US365278A

US365278A - Car-coupling

Info

Publication number: US365278A
Authority: US
Publication date: 1887-06-21
Anticipated expiration: 1904-06-21

Description

(No Model.) 2 Sheets-Sheet 1.

D. H. SHERMAN.

GAB. COUPLING,

No. 365,278. Patented June 21, 1887.

N. PETERSv Fhollrljhmgrapher, Washington, my C.

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

D. H. SHERMAN.

OAR COUPLING. I No. 365,278. Patented June 21, 1887.

(3y QM WM UNITED STATES DAVID H. SHERMAN, OF \VAUKEGAN, ILLINOIS.

CAR-COUPLING.

SPECIFICATION forming part of Letters Patent No. 365,278, dated June 21, 1887.

Application filed January 20, 1887. Serial No. 224,938. (No model.)

To all whom it may concern.-

Be it known that 1, DAVID H. SHERMAN, a citizen of the United States, residing at \Vauke 'an, in the county of Lake and State of Illinois, have invented a certain new and useful Improvement in Oar-Couplings, which is fully set forth in the following specification, reference being had to the accompanying drawings, in which Figure l is aplan view ofastrncture embodying my invention; Fig. 2, afront elevation of the same; Fig. 3, a central longitudinal section taken on the line :vwof Fig. 1; Fig. 4, a detail plan section taken on the line 7 3 of Fig. 2; Fig. 5, a detail View similar to Fig. 6, showing the manner of inserting the link-guiding arm in place; Fi 6, a similar view showing said arm in place; Fig. 7, a detail plan view of said arm detached; Fig. 8, a detail plan view of the socket-piece and coupling; Fig. 9, a side elevation of the outer end of the linkgniding arm, and Fig. 10 a detail view of the under side of the inner end of said arm.

Like letters refer to like parts in all the figures of the drawings.

My invention relates to carcouplers, and has for its object to provide means for guiding the coupling-link and means for raising and lowering the coupling-pin; and to these ends my invention consists in certain novel features. which I will now proceed to describe, and will then particularly point out in the claims.

In the drawings, A represents a portion of the car-body, to which the draw-bar B is attached in any approved manner. The said draw-bar is provided with a central recess, 1), to receive the coupling-link O. This recess is of a proper width to admit the couplinglink, and is provided with a rearward extension, I), of less width than the coupling-link, so as to prevent the same from passing too far back into the draw-bar.

D indicates a pivoted arm arranged within the recess in the draw-bar, and adapted to rest normally in a horizontal position in the top of the said recess, or in a suitable seat, 12 formed in the top of the same, of sufficient size to re ceive the. same. This arm is curved laterally at its forward end, as shown, in order to permit the coupling-pin O to be freely inserted into and withdrawn from the draw-bar, which is provided with the usual vertical aperture,

0, to receive the said pin. The pivot or axis of rotation of this arm is located at the top of the recess in the draw-bar, and preferably at a point in advance of the aperture 0, which receives the coupling-pin, the entire arm resting normally within the seat I, in the top of the recess in the draw-bar, where it is out of the way of the coupling-link, and it is protected from injury thereby. The rear end of the arm D, when in position, is central within the draw-bar, and extends back into the narrow port-ion b of the recess 1). Thearm D may be mounted in the draw-bar in any suitable manner; but that which I prefer is that shown in the drawings, and which I have devised for the purpose. In this construction the arm D is provided with a pin, d, having thereon a locking projection, J, said pin entering a corresponding socket in a sleeve, E, which passes through a corresponding aperture, I)", in the side of the draw-bar near the top thereof. Thepin d is secured in thesoeket in the sleeve E by means of a pin or screw, 0, and is additionally held by the engagement of its projection d in a corresponding notch, c, in the end of the sleeve.

F indicates the operating-rod of the arm D, said rod being connected to the sleeve E by a universal joint consisting of a connectingpiece, F, pivoted to said rod by a pivot-pin, f, and to the sleeve by a pivot-pin,f, arranged at right angles thereto. The rod F is bent to the rear, as shown, and is provided with a 'bearing, f, secured to the car-body, and preferably to the under side of the cross piece or sill. The bending of the rod to the rear is preferred for the reason that it leaves a large space between the cars when they are coupled, thus permitting ready access between the same. The bearingf is inclined, so that the axis of rotation of the rod F passes through the said bearing centrally and is on a line with the universal joint connecting the said rod with the arm D. A weighted handle or leverarm, F, arranged on the rod inside of the bearingf", for the purpose hereinafter stated, serves not only as a means for operating the rod and arm, but also for holding said arm normally in its raised position. Of course a separate weight or a spring may be employed for this latter purpose; but I prefer the construction shownv and described.

In the rear of the aperture 0 there is formed in the bottom 'of the recess 12 in the draw-bar B a recess or aperture, G, the front wall of which is beveled off rearward and downward, as shown at 9, said recess G being of sufficient depth to permit the depression of the rear end of the coupling-link O in the manner indicated in dotted lines in Fig. 3 of the drawings. In the present instance I have shown this recess as formed by an aperture passing entirely through the under wall of the draw-bar; but such a depth is of course not necessary. The

coupling-pin O is provided with a notch, c, I

in its front lower portion, and has pivoted to V its upper end a link, H, (shown as a double link in the present instance,) said link being in turn pivoted'to the forward end of an arm, I, the rear end of which is pivoted to the front of the car-body. The pivoted joint between the link H and arm I is protected by means of a guard, consisting of a V-shaped piece, H, mounted on the pivot-bolt, as shown, for the purpose hereinafter described.

J indicates a shaft extending across the front of the car, and provided at a point underneath the arm I with a projection, J, having in the present instance the form of a crank or bend. At each end the shaft J is provided with an arm or handle, j, formed preferably by bending the shaft at right angles, and a locking bolt, 9', is mounted, as shown, on the front of the ear-body, near each side thereof, and is capable of being projected out beyond the side of the car.

The operation is as follows: Owing to the conformation of the arm D and the contracted size of the recess 1) and its rear portion, 1), it would be impossible to place said arm in position within the draw-bar if the portion thereof which forms the pivot were of equal diameter with the aperture through which it passes. By my construction, however,'I am enabled to introduce the small pin d into the aperture Z) by turning the arm into the position shown in Fig. 5 of the drawings, and may then hold the same in the position shown in Fig. 6, while the sleeve E is applied from the outside and secured in position, as shown in Fig. 4. It will be seen that the sleeve E, fitting snugly within the aperture 1), forms a firm bearing for the arm, while at the same time said arm may be readily placed in position. When it is desired to raise the outer end of the link 0, as in the case where the draw-bars are of different heights, the guiding-arm D may be caused to bear against the rear or inner end of the link, and will force said rear end downward into the recess G, thereby raising the front end in the manner shown in dotted lines in Fig. 3 of the drawings. The under side of the rear end of the arm D is flattened for this purpose, as shown in Fig. 10. This lifting of the link may be done even when the link is in the extreme forward position shown in full lines in Fig. 8, the beveled front wall, 9, of the recess G permitting the rear end to descend even in this position.

The link is thus guided, through the medium of the rod F, from the side of the car, thus obviating the necessity of going between the ears to guide the linka proceeding attended with great danger. The weighted arm F holds the arm D in a normally-elevated position, as

ter would be torn out in case of the accidental tearing-away of the draw-bar, or would have to be removed to permit the removal of the draw-bar. The coupling-pin O is operated through the medium of the shaft J, the projection J on which comes in contact with the arm I as said shaft is rotated, and raising said arm also raises the pin through the medium of thelink H. The pin will descend of its own weight when the shaft returns to its normal position, which it does by reason of the superior weight of the projection or crank J. The pin may be held up positively,when desiredas, for instance, when the ear is standing on a siding-by causing the bolts 9" to project in the rear of the arms 9' on the ends of the shaft J, thereby preventing the rotation of the shaft.- The pin may also be held temporarily in a raised position by causing the notch c to catch upon the upper edge of the aperature c in the position shown in dotted lines in Fig. 3.

The coupling-pin may be operated independently of the shaft J,With which it is in no way connected, or it may be operated entirely through the medium of said shaft from the side of the car without exposing the operator to the dangers attendant upon a position between the cars. 7

The guard H is for the purpose of protecting the arms I from breakage. In case the draw-bars are compressed to such an extent thatthe ends of these arms,whichare attached to the car-body, and therefore do not move with the drawbar's, meet, theseV-shaped pieces will deflect the meeting ends of the arms I laterally, and will thus prevent the fracture which would follow if they met end on an were not deflected.

It is obvious that various modifications in the details of construction and in the arrangement of the parts may be made without departing from the principle of my invention, and I therefore do not wish to be understood as limiting myself strictly to the precise details her'einbefore described, and shown inthe drawings.

Having thus described myinvention, what I claim as new, and desire to secure by Letters 7 w V V p r its forward end in front of the coupling-pin aperture and extending rearward to bear upon the rear end of the link when depressed, and a rod connected to said arm and extending to the side of the car to operate the same, substantially as and for the purposes specified.

2. In a car-coupler, the combination, with the draw-bar, having the recess G in the rear of the coupling-pin, and the coupling-link, of a link-guiding arm arranged within the drawbar at the top thereof, pivoted at its forward end in front of the couplingpin aperture and extending rearward to bear upon the rear end of the link when depressed, and a rod connected to said arm and extending to the side of the car to operate the same, substantially as and for the purposes specified.

3. In a car coupler, the combination, with the draw-bar B, having aperture 6, of the arm D, having pin d, the sleeve E, fitting in the aperture If and having a socket to receive the pin d, which is secured therein, and the operatingrod F, attached to said sleeve, sub stantially as and for the purposes specified.

4.. In a car-coupler, the combination, with the draw-bar B, having aperture 0 and the arm D, having pin (I, with projection d, of the sleeve E, having a socket to receive said pin, which is secured therein, and a notch, c,to receive the projection d, and the operating-rod F, connected to said sleeve, substantially as and for the purposesspecified.

5. In a car-coupler, the combination, with the draw-bar, the link-guiding arm, and the sleeve to which it is secured, of the guidingrod connected to said sleeve by a universal joint, bent rearward and extending through a suitable bearing on the front of the car-bod y, substantially as and for the purposes specified.

6. In a car-coupler, the combination, with the draw-bar and the link-guiding arm,ofthe operating'rod connected to said arm, extending through a bearing on the front of the carbody, and having the handle arranged on the inside of said bearing, substantially as and for the purposes specified.

7. In a car-coupler, the combination, with the draw-bar and the coupling-pin, of the arm I, pivoted to the car-body, the intermediate link, H, pivoted to the said arm. and to the coupling-pin, and the continuous transverse shaft J, bent outward at its center to form the crank or projection J, upon which the arm I rests loosely, substantially as and for the purposes specified.

S. In a car-coupler, the combination, with the draw-bar, the coupling-pin, the arm Land link H, of the shaft J, provided with projection J and arms j, and the locking-boltj, substantially as and for the purposes specified.

9u In a car-coupler, the combination, with the draw-bar having aperture c, of the coup ling-pin O,having notch c, the arm I,pivoted to the carbody, and the link H, connecting said arm and pin, substantially as and for the purposes specified.

10. In a car-coupler, the eombination,with

the drawbar, the coupling-pin, the arm I,piv-

DAVID H. SHERMAN.

\Vitnesses:

IRVINE MILLER, \V. O. CoR-LIEs.