the end of a car, showing two different positions of. the coupling devices. Figs. 3 and 4 are vertical longitudinal sections of the draw-head, showing the two positions, Fig. 3 showing the same position as Fig. 2, and Fig. 4 the same position as Fig. 1. Fig. 5 represents details; Fig. 6, an underneath view of the car-frame and continuous drawbar. Figs. 7, 8, and 9 are detail views of modified forms of the continuous draw-bar.

My invention relates to automatic car-couphugs; and it consists in improvements in the coupling devices, in the uncoupling devices, and in a peculiar construction and arrangement of a continuous draw-bar, as hereinafter described.

In the drawings, A represents the draw-bar, whose mouth tapers at the front and sides and is lower at the rear than it is in front. In a vertical channel in the draw-baris arranged an h shaped coupling, U, whose position when coupled is shown in Fig. 4, and whose position when uncoupled and set for coupling is shown in Fig. 3. This coupling is inserted into the draw-head from the top, and is lifted to the coupling position by lift-arm V, and turns backward as it is lifted by the engagement of a hook on its rear side with a stop or abutment, X, in the draw-bar. When set for coupling, as in Fig. 3, the lower end of the rear branch of the coupling rests upon a horizontal cross-bolt, Y, and when in this position the entering link strikes the rear branch of the coupling and, throwing it off the bolt Y,

forces its front branch down and through the link and couples it positively.

The construction so far described does not differ materially from that shown and claimed in my previous application, Serial No. 178, 947, filed September 7, 1885.- The supporting-bolt Y for the coupling I utilize as a point of attachment for the continuous draw-rods hereinafter described. The lift-arm V is also slightly changed in shape, as shown, and the mouth of outside the draw-bar is secured a triangularlybentiron, O. A chain, D, connects the apex of iron 0 to lever E by staple G.

F is a gravity ball or weight arranged on an arm on the same shaft, P, with lever E, and which ball holds the lift-arm V up when the ball is moved forward and toward the end of car, and the coupler U open and set not to couple until the ball is moved back toward the center of car.

H is a bracket in which shaft P is journaled.

K is a rod and chain that extends to the top of car and connects gravity-lever L with the angleiiron G of lift-arm V.

M is a bracket and sheave, and L is a gravity lever and ball for uncoupling from the roof of car.

S is the buffer-block or dead-wood,and T is the buffer-spring.

W is a triangular plate on shaft P, which bears with one of its faces against 'a spring, W, and tends to hold the shaft and weight more certainly to either of its two positions in case of shock.

B B, Fig. 6, are draft-bars, which are secured to the draw-head on each side by bolt Y, and having hooked or enlarged ends a, Figs. 1 and 2, that pass around lugs b on the sides of the draw-head, so that the strain of pulling does not all'come upon the bolt Y, and so that if the draw-head becomes broken the car can still be pulled by the draft-bars B, the said bars being so arranged that they cannot be broken by being pushed back. These draft-bars pass in parallel position with the timbers I I through For taking up slack in this rod, a swivel-nut, G, is interposed, connecting its two ends.

C is a stirrup-shaped metal bar, which extends around the timbers I I, and supports the draw-bar, which latter is slotted or recessed at P a distance equal to the play of the drawbar, and the shoulders of which recess serve to catch against the stirrup-shaped iron and prevent the draw-bar from being pulled out in case its other connect-ion breaks.

To the dra\\'-bar,and in parallel position beneath it, is fastened bar L, which passes through a guide-hole in casting I and assists in guiding the draw-bar. The rearend of the draw-bar is reduced to a round bar, that passes through the casting 1, and has a nut behind it with enough slack to allow for the play of the draw-head, and, if all other connections should break, this bar would hold the drawhead in place, while in front of said casting, and between it and the larger part of the draw-bar, is a second bufferspring, S, that operates in conjunction with the front bufferspring behind the draw-head.

In place of spring E and the bar F, I may arrange these parts as shown in Figs. 7, S, and 9.

Z is a link to be used when the draw-head breaks outside of the draft-timbers.

Q, Figs. 3 and 4, is a narrow vertical slot that will admit link Z edgewise, and farther back the opening increases in width, so that the link can be turned fiat, and the lugs on .the link will engage with sides of slot Q and form a tongue-link for the next car.

Having thus described my invention, what I claim as new is 1. The combination,with.the draw-head and the coupling U, of the horizontal bolt Y, forming a support for the coupling when raised and tilted, and the independent outside draft-bars, B B, secured to the draw-head by the extension of the bolt Y through the same, substantially as described.

2. The combinatiomwith thedraw-head and the horizontal bolt Y, of the independent outside draft-rods secured by said bolt, and having an enlarged or hooked projection bearing against lugs on the draw-bar for additional strength of connection, as described.

3. The combination, with the draw-head, its coupling U, and the lift-arm V, of the bent angle-shaped iron 0, the chain D, lever-arm l with staple G, the ball and arm F, the rod and chain K, the sheave M, and the weighted arm u L at the top, forming an uncouplinggear, as described.

4. The combinatiomwith the drawhead and its coupling U and the lift-arm V, of the bent angle-iron G, chain D, lever-arm E, with staple G, ball-arm F,rod and chain K, sheave M. and weighted arm L, and the angle-plate \V on the same shaft with the arm E, and the spring \V, bearing against said angle-plate, as described.

5. The combination of the draw-heads at the opposite ends of a car, the outside draftbars, B B, secured to said draw-heads and extending toward the middle of the car, and connections between the saiddraft-bars, forming a continuous draft-bar, substantially as shown and described.

6. The combination, with the timbers I and J of the car, and the springseated draw-bars, of the stirrup-shaped iron the abutment and guide block or casting I, the draft-rods B B, the turn-plate J, the continuous rod F, connected to rods 13 B by plate and spring, and having screw-link G, for adjusting the slack, substantially as shown and described.

T. The combination, with the timbers I I, of spring-seated draw-bar having recess 1 the stirrup-shaped supporting-iron O, the guidebar L, and the abutment and guide-block or casting I, arranged between timbers I I, substantially as shown and described.

GEORGE JONES FERGUSON. Vi tn esses:

\V. 1?. TIME, I. E. GoULn,

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