US369975A

US369975A - westbbook

Info

Publication number: US369975A
Authority: US
Publication date: 1887-09-13
Anticipated expiration: 1904-09-13

Description

(No Model.)

F. A. WESTBROOK 81; W. S. COOK.

GAR COUPLING.

N0.- 369,975. Patented Sept. 13, 1887.

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UNITED STATES PATENT OEEICE.

FRANK A. \VESTBROOK, OF PORT JERVIS, AND XVINFIELD S. COOK, OF

MIDDLETOVVN, NElV YORK.

CAR-COUPLING.

SPECIFICATION forming part of Letters Patent No. 369,975, dated September 13, 1887.

Application filed June 27, 1887. Serial No. 242,657. (No model.)

To aZZ whom it may concern:

Be it known that we, FRANK A.\VESTBROOK and VVINFIELD S. COOK, of Port Jervis and Middletown, respectively, in the county of Orange and State of New York, have invented certain new and useful Improvements in Automatic Oar-Couplings; and we do hereby declare the following to be a full, clear, and exact description of the invention, such as will enable others skilled in the art to which it pertains to make and use it, reference being had to the accompanying drawings, which form part of this specification.

Our invention relates to an improvementin automatic car-couplings; and it consists in the arrangement and combination of parts, which will be more fully described hereinafter.

The object of our invention is to produce an automatic coupli'ngin which the parts are few, simple, and effective, and not liable to get out of order, and which will couple the cars together without the necessity of the brakeman having to Venture between the cars, and thus risk life and limb.

Figure 1 is a plan View of a coupling embodying our invention. Fig. 2is a side elevation of the same, the parts being removed so as to show the draw-head. Fig. 8 is a front view. Figs. 4, 5, 6, 7, 8, and 9 are detail views of the same.

A represents the center sills, and B the end sills, of the car. Extending downward from the under side of the end sill, B, are the two timbers G, which are separated a suitable distance from each other, and which are connected together at their lower end by a crossbar or stirrup, D. Applied to these two timbers O is the metallic casting E,which not only connects them together, but braces them rigidly in position, and which is provided with horizontal flanges,which extend backward under the timbers, as shown in Fig. 2. Through this casting E are made suitable bolt-holes, so that bolts can be passed through it and thus secure it rigidly in position. The timbers of the car are cutaway, as shown, so that the upper portion of the casting E can be forced up in between them, and thus held rigidly in position. The draw-head F is supported at its front end upon the stirrup D, and extends backward below the center sills, A, as shown in Figs. 1 and 2. The rear end of this drawhead F is provided with a socket, in which the draft-rod G is pivoted, by means of the bolt H, and which rod passes back through the draft-iron I, the two follower-castings, J M, the spring K, the washer L, and the buffing-iron N. The rear end of the draw-head F is made S-shaped, as shown, so as to form a knucklejoint with the follower casting J, which passes through the drafta'ron I, and is provided with a stop-flange upon its rear end, so as to abut against the draft-iron I, and with a recess in its rear end, so as to hold the spring K in position should the draft-rod G be withdrawn at any time. When the two drawheads run together for the purpose of coupling the cars, they push each other laterally at their outer ends, thus exerting a pull upon the draft-rod G, so as to compress the spring K, and the follower-casting J receives all the tension of the spring upon its front end until the heads pass the hooked parts and the spring causes them to snap together. The followercasting M has a socket in its inner end to receive the washer L and the automatically-0perating wedge O, the lower end of which is free to pass down through the opening in the bottom of the casting, as shown. The rear end of this follower M passes through the buffing-iron N, which is recessed between the two center sills, and is provided with perforated flanges which extend along the inner edges of the sills, as shown, and through which clamping-bolts are passed. The rear end of the draft-rod G is to be held as fully shown and described in the patent, No. 362,408, heretofore granted to us.

For the purpose of moving the outer free ends of the draw-heads, there is attached to the rear side of the end sill an endwise-moving plate or rod, P, which is slotted at both of its ends,and which catches over the two cranks Q, journaled in the end sill, as shown in Fig. 4. These cranks Q pass through the slots in the rods 1?, so that when one of the cranks is moved the plate or rod P is moved endwise in a corresponding direction. Upon this endwise-moving bar or rod 1? is the projection R, which, when in its normal position, rests in a I CC pocket formed in one of thetimbers O,as shown. When it is desired to move the draw-head to one side, so as to uncouple the cars, one of the cranks Qis moved so as to force the bar endwise, and thus bring the projection R against the side of the head. Owing to the shape of the slots in the rod P and the cranks, the rod will remain in whatever position it is placed. The lateral pressure of the projection R forces the head to one side sufficiently far to allow them to uncouple.

In the front end of each draw-head F is made a pocket, so as to receive the end of an ordinary coupling-link in case one of the draw- .heads here shown should be brought in contact with one of the draw-heads of the usual construction. The lower half of each head F is made deeper orlonger than the link-pocket opening, which prevents them from breaking each other when one car happens to be lower than the other. This lower portion of the head also greatly assists in strengthening it at that point where the greatest strength is needed.

Secured to the dead-woodT is a suitable socket, U, in which is placed a spiral spring, V. Extending into this socket and over the outer end of the spiral spring is the buffer W, which projects outward any suitable distance, and which has the rod X formed as a part thereof and extending back through the socket U and the spring V, and secured in place by means of a wedge which is passed through its end. The outer end of this buffer W extends outward as far as the outer end of the drawhead, and thus eases the running together of the cars. Secured to the front side of the end sill is the solid buffer Y, which is secured in position by suitablebolts, which extend through the timber, as shown. The two bolts which draft-bar connected thereto, the follower-cast- U ing, and the draft-iron through which the follower-casting passes,theinner end of the drawhead and the front end of the follower-casting being so shaped as to form a knuckle-joint,

substantially as shown.

2. The combination of the draw-head F, the draft-bar G,loosely connected thereto, the follower-castings J M, the draft-iron I, spring K, the wedge O, and the buffing-iron N,provided with flanges, substantially as described.

3. The combination, with the draw-head, of the endwise-moving rod B, provided with a projection, R, and having slots in its ends, with the cranks'Q, by means of which the rod is moved from either side of the car, substantially as specified.

4. The combination of the end sill, the vertical timbers O, the stirrup D, and the casting E, which connects the two vertical timbers 0 together, and which is provided with a horizontal flange to extend backward under the timbers, substantially as shown.

5. The combination of the dead-wood T, the socket U, the bufi'er W, provided with the perforated rod X, the spring V, and a key to pass through the rod,with the washer and an automatic tightening device, substantially as described.

In testimony whereof we affix our signatures in presence of two witnesses.

\Vitnesses:

AARON J. HORNBEOK, HENRY W. WIGGINS.