US3814267A

US3814267A - Uncoupling device for railroad cars

Info

Publication number: US3814267A
Application number: US00208125A
Authority: US
Inventors: O Chierici
Original assignee: Holland Co
Current assignee: Holland Co
Priority date: 1970-06-15
Filing date: 1971-12-15
Publication date: 1974-06-04
Anticipated expiration: 1991-06-04

Abstract

An uncoupling device for railroad cars especially suited for hydraulically cushioned cars including those of the long travel cushioning type having the couplers mounted for cushion travels in response to buff and draft forces of up to about thirty inches of travel, in which the uncoupling device comprises a lever assembly including a handle member secured to the car body for providing the necessary pivotal movement to operate the coupler lock lifter, a coupler lock lifter member operably engaged with the coupler lock lifter, and a floating rectilinear housing telescopingly receiving rectilinear portions of each of said handle and lock lifter members. The lever assembly is shaped to be disposed below the path of movement of the interlock structure of type F couplers in the event of a passed coupler impact and yet be balanced against rocking tendencies due to train action without requiring mechanical restraint. The lever assembly also accommodates the maximum buff, draft and side swinging of the coupler without going solid.

Description

United States Patent 91 Chierici June 4,1974

[ UNCOUPLING DEVICE FOR RAILROAD CARS [ 75] Inventor: Osvaldo F. Chierici, Elmhurst, 111.

[73] Assignees Holland Company, Lombard, 111.

[22] Filed: Dec. 15, 1971 [21] Appl. No.: 208,125

Related US. Application Data [63] Continuation-impart of Ser. No. 45,987, June 15,

1970, abandoned.

[52] US. Cl. 213/166, 213/219 [51] Int. Cl. 361g 3/08 [58] Field of Search 213/166, 219

[56] References Cited 7 UNITED STATES PATENTS 2,803,354 8/1957 Sale 213/166 3.239.074 3/1966 Boone et al 213/166 Primary Examiner-Drayton E. Hoffman Attorney, Agent, or FirmMann, Brown, McWilliams & Bradway [57] ABSTRACT An uncoupling device for railroad cars especially suited for hydraulically cushioned cars including those of the long travel cushioning type having the couplers mounted for cushion travels in response to buff and draft forces of up to about thirty inches of travel, in which the uncoupling device comprises a lever assembly including a handle member secured to the car body for providing the necessary pivotal movement to operate the coupler lock lifter, a coupler lock lifter member operably engaged with the coupler lock lifter, and a floating rectilinear housing telescopingly receiving rectilinear portions of each of said handle and lock lifter members. The lever assembly is shaped to be disposed below the path of movement of the interlock structure of type F couplers in the event of a passed coupler impact and yet be balanced against rocking tendencies due to train action without requiring mechanical restraint. The lever assembly also accommodates the maximum buff, draft and side swinging of the coupler without going solid.

14 Claims, 21 Drawing Figures PATENTEDJUN 4 m4 3314.267

sum 1 or a INVENTOR OSVALDO 5 CHIERI WQ W ATT'YS.

PATENTEDJuu 4 um I 'SHEEHLBF8 INVENTOR OSVALDO F. CHlER/Cl PATENTEDJLIM 4 1914 sum 8 0F 8 ON ww IIE 22a 5 IINVENTOIL? OSVALDO F CHIERICI mmnznm 4m I 3.814267 sum 7 0r 8 'INVENTOR OSVALDO F CHIERICI ATT'YS PATGNIEDM 4 m4 meteors INVENTOR OSVALDO F. CHIERICI l l UNCOUPLING DEVICE FOR RAILROAD CARS This application is a continuation-in-part of my application Ser. No. 45,987, filed June 15, 1970 (now abandoned). I

This invention relates to an uncoupling device for railroad cars, and more particularly, to a telescoping type lever assembly to be carried at each end of the car for use in uncoupling the car coupler that is at that end of the car.

Prior to the acceptance of longer travel cushioning in the railroad field, coupler travel on buff and draft impacts was insufficient to be a real problem in the provision of practical uncoupling devices, but the longer travel cushioning now commonly encountered in railroad cars means that for a number of applications the uncoupling device must be adapted to accommodate coupler travels of up to twenty inches or more in the event of a draft or buff impact, as well as the comparatively wide coupler head swing that is involved in the longer shank type coupler that is increasingly. used in longer cushion travel and longer car applications.

A number of uncoupling device arrangements have been devised to accommodate the coupler travels of hydraulically cushioned cars, but they have presented other problems which have persisted. For instance, train action and coupler impacts can rock the uncoupler device sufficiently so that it operates to uncouple the car, or interfere withthe brakeline hose of the opposing car end. Furthermore, prior uncoupling devices of this type frequently require the coupler to be uncoupled for application of the uncoupling device thereto.

A principal object of this invention is to provide a basic uncoupling device that is adapted for use on cars having anything from standard draft gear cushioning up to cushioning on the order of twenty to thirty inches in buff and draft.

Another principal object of the invention is to provide an uncoupling device for application to cars equipped with sliding sill or end of car cushioning without having to uncouple the car, and without having to provide for mechanical restraint of the uncoupler device against rocking in the direction that will uncouple the coupler serviced by it.

A major problem that has developed for the railroads in utilizing the benefits of longer travel cushioning is the comparative frequency of passed coupler impacts and their damage to uncoupling devices where the coupler of the car impacting a given car has type F couplers, which are usually employed in piggyback cars and the like that have long overhang. In a passed coupler impact, the couplers of the impacting cars are disposed too much to either side of the car center line to couple, with the result that the coupler heads either miss contact altogether or hit with a glancing blow. When the heads pass to the side of the car having the uncoupling device, the uncoupling device may be seriously damaged, and this is particularly true when the coupler doing the damage is of the F type, due to the amount that the interlock structure of this type of coupler projects below the usual mounting level of uncoupling devices.

Another principal object of this invention is to provide an uncoupling device of the telescoping type that is shaped to avoid being damaged by a passed coupler impact and yet not require mechanical restraints against rocking, under train action or the like, in the direction that would uncouple the coupler.

Still another principal object of the invention is to provide a basic type of uncoupling device that may be used on most types of cars in service, and which can serve as the basis for a standardized uncoupling device application.

Other objects of the invention are to provide an uncoupling device that is telescoping in arrangement to accommodate coupler travel in draft and buff, but which does not go solid in normal use, to provide a coupler mounting arrangement that makes possible the setting of industry wide standards as to body bracket type, location, size, to provide an uncoupling device that may be readily applied to cars parked over track rail level floors, and to provide an uncoupling device that is economical of manufacture, convenient to install and use, and safe and long-lived in operation.

In accordance with this invention, the uncoupling device comprises a telescoping lever assembly including a handle member provided with a hand grip portion and a rectilinear portion, a lock lifter member including a lock lifter engaging portion and a rectilinear portion, and a floating housing member which slidably receives the handle and lock lifter member rectilinear portions in parallel relation. The parts of the uncoupling device are shaped and proportioned to accommodate passed coupler impacts without damage while avoiding the need of restraining springs or the like to hold same against rocking motion in the direction that would uncouple the coupler. The device is arranged so that'it can be applied with equal facility to the various types of hydraulically'cushioned cars in service as well as cars equipped with only standard draft gear cushioning, and yet never go solid in operation, and be readily applied to the car without uncoupling same even where the car is parked above a track level floor. Attachment to the car is by way of a single Z-shaped body bracket located at one side of the end of the car, and carrying a clevis which receives and pivotally supports the handle member of the device, with the lock lifter engaging portion of the lock lifter member being applied in the customary manner to the coupler lock lifter.

Other objects, uses, and advantages will be obvious or become apparent from a consideration of the following detailed description and the application drawings, in which like reference numerals indicate like parts throughout the several views.

In the drawings:

FIG. 1 is a fragmental diagrammatic plan view of one end of a railroad car having its couplers mounted for long travel cushioning movement in buff and draft, and showing one embodiment of the uncoupling device of this invention applied thereto, and the positions it assumes at maximum and minimum extended lengths as compared to the condition of the uncoupling device when the coupler is at its neutral position as to buff and draft cushioning positions and is in alignment with the center line of car;

FIG. 2 is a side elevational view of the car structure shown in FIG. 1, looking substantially along line 2-2 of FIG. 1;

FIG. 3 is an end view of the car structure shown in FIGS. 1 and 2, with the coupler head omitted for clarity of illustration and the coupler shank shown in section;

tion, and with the housing being sectioned substantially along line 4-4 of FIG. 3;

FIG. 5 is a view substantially along line 55 of FIG. 4, with the coupling device lock lifter member shown in elevation;

FIG. 6 is a view similar to that of FIG. 5 but illustrating a modified embodiment of the invention as adapted for application to cars having standard draft gear cushioning; FIG. 7 is FIG. 3 having applied to same a showing of the uncoupling device in the process of being applied to the coupler;

FIG. 8 is a plan view of a modified form of the invention, showing same in extended relation;

FIG. 8A is a fragmental cross-sectional view taken substantially along line 8A-8Aof FIG. 8;

FIG. 9 is a view similar to that of FIG. 8, but showing the uncoupling device of FIG. 8 in its contracted relation;

FIG. 10 is a side elevational view of the uncoupling device shown in FIG; 8; 1

FIG. 11 is a side elevational view of the uncoupling device shown in FIG. 9;

FIG. 12 is a cross-sectional view taken substantially along line l212 of FIG. 11;

FIG. 13 is a view similar to that of FIG. 8, but illustrating a further modified form of the invention;

FIG. 14 is a view similar to that of FIG. 13, but showing the embodiment of FIG. 13 in its retracted relation;

FIG. 15 is a side elevational view of the uncoupling device shown in FIG. 13;

FIG. 16 is a side elevational view of the uncoupling device shown in FIG. 14;

FIG. 17 is a cross-sectional view taken substantially along line l7-17 of FIG. 16;

FIG. 18 is a diagrammatic plan view similar to that of FIG. 1, indicating the special manner of operation of the embodiment of FIGS. 13- 17;

FIG. 19 is a view similar to that of FIG. 1 illustrating the embodiment of FIG. 1 applied to a long travel slidingsill car of the type in which the slidingsill has unusually long stick out from the car, with this Figure also indicating various positions and conditions of operation of the uncoupling device for the'range of coupler movement involved for the particular car shown in FIG. 19; and

FIG. 20 is'a side elevational view of the embodiment shown in FIG. 19.

However, it is to be understood that the specific drawing illustrations provided are supplied primarily to comply with the requirements of the Patent Code, and that the invention may have other specific embodiments that will be obvious to those skilled in the art and that are intended to be covered by the appended claims.

GENERAL DESCRIPTION Reference numeral 10 of FIGS. 1 and 2 generally indicates one embodiment of the uncoupling device of the present invention applied between the end 12 of car body underframe 14 and coupler 16 that is suitably mounted in a sliding sill l8 equipped with the usual striker 20 and slidably supported in any suitable manner in car body underframe 14. As is well known in the art, car body underframe 14 is supported on the railroad track by suitable trucks, and interposed between the sliding sill 18 and the car-body (which are shown diagrammatically only) is a cushioning device (not shown) which for purposes of this disclosure is assumed to permit twenty inches of travel of the sliding sill with respect to the car body in cushioning buff and draft impacts on the coupler 16. The shank 19 of coupler 16, as is conventional, is secured to the sliding sill 18 for swinging movement to either side of the car center line to the extent indicated in FIG. 1 (approximately 15 to either side of the car center line), and a suitable draft gear type cushioning device (not shown) is ordinarily applied in a conventional manner between the coupler and the sliding sill which may permit some coupler movement (perhaps several inches, depending on the type of draft gear) toward and away from striker 20 on impacts being occasioned.

Uncoupling device 10 is applied between car body bracket 22 that is suitably fixed to the car end sill 24 and the lock lifter or unlocking knuckle 26 of the coupler.

Device '10 comprises a handle member 28 including a hand grip portion 30 at one end 32 thereof and a rectilinear portion 34 at the other end 36 thereof, a lock lifter member 38 including the usual lock lifter hook portion 48 at one end 50 thereof, and a rectilinear portion 52 at the other end 54 thereof, and a rectilinear tubular housing member 56 which telescopingly receives the

rectilinear portions

34 and 52 of the

respective members

28 and 38.

The handle member 28 includes an open loop portion 58 which receives a clevis 60 fixed to the car body bracket 22. As indicated in FIG. 3, the uncoupling device 10, as mounted in its operating position, is angled vertically downwardly (see FIG. 3) to provide a notch configuration 62 which accommodates passage of the coupler of the adjacent car in the event of a passed-coupler impact.

Another significant feature of the uncoupling device 10 is that its parts never go solid'during the range of coupler travel and side swinging movement as illustrated by the maximum coupler displacement positions from the sliding sill neutral position shown in FIG. 1, in which the right-hand position of the coupler shows the coupler in maximum draft cushioning position with maximum swing away from the uncoupling device, while the left-hand positioning of the coupler shows the coupler in maximum buff position with maximum swing in the direction of the uncoupling device (the middle position of the coupler is at the neutral position thereof with no side swing).

The uncoupling device 10A shown in FIG. 6 comprises a handle member 28A having a shortened rectilinear portion 34A, a lock lifter member 38A having a shortened rectilinear portion 52A, and a housing member 56A telescopingly receiving the rectilinear portions 34A and 52A, but in axial alignment rather than in side by side relation. Device 10A is arranged for application to cars with standard draft gear cushioning (2-% inches, approximately). However, device 10A is angled in the same manner as shown in FIGS. 1 5 to provide the passed coupler impact accommodating advantages of the device '10.

The car body bracket 22 is shaped to define a stop against which the handle portion engages to stop rocking tendencies of the devices 10 and 10A in the direction 'of the car, as is conventional. The devices and 10A are proportioned and oriented so that they are substantially balanced against rocking tendencies on movement of the car, and they are supported between bracket 22 and the lock lifter for free swinging movement about axis C.

More specifically, as indicated in FIGS. 3 and 7, the device 10 is arranged so that in its operating position, its center of gravity is at least approximately at the level of pivotal movement of lock lifter hook portion 48, or pivot point A, when the uncoupling device is operated to lift the conventional lock lifter 26.

Having in mind that the device 10 is provided with the notched configuration 62 to accommodate passed coupler impacts, this positioning of the center of gravity or center of mass of the device 10 is achieved by applying the car body bracket 22 such that the pivot point B of the device handle member 28 is approximately at the level of the center line of draft indicated by the letter X in FIG. 7. Also, the housing member 56, which as indicated in FIGS. 1 3, has a generally rectangular cross-sectional configuration, is oriented so that the long dimension of its transverse cross-sectional configuration is horizontally disposed, with .the result that, when the uncoupling device is in its normal riding position as indicated in FIGS. 2, 3 and 7, and the housing member 56 moves under gravity to the positions indicated in FIGS. 3 and 7, the lower end of the housing 56 will be substantially at the level of the lower portion of lock lifter member 38.

This disposes the center of gravity of the device 10 such that tendencies of same to rock counterclockwise of FIG. 2 are avoided without the use of physical or mechanical restraints, such as a retainer spring or built in distortion in device 10.

In this connection it is pointed out that tendencies of the uncoupling device to rock counterclockwise of FIG. 2, under train action of the train or coupler impacts, can cause the uncoupling device to uncouple a car. In accordance with this invention, these tendencies are substantially overcome for impact speeds up to 16 miles an hour, by the arrangement indicated, whichdisposes the center of gravity or center of mass of the uncoupling device at an elevation above the top of rail substantially equal to or greater than the level of pivot point A, which avoids rocking response to such rocking tendencies that would uncouple the coupler.

The uncoupling device 71 of FIGS. 8 l2 follows the basic principles of the invention, and in addition provides for the housing 568 of same to be itself telescoping in nature for improved extension and contraction of the device.

In the embodiment 72 of FIGS. 13 17, the housing 56C telescopes in a manner similar to that of device 71, but in addition, some relative pivotal action about axes perpendicular to the plane of the housing is provided for, as indicated in the showing of FIG. 18.

In the showing of FIGS. 19 and 20, the device 10 is shown applied to a car 73 having sliding sill with unusually long stick out from the car body 74. To insure that the device 10 will be fully operative during the'range of permissible movement of the coupler relative to the car, the device 10 is secured to the car by special car body bracket 22D.

SPECIFIC DESCRIPTION Referring back to the uncoupling device 10, the handle member 28 is formed from a length of suitable rod stock, and, as indicated in FIG. 2, its rectilinear portion 34 merges into rounded portion 82 that in turn merges into open loop portion 58, which in turn merges into hand grip portion 30 that terminates in arced end portion 84. As indicated in FIGS. 3 and 5, the loop portion 58 and the hand grip portion 30 are in coplanar relation and lie at an angle of about 25 with respect to rectilinear portion 34. As indicated in FIG. 4, the loop portion is disposed to make an angle of about 1 10 with respect to a plane that includes rectilinear portion 34 and curved portion 82.

The lock lifter member 38 comprises a length 86 of suitable rod stock, and has its rectilinear portion 52 merge into a riser portion 88 at an angle of about 106, which in turn merges into an extension portion 90 at an angle on the order of 50, which portion 90 ends in the hooked portion 48 of member 38.

As indicated in FIG. 4, the

portions

48, 88 and 90 of member 52 are in coplanar relation and are disposed at an angle on the order of 12 from coplanar relation with the rectilinear portion 52, which thus angles the end 50 of the member 38 in the direction of the car in the mounted position of the uncoupling device 10.

The housing member 56 comprises a tubular member 92 of rectangular cross-sectional configuration defining a bore 94 of rectangular cross-sectional configuration which is subdivided down its midportion by divider plate 96 that is fixed within the tubular member 92 to define spaced side by side slideways or

tubes

98 and 99 along either side of the tubular member 92 that are of quadrilateral transverse crosssectional shape (approximately square). Tubular member 92 thus comprises a pair of comparatively

narrow sides

100 and 102 which separate comparatively

wide sides

104 and 106, with the divider plate 96 being fixed between the comparatively

wide sides

104 and 106 in any suitable manner, as by welding.

The slideway or tubes 98 of housing 56 receives the rectilinear portion 34 of member 28, and has fixed within same at the end 109 of member 56 as by welding or the like, sleeve 110 which slidably receives the rectilinear portion 34. Rectilinear portion 34 has fixed to the end 36 of handle member 28 a sleeve or shoe 112 of generally quadrilateral configuration which slidably engages the

walls

100, 104 and 106 of tubular member 92 and divider plate 96 for guiding the shifting action of the handle member 28 relative to the tube 98 of housing member 56. I v

The slideway or tube 99 of the tubular member 92 shiftably receives the rectilinear portion 52 of lock lifter member 38. Sleeve fixed within slideway 99 at the end 122 of tubular member 92 forms a bearing for rectilinear portion 52, with the end 54 of the member 38 having fixed thereto sleeve or shoe 124 of quadrilateral shape which slidably engages the

walls

102, 104 and 106 of tubular member 92 for guiding the movement of the rectilinear portion 52 relative to the member 56, as by engagement with divider plate 96 and

walls

102, 104 and 106 of housing 56.

As indicated in FIGS. 2 and 3, the members forming the uncoupling device 10 are formed, proportioned and oriented, such that when the device 10 is mounted in its operating position, the

rectilinear portions

34 and 52 0f the

respective members

28 and 38 are in level side by side parallel relation in the plane of the housing 56. This arrangement overcomes tendencies of the une 7 coupling device to rock during movement of the car, even though it is mounted for free swinging movement.

It is to be also noted the

shoes

112 and 124 have a dimension transversely of the housing 56 in the plane of the housing 56 that approximates the corresponding dimension of the shoes normally of the housing plane (compare FIGS. 4 and 5, for instance).

The body bracket 22 comprises a plate 130 of Z configuration having one planar portion 132 affixed to the car end sill by suitable bolts or the like 134, its middle planar portion 136 horizontally disposed and having clevis 60 affixed thereto by suitable rivets 138 or the like, and its planar portion 140 disposed in a depending manner adjacent the hand grip portion 30 of uncoupling device 10 and angled towards same as at 142 to form the stop 70. Web 144 is fixed, as by welding, between the

planar portions

132 and 136 of plate 130.

In accordance with this invention, the lock lifter member 38 is angled with respect to the housing member 56 and handle member-28 to define the notch or workingspace 62. that accommodates passed coupler impacts, with the hand grip portion 30 of handle member 28 being disposed in a vertical plane in its operating position (see FIG. 3). Furthermore, the

members

28, 38 and 56 are proportioned so that they do not go solid in either of the extreme extended or contracted positions shown in FIG. 1. In a commercial embodiment of the invention shown in FIGS. 1 5, the uncoupling device can be extended to 82 inches in length, but will only be 76 inches in length in the draft cushioning position (the maximum draft cushioning position) shown in FIG. I (measuring between the points indicated at 150 and 152 of FIG. 1, which are at the center lines of the lock lifter and clevis, respectively, and at pivot points A and B, respectively).

The device 10 contracts to 38 inches as measured between the two

points

150 and 152 in the maximum buff impact position of FIG. 1, although the device itself (if separated from the car) can contractdown to 37 /2 inches.

The proportioning of parts thus accommodates some relative movement between the coupler and striker 20. In this connection, the housing 56 has to have a length in the range of between about 24 and 25 inches to achieve that end for device 10 when the center line of the clevis is disposed 4 feet, 2 and 3/ l 6 inches from the center line of the car.

The device 10 is susceptible of universal application to all cars having standard draft gear cushioning up to cushion travels on the order of 30 inches whether of the sliding sill type or of the end of car cushioning type. As so arranged, and in combination with the body bracket 22, the overall arrangement is adapted for serving as a basis of a standardized uncoupling device arrangement including one standard body bracket type, location, and size, which can be arranged substantially as indicated in the drawings. In this connection, the location of the body bracket 22 in the range of about 4 and H16 feet to about 4 and 1 feet off the center line of the car is considered ideal as this will accommodate all cars now in general use, and this-dimensioning is employed in the illustrated embodiment.

It will be noted that the rectilinear portion 34 of the handle member 28 is disposed in the floating housing tube or slideway 98 that is adjacent the car in the mounted position of the device (for instance, see

FIG. 1). Thus, the rectilinear portion 52 of the lock lifter member 38 is disposed in the floating housing other tube or slideway 99.

As should be apparent, housing 56 could alternately be in the form of a pair of tubular elements suitably secured together instead of the subdivided tube arrangement illustrated. The two tubularform of housing is adapted for relieving coupler induced stresses acting on the housing tending to oppose the sliding action of

members

28 and 38, as by suitably hinging the two tubes together for limited pivotal movement about the longitudinal axis of the housing. Either a suitable metal hinge may be employed for this purpose or the tubes may be bonded together with a suitable resiliently flexible material such as'urethane having a durometer of about 40.

In the device 10A, housing member 56A is of quadrilateral cross-sectional configuration and mounts sleeves and 162 at its

ends

164 and 166 to serve as bearings for the respective rectilinear portions 34A and 52A of

members

28A and 38A. Handle member 28A has guide blockl68 affixed to its end 36A for guiding purposes, while lock lifter member 38A has guide block affixed to its end 54A.

Blocks

168 and 170 are of quadrilateral cross-sectional configuration complementing the bore of housing member 56A. Aside from having their rectilinear portions 34A and 52A shortened for axial alignment,

members

28A and 38A are otherwise the same as

members

28 and 38 of device 10. Housing 56A is 24 inches in length in the preferred form of device 10A.

Device 10A is also arranged to avoid going solid in either of its extreme extended or contracted positions; and in a commercial arrangement, and measured in the same manner as indicated for device 10, the device 10A can be extended to 57 inches, though it will only be 55 inches in length in the draft cushioning position that is comparable to that of FIG. 1, while in the maximum buff position that is comparable to that of FIG. 1, device 10A contracts to 38 inches, though the device 10A itself can contract down to 37 /2 inches.

In operation, when it is desired to uncouple the coupler that is operated by devicelO, hand grip portion 30 of handle member 28 is grasped and swung about pivot point B counterclockwise of FIG. 2 about axis C to actuate'the lock lifter in the usual manner about its pivot point A. On release, thedevice 10 pivots clockwise under gravity and about axis C back to the position of FIG. 2 During car movement,

members

28 and 38 smoothly telescope in and out of floating housing member 56 as train line action, coupler swing, and coupler impacts move the coupler in the manner suggested in FIG. 1. Device 10A operates in a similar manner.

As previously indicated, the uncoupling device of this invention is arranged to overcome tendencies of the uncoupling device to rock during movement of the car, and specifically, to overcome tendencies of the uncoupling device to rock, under train action or coupler impacts, in a direction that would operate the lock lifter to uncouple the car, even though the device is freely swingable about its axis C.

Referring again to FIG. 7, the uncoupling device 10 is operated by the operator standing at the side of the car and grasping hand grip portion 30 and swinging the uncoupling device generally counterclockwise of FIG. 2 about the axis C (passing through pivot points A and B), which causes the lock lifter hook portion 48 to move the lock lifter 26 upwardly of its position shown in FIG. 2 to uncouple the coupler. The uncoupling device as mounted on the car is supported by a clevis 60 at its hand grip portion 30 and by the lock lifter 26 at its hook portion 48 to swing or pivot about pivot points A and B, and thus about pivot axis C passing through such points. There is also a generally horizontal pivotal action of the uncoupling device relative to the coupler and car in the area of pivot points A and B in accommodating buff and draft movements of the coupler relative to the car body.

Even though, in accordance with this invention, the uncoupling device defines the notched configuration 62 to accommodate passed coupler impacts (without damaging the uncoupling device), the uncoupling device, in accordance with this invention, is balanced against rocking motion that would tend to uncouple the coupler by having its center of gravity positioned at least at the level above rail of the pivot point A.

In the illustrated embodiments of the invention, this is achieved by having the pivot point B of the uncoupling device at approximatelythe same level above top of rail as the center line of draft (which level is indicated by the letter X in FIG. 7), and by having the housing 56 of generally rectangular transverse crosssectional configuration and oriented so that the long dimension of such configuration is horizontally disposed (the level of top of rail is indicated by level line Z).

In this connection,it is to be noted that the riser portion 88 of the lock lifter member 38 forms a gooseneck configuration having a base or lower end 151 and a top or upper end 153 which smoothly merge into the respective

adjacent portions

52 and 90 of the lock lifter member. The housing 56, being free floating in nature, under the action of gravity assumes the position indicated in FIGS. 3 and 7 relative to the lock member portion 151, which defines the position of the lower end of the housing 56 above the top of rail during normal riding condition. By having the housing 56 oriented so that the long or wide dimension of its transverse crosssectional configuration is horizontally disposed, as distinguished from vertically disposed, substantially all of the mass of the housing 56 is disposed above the undersurface of lock lifter member portion 151.

This relationship of parts, plus the mounting of the car body bracket 22 so that the clevis 60 defines the pivot point B approximately at the level of the centerline of draft (which conventionally is 2 feet, 10 /2 inches above the top of rail), results in the center of gravity of the device 10 being located approximately at the level of or above the level of the pivot point A above top of rail, which level is indicated by level line Y. The exact location of such center of gravity will vary somewhat for each width of car and for each specific type of uncoupling device employed in accordance with this invention. However, the arrangement should be such that the center of gravity for any specific application is substantially at the level indicated by level line Y or higher (though raising the center of gravity above axis C is not recommended).

The device 10 further is specifically arranged so that it can be applied to the car without having to uncouple the coupler. To do this, the device 10 is moved to its maximum contracted relation, disposed more or less in its normal upright positions, and its handle end lowered (see the broken line position of FIG. 7) and after which the lock lifter member hook portion 38 is inserted under the coupler and through the operating space above the lock lifter 26, whereupon the uncoupling device is then raised by swinging it upwardly about the lock lifter as a center, and the hand grip portion 30 is operably associated with clevis 60 in the manner indicated in the drawings (in practice one side of clevis 60 is loosened or left loose if the clevis is newly applied so that the clevis can be swung open to permit positioning of handle member loop portion 58 substantially in the position shown in FIGS. 1 and 2, after which the clevis is inserted in loop portion 58 and made fast to bracket 22). The device is arranged so that

portions

48 and 58 thereof are in free swinging relation at pivot points A and B relative to the car parts that support them with the necessary torque being transmitted through

noncircular sleeves

112 and 120.

The uncoupling device 71 comprises handle member 28B including hand grip portion 30 at one end 32 of same and rectilinear portion 34B at the other end 36B of same which is received in special telescoping housing 568. Also operably associated with the special telescoping housing 56B is lock lifter member 388 including the lock lifter portion 48 at one end 50 of same and rectilinear portion 52B at the other end 548 of same that is received in the telescoping housing 56B.

The housing 56B comprises a first tubular member of generally quadrilateral cross-sectional configu ration and having fixed thereto, as by welding, the

legs

162 and 164 of U-band 166.

Legs

162 and 164 are connected together by web 168 of band 166 in the integral U configuration that is shown in the drawings.

The housing 568 also comprises tubular member 170 that is also of quadrilateral transverse cross-sectional configuration and has affixed thereto legs 172 and I74 of U-band 176, which has its integral web 178 secured between like ends of the

legs

172 and 174.

As indicated in FIGS. 8 and 9, the tubular member 160 is slidably received within the band 176 while the tubular member 170 is slidably received within the band 166 for telescoping movement relative to each other between the relative positions indicated in FIGS. 8 and 9.

The tubular member 160 defines a bore or slideway 180 of generally quadrilateral transverse crosssectional configuration which slidably receives the rectilinear portion 348 of the handle member 288. In the device 71, the handle member rectilinear portion 34B includes a shoe 182 of generally quadrilateral crosssectional configuration complementing that of bore 180. Shoe 182 is in the form of square tubing of a suitable length and suitably fixed as by welding to the shank 184 of handle member 288.

Similarly, the bore or slideway 186 of tubular member 170 is quadrilateral in transverse cross-sectional configuration and receives shoe 188 of the lock lifter member 388 that is likewise of quadrilateral transverse cross-sectional configuration and is proportioned to substantially complement the bore 186. Shoe 188 is suitably fixed, as by welding, to the shank 190 of the lock lifter member 388.

As indicated in FIGS. 8 and 9, the U-band 166 is applied to the end 192 of tubular member 160 while the U-band 176 is applied to the end 194 of the tubular member 170. The respective ends 196 and 198 of the

tubular members

160 and 170 are each equipped with upper and

lower stop devices

200 and 202 of the general type shown more specifically in FIG. 8A, in which the

stop devices

200 and 202 are shown as each comprising a clip member 204 defining a long leg 206 and a short leg 208. The clip members 204 are fixed to the upper and lower sides of the respective tubular members, as by welding, so that the longer legs 206 are exterior of the respective tubular members and the short legs 208 are disposed within the respective tubular members.

The result is that the long legs 206 of the

stop devices

202 and 204 applied to tubular member 160 serve to limit movement of the housing tubular member 160 in the direction of the device lock lifter portion 48, while the long legs 206 of the

stop devices

200 and 202 of the tubular member 170 serve to limit movement of the tubular member 170 in the direction of the device handle portion 30.

The shorter legs 208 of the

stop devices

200 and 202 that are applied to tubular member 160 serve to limit the amount thatthe handle member shoe 182 can be drawn outwardly of and to the left of tubular member 160, while the corresponding legs 208 of the stop de

vices

200 and 202 applied to the tubular member 170 serve as stops for limiting movement of the shoe 188 of the lock lifter member 388 outwardly of and to the right of FIGS. 8 and 9.

Further in accordance with this embodiment of the invention, the

tubular members

160 and 170 are open as indicated at 210 and 212 along their respective bottom sides, so that they are self-cleaning in nature. The

openings

210 and 212, are, of course, bridged by the

legs

164 and 174 of the respective U-bands l66 and 176.

The device 388 thus provides an uncoupling device arrangement in which the floating housing 56B is itself made up of floating

tubular members

160 and 170. The device 71 is applied to the car in the same manner as indicated in FIGS. 1 7 and moves between the extended positions suggested by FIGS. 8 and 10 and the contracted positions of FIGS. 9 and 11 in accommodating movements of the coupler relative to the car body.

The uncoupling device 72 of FIGS. 13 18 also includes a telescoping or extendable and contractible housing 56C, the housing 56C also being arranged to accommodate the limitied pivotal movement between the tubular portions of same that is illustrated by FIG. 18.

In the device 72, the handle member 28C includes hand grip portion 30 at one end 32 of same and rectilinear portion 34C at the other end 36C of same, which in this embodiment of the invention is defined entirely by elongated shoe 220 of the generally quadrilateral cross-sectional configuration shown in FIG. 17. Lock lifter member 38C includes lock lifter portion 48 at one end 50 of same and rectilinear portion 52C at the other end 54C of same. As is the case with the handle member 28C, the rectilinear portion 52C oflock lifter member 38C is in the form of shoe 222 extending substantially the full length thereof.

As indicated in FIG. 17, the

shoes

220 and 222 are quadrilateral in cross-sectional configuration. Shoe 220 is fixed as by welding to shank portion 224 of handle member 28C while shoe 222 is fixed as by welding to shank portion 226 of lock lifter member 38C.

Housing 56C comprises a tubular member 230 defining a bore 232 of generally quadrilateral cross-sectional 12 i configuration, with the shoe 220 substantially complementing the shape of bore or slideway 232. Tubular member 230 is slidably received in collar 234 of quadrilateral cross-sectional configuration. Fixed to end 236 of the tubular member 230 is a stop element 238, while fixed to the end 240 of the tubular member 230, and on either side thereof, are a pair of

pivot plates

242 and 244 that are in spaced apart parallel relation and project perpendicular to the axis of tubular member 230.

The housing 56C further comprises tubular member 244 defining bore or slideway 246 in which shoe 222 is slidably received. Shoe 222 substantially complements the internal configuration of bore 246.

Tubular member 244 at its end 248 includes a stop element 250, while the other end 252 has applied thereto on either side of same upper and

lower plates

254 and 256.

Plates

254 and 256, like

plates

242 and 244, extend perpendicular to the axis of housing tubular member to which they are applied. Tubular member 244 is slidably received in collar 258 that is similar to 4 collar 234.

Plates

242 and 244 are slotted longitudinally thereof, as at 2 60, to receive the ends of a pin 262 that is fixed, as by welding, to the collar 258, while the

plates

254 and 256, are slotted longitudinally thereof, as at 264, to receive pin 266'that is fixed, as by welding, to collar 234. The pairs of

plates

242 and 244, and 254 and 256, are respectively spaced apart to receivethe collars to which their

respective pins

262 and 266 are affixed, as by employing suitable spacer' plates 270 (see FIG. 17).

It will thus be seen that in the device 72, the tubular member 230 of housing 56C can shift to the right of FIGS. 13 and 15 of collar 234, and shoe 220 of handle member 28C can move from the extended position of FIG. 13 to the right of FIG. 13 to the retracted positions of FIGS. 14 and 16 relative to housing 230.

Similarly, tubular member 244can shift to the left of FIG. 13 with respect to collar 258 in moving from the extended position of FIG. 13 to the retracted positions of FIGS. 14 and 16, and shoe 222- can shift to the left of FIG. 13 relative to the tubular member 244 in moving to the retracted position of FIGS. 14 and 16.-

The stop 238 engages the plate 254 to limit movement of the tubular member 230 to the right of FIG. 13, while the stop 250 engages the plate 242 to limit movement of the tubular member 244 to the left of FIG. 13.

As indicated in FIG. 17, tubular members 230 and a 244 are slotted as at 272 and 274 respectively for selfcleaning purposes. Shoe 220 at the end 276 thereof includes a stop pin 278 which rides in slot 272 of housing member 230 and engages stop plate 280 (see FIG. 15) fixed across slot 272 of tubular member 230 to limit movement of shoe 220 to the left of FIG. 15. Similarly, shoe 222 includes a stop pin 282 at its end 283 that rides in slot 274 of housing member 244 and engages stop plate 284 (see FIG. 15) fixed across slot 274 to limit movement of shoe 222 to the right of FIG. 15.

As indicated in FIG. 18, when the uncoupling device 72 is in its normal riding position (the full line position of same), the

tubular members

230 and 244 remain in substantial parallelism, though they move in telescoping relation in accommodating lateral swinging movement of the coupler 16. Where buff impacts are encountered at the end of the car shown at FIG. 18, in-

ward movement of the coupler that is sufficient to apply bending stresses to device 72 results in housing member 244 pivoting about the axis of pin 262 relative to housing member 230 to permit the lock lifter portion 248 to remain at a satisfactory working angle with respect to the lock lifter 26.

HOwever, when draft impacts are occasioned at this end of the car, the housing 56C accommodates some pivotal action about pin 266 under stresses tending to bend device 72 in the opposite direction, thus accommodating adjustment of position of the housing tubular member 244 with respect to the housing member 230 as may be desirable to maintain a suitable working relationship of the lock lifter portion 48 relative to the lock lifter 26.

It will be observed that in the

devices

71 and 72, the lengths of the shoes of the respective handle and lock lifter members are unequal, and the longer shoe is on the handle member. Having the longer shoe on the uncoupling device handle member insures that the device as a whole will have the desired extended length, while avoiding undesirable stick out of the shoe of the lock lifter member adjacent the hand grip portion 30 of the uncoupling device, when the uncoupling device is in its contracted position (see FIGS. 9 and 14). These shoes, of course, being non-circular and being disposed in non-circularguideways of complementary shape, provide the means for torque transmission through the housing in uncoupling the car, and such shoes are formed (as indicated in the drawings) for smooth, unimpeded movement out of and into the ends of the floating housing as the lever assembly is moved to and from its maximum contracted relation, thereby insuring that the maximum contracted relation of the device can be achieved while permitting ready, sure return to extended relation.

It is desirable that the parts be arranged so that the telescoping parts of the device have a minimum overlap on the order of six inches in the maximum extended position of the device. In one commercial embodiment of the invention, the lengths of the tubular members of the floating housing are approximately twenty inches and the shoe lengthv for the handle member is 27 inches and the shoe length for the lock lifter member is 23 /2 inches (assuming that the shoes extend substantially the full lengths of the rectilinear portions of the handle and lock lifter members, as in the embodiment 72).

The

embodiments

71 and 72 are arranged to extend and contract between the minimum length of 33 /2 inches and a maximum length of 80 inches, measured between pivot points A and B. As mounted in place for a inch travel cushion underframe car, these devices will extend and contract between a maximum length of 76 inches and a minimum length of 37 inches, as measured between pivot points A and B, or points 150 and 152 of FIG. 1.

Referring now to FIGS. 19 and 20, the special body bracket 22D is employed for those sliding sill cushion underframe cars having unusually long stick out of the sliding sill from the car body. Body bracket 22D comprises a plate 280 having a Z shaped end portion 282 defining a depending portion 140D that forms a stop for the uncoupling device hand grip portion 30, a middle planar portion 136D that is disposed horizontally and has clevis 60 affixed thereto (which supports the handle end of the uncoupling device), and an upright planar portion 134D which merges into extended elongate portion 283 that extends back to the car end sill structure 73. Plate 280 is supported by vertically disposed plate 284 extending along the mid portion of the plate portion 283 and welded between same, the plate portion 134D, and end plate 286 which is suitably fixed to the end sill structure by welding, or by employing the bolt arrangement shown in FIG. 3.

A strengthening web 288 is fixed between plate portions 134D and 136D, as by welding, and it is disposed in alignment with the longitudinal axis of the plate 280. Clevis is fixed in place by suitable rivets 138, as in the embodiment of FIGS. 1 5.

The

plates

280 and 284 project the handle end of the uncoupling device 10 outwardly from the car end sill so that the lock lifter member 38 of the uncoupling device would have proper angularity of its hooked end relative to the lock lifter 26 during the range of travel of the uncoupling-device in accomodating coupler movements. In the showing of FIG. 19, the pivot points indicated by reference numerals A, 1503, 150C, 150D and 150E are comparable to the pivot point indicated by reference numeral 150 of FIG. 1, while the reference numeral 152 of FIGS. 1 and 19 are indicating identical pivot points. The line between point 150A and 152 indicates the closed position of the uncoupling device for both twenty and thirty inch sliding sill travel cars (under buff impacts), while the line between points 150B and 152 indicates normal riding position for the twenty inch travel sliding sill car. The line between points 150C and 152 indicates the normal riding position of the device for the 30 inch travel sliding sill car.

The line between points 150D and 152 indicates full extension of the device for the twenty inch travel car for draft impacts while the line between points 150E and 152 indicates full extension of the device for the 30 inch travel car for draft impacts.

It will thus be seen that this invention provides an uncoupling device which is proportioned, oriented, and

mounted so that the uncoupling device is free swinging in operation, yet is substantially balanced against rocking tendencies on movement of the car, and specifically, tendenciesto rock in the direction and to the extent that would uncouple the car, and without requiring mechanical movement restraining devices, such as a spring, or inducing stresses in the uncoupler to restrain rocking in the uncoupling direction. Uncoupling operation, when desired, thus is accomplished by the operator making a relatively resistance free rotation of the uncoupling device above axis C. Furthermore, the action of the device handle and lock lifter members on extension and contraction of the device is in a relatively free sliding manner because of the wax the handle and lock lifter members are oriented relative to the floating housing (side by side positioning), and the manner in which the handle and lock lifter member shoes operate within the floating housing.

The uncoupling device operates with equal facility in connection with both types E and F couplers, and can readily be applied to the car without uncoupling the couplers to which the devices are being applied. and, where necessary, in areas of track height level floors.

As is well-known, the center line of draft is a standard 2 foot I( and /z inches above the top of rail. In the device of the instant invention, the pivot point A of the uncoupling device is about 2 feet 3 inches above the top of rail (level line Z) for type F couplers and about 2 feet 0 inches for type E couplers. Pivot point B, as indicated in FIGS. 1 and 7, approximates the level of the center line of draft above top of rail. The end portion 84 of the device hand grip portion 30 is approximately inches above top of rail.

.As indicated in FIG. 7, the uncoupling device rides well within the typical AAR clearance line indicated by reference numeral 300, in all possible positions of same, and this applies to all the illustrated embodiments of the invention. The telescoping action provided by the uncoupling device is not at its pivot points A and B, but rather is in the device itself and between such points. From the standpoint of clearance line 300, this is particularly important at the handle end of the device.

The stable nature of the uncoupling device in riding with the car avoids objectionable interference with the brake line hose of the opposing car that is frequently damaged because of swinging uncoupling devices.

The uncoupling device of this invention, as indicated, provides a device of substantially uniform application for application tonarrow TTX cars as well as high cube cars that have sixty inch coupler shanks with wide mouth strikers. The same device is also applicable to cars equipped with standard draft gear cushioning, although the embodiment of FIG. 6 is especially arranged for this purpose. I v

The term pivot point" as used herein with reference to pivot points A and B has reference to the general location of the swinging action centrality that is involved rather than reference to particular pivot axes.

The foregoing description and the drawings are given merely to explain and illustrate the invention and the invention is not to be limited thereto, except insofar as the appended claims are so limited, since those skilled in the art who have the disclosure before them will be able to make modifications and variations therein without departing from the scope of the invention.

I claim:

1. In a railroad car adapted to ride on track rails and having a coupler mounted at one end thereof for movement relative to the car in response to buff and draft forces and including a lock lifter for uncoupling the coupler, and an uncoupling device including a lever assembly comprising a lock lifter member including a hook eye at one end thereof operatively engaging the lock lifter and supported by the coupler for pivotal movement about a pivot point to lift the lock lifter to uncouple the coupler, a handle member including a handle portion at one end thereof pivotally secured to the car to one side of the end of the car to swing about a pivot point to move said hook eye portion to operate said lock lifter, and a housing telescopingly connecting said lock lifter and handle members in cranking relation therebetween, whereby the lock lifter member hook eye portion may be pivoted about its pivot point to lift the lock lifter by swinging said handle member about its pivot point, the improvement wherein: 7 said pivot point of said handle member is approximately at the height of the car center line of draft above top of rail, said handle member and said lock lifter member including rectilinear portions telescopingly received in said housing in side-by-side substantially parallel relation,

with said housing being generally rectilinear in longitudinal configuration and defining a separate guide tube for each of said member rectilinear portions, with said guide tubes each defining a bore of quadrilateral transverse cross-sectional configuration and being in side by side coplanar relation and the respective member rectilinear portions operatively received in the respective guide tubes through one end of same said assembly being mounted on the car at said pivot points for free swinging movement about an axis extending through said pivot points for lifting the lock lifter and being free of connection with the car intermediate said pivot points,

said handle member being secured against telescoping movement relative to the car at its said pivot point, 1

said lever assembly being downwardly angled below said axis intermediate said handle portion and hook eye portion thereof to dispose said lever assembly below the path of movement of the interlock structure of type F couplers in the event of a passed coupler impact,

said lock lifter member between its said hook eye portion and its said rectilinear portion defining an upwardly directed gooseneck portion having the lower end of same merging into said rectilinear portion of said lock lifter member,

said housing and said handle and lock lifter member portions inclining downwardly from said axis toward said gooseneck portions,

said gooseneck portion and the downward inclination of said housing and said handle and lock lifter member rectilinear portions defining said downward angulation of said assembly,

said housing under the action of gravity being disposed to have the lower end of same adjacent said lower end of said gooseneck portion,

said housing'being free floating relative to said handle and lock lifter members and having a generally quadrilateral transverse cross-sectional configuration throughout itslength that is elongate, with said housing being oriented such'that the long dimension of said transverse cross-sectional configuration is horizontally disposed, whereby said lower end of said housing is substantially free of projection below said lower end of said gooseneck portion,.

with said handle member rectilinear portion beingdisposed in the housing guide tube on the side of said housing that faces the car end and said lock lifter member rectilinear portion being disposed in the other housing guide-tube,

said handle and lock lifter members at the other ends thereof each including a shoe, with the respective shoes extending longitudinally thereof and in sliding relation with the respective guide tubes of said housing,

said shoes having a transverse cross-sectional configuration that substantiallycomplements that of the guide tube in which the shoes respectively operate, and having a dimension transversely of said housing in said housing plane that at least approximates the dimension of the respective guide tubes transversely of said housing in a direction normally of said plane,

with the center of gravity of said assembly having a height above rail that is at least approximately the height above rail of said lock lifter member pivot point,

whereby said assembly is free of tendencies to rock under train action in the direction which would lift the lock lifter free of mechanical restraint.

2. The improvement set forth in claim 1 wherein:

said housing guide tubes are in fixed relation to each other.

3. The improvement set forth in claim 1 including:

means for connecting said housing guide tubes together for free floating shifting movement lengthwise thereof relative to each other,

and stop means acting between the respective guide tubes for limiting said shifting movement.

4. The improvement set forth in claim 3 wherein:

said connecting means further includes means for accommodating limited pivoting movement of one of said guide tubes relative to the other about an axis extending intermediate and normally of same.

5. The improvement set forth in claim 1 wherein:

the railroad car is of the sliding sill cushion underframe type including a sliding sill projecting beyond the end the car in excess of a predetermined amount,

and including a bracket structure fixed to the car end at one side thereof and projecting longitudinally of the car,

said assembly handle member having its pivotal securement at the projecting end of said bracket structure.

said bracket structure having a length between said projecting end thereof and the car end such that said handle member pivot point is located relative to the coupler such that said assembly is operable to contract and extend through the full range of travel of said sliding sill.

6. The improvement set forth in claim 1 wherein:

said handle and lock lifter members and said housing are proportioned lengthwise thereof such thatin the fully extended condition of said assembly between said pivot points the telescoping components thereof have an overlap on the order of 6 inches.

7. The improvement set forth in claim 1 wherein:

said housing guide tubes are open at both ends of same,

said shoes of the respective handle and lock lifter members being formed and proportioned to freely move inwardly and outwardly of the other ends of said tubes free of misalignment with said tubes in contracting and extending said assembly.

8. The improvement set forth in claim 1 including:

stop means cooperating between said housing and the respective handle and lock lifter members to limit movement of same outwardly of said housing in the direction of said one ends thereof, respectively,

said stop means comprising a sleeve fixed in each of the respective housing guide tubes and slidably receiving the respective handle and lock lifter member rectilinear portions thereof,

said shoes of the respective guide tubes engaging the respective sleeves thereof to stop said movements of the respective handle and lock lifter members outwardly of said housing at predetermined positions of extension therefrom.

9. The improvement set forth in claim 1 including:

said stop means comprising a J-shaped clip affixed to each guide tube at said one end thereof with the short leg of the clip extending into the guide tube for stopping cooperation with the shoe received in same and the long leg of the clip overlying the guide tube exteriorly of same.

10. In an uncoupling lever device for a railroad car adapted to ride on track rails and having a coupler mounted at one end thereof for movement relative to the car in response to buff and draft forces and including a lock lifter for uncoupling the coupler, which uncoupling device includes a hook eye at one end thereof adapted to operatively engage the lock lifter for support by the coupler and pivot about a pivot point to lift the lock lifter to uncouple the coupler, a handle member including a handle portion adapted at one end thereof to be pivotally secured to the car to one side of the end of the car to swing about a pivot point to move said hook eye portion to operate said lock lifter, and a housing telescopingly connecting said lock lifter and handle members in cranking relation therebetween, whereby the lock lifter member hook eye portion may be pivoted about its pivot point to lift the lock lifter by swinging said handle member about its pivot point. the improvement wherein:

said handle member and said lock lifter member including rectilinear portions telescopingly received in said housing in side-by-side substantially parallel relation,

with said housing being generally rectilinear in longitudinal configuration and defining a separate guide tube for each of said member rectilinear portions, with said guide tubes each defining a bore of quadrilateral' transverse cross-sectional configuration and being in side by side coplanar relation, and the respective member rectilinear portions operatively received in the respective guide tubes through one end of same,

said assembly being formed for free swinging mounting in operative relation on the car at said pivot points about an axis extending through said pivot points for lifting the lock lifter, and said handle member being formed for securement to the car against telescoping action relative to its said pivot point,

said housing and said handle and lock lifter member portions inclining downwardly from said axis toward said gooseneck portion,

said housing being free floating relative to said handle and lock lifter members and having a generally quadrilateral transverse cross-sectional configuration throughout its length that is elongate, with said housing and handle and lock lifter member rectilinear portions being oriented such that when said assembly is mounted in its said operative relation on the car, the long dimension of said housing transverse cross-sectional configuration is horizontally disposed, whereby said lower end of said housing is substantially free of projection below said lower end of said gooseneck portion in said operative relation thereof,

with said handle member rectilinear portion being disposed in the housing guide tube on the side of said housing that is to face the car end in said operative relation of said assembly and said lock lifter member rectilinear portion being disposed in the other housing guide tube,

with said assembly having its mass distributed such that when said assembly is in its said operative relation it is free of tendencies to rock under train action in the direction which would lift the lock lifter, free of mechanical restraint,

said handle and lock lifter members at the other ends thereof each include a shoe extending longitudinally thereof in sliding relation with the respective 20 guide tubes of said housing, said shoes having a transverse cross-sectional configuration that substantially complements that of the guide tube in which the shoes respectively operate, and having a dimension transversely of said housing in said housing plane that at least approximates the dimension of same transversely of said housing in a direction normally of said plane.

11. The improvement set forth in claim 10 wherein:

said housing guide tubes are in fixed relation to each other.

12. The improvement set forth in claim 10 including:

said connecting means further includes means for accommodating limited pivoting movement of one of said guide tubes relativeto the other about an axis extending intermediate and normally of the same.

14. The improvement set forth in claim 10 wherein:

said handle and lock lifter member rectilinear portions and said housing are proportioned such that in the fully contracted condition of said assembly, said assembly has a length measured between said pivot points along said axis for application to the car without uncoupling the coupler.

UNITED STATES PATENT OFFICE CERTIFICATE OF CORRECTION Patent No. 5, 81 267 Dated June 4, 197 4 lnventofls) 'osvALDo F. CHlliRICI n the above-identified patent It is certified that error appears i s shown below:

and that said Letters Patent are hereby corrected a Column 6, line 39, "tubes" should read "tube";

Column 7, line t, between "noted" and "the" insert --thac--; Column 7, line 59, '1 1/16" should read --1 1/6--; Column 13, line 7, "HOwever" should be "However"; Column 1 4, line 53, "wax" should read -way--.

(SEAL) Attest:

C MARSHALL DANN McCOY-M'. GIBSON JR.

Commissioner of Patents Attesting Officer F OHM PC4050 (10-69) us. covamwsm PRINTING OFFICE I969 means-33a

Claims

1. In a railroad car adapted to ride on track rails and having a coupler mounted at one end thereof for movement relative to the car in response to buff and draft forces and including a lock lifter for uncoupling the coupler, and an uncoupling device including a lever assembly comprising a lock lifter member including a hook eye at one end thereof operatively engaging the lock lifter and suppoRted by the coupler for pivotal movement about a pivot point to lift the lock lifter to uncouple the coupler, a handle member including a handle portion at one end thereof pivotally secured to the car to one side of the end of the car to swing about a pivot point to move said hook eye portion to operate said lock lifter, and a housing telescopingly connecting said lock lifter and handle members in cranking relation therebetween, whereby the lock lifter member hook eye portion may be pivoted about its pivot point to lift the lock lifter by swinging said handle member about its pivot point, the improvement wherein: said pivot point of said handle member is approximately at the height of the car center line of draft above top of rail, said handle member and said lock lifter member including rectilinear portions telescopingly received in said housing in side-by-side substantially parallel relation, with said housing being generally rectilinear in longitudinal configuration and defining a separate guide tube for each of said member rectilinear portions, with said guide tubes each defining a bore of quadrilateral transverse cross-sectional configuration and being in side by side coplanar relation and the respective member rectilinear portions operatively received in the respective guide tubes through one end of same, said assembly being mounted on the car at said pivot points for free swinging movement about an axis extending through said pivot points for lifting the lock lifter and being free of connection with the car intermediate said pivot points, said handle member being secured against telescoping movement relative to the car at its said pivot point, said lever assembly being downwardly angled below said axis intermediate said handle portion and hook eye portion thereof to dispose said lever assembly below the path of movement of the interlock structure of type F couplers in the event of a passed coupler impact, said lock lifter member between its said hook eye portion and its said rectilinear portion defining an upwardly directed gooseneck portion having the lower end of same merging into said rectilinear portion of said lock lifter member, said housing and said handle and lock lifter member portions inclining downwardly from said axis toward said gooseneck portions, said gooseneck portion and the downward inclination of said housing and said handle and lock lifter member rectilinear portions defining said downward angulation of said assembly, said housing under the action of gravity being disposed to have the lower end of same adjacent said lower end of said gooseneck portion, said housing being free floating relative to said handle and lock lifter members and having a generally quadrilateral transverse cross-sectional configuration throughout its length that is elongate, with said housing being oriented such that the long dimension of said transverse cross-sectional configuration is horizontally disposed, whereby said lower end of said housing is substantially free of projection below said lower end of said gooseneck portion, with said handle member rectilinear portion being disposed in the housing guide tube on the side of said housing that faces the car end and said lock lifter member rectilinear portion being disposed in the other housing guide tube, said handle and lock lifter members at the other ends thereof each including a shoe, with the respective shoes extending longitudinally thereof and in sliding relation with the respective guide tubes of said housing, said shoes having a transverse cross-sectional configuration that substantially complements that of the guide tube in which the shoes respectively operate, and having a dimension transversely of said housing in said housing plane that at least approximates the dimension of the respective guide tubes transversely of said housing in a direction normally of said plane, with the center of gravity of said assembly having a height above raiL that is at least approximately the height above rail of said lock lifter member pivot point, whereby said assembly is free of tendencies to rock under train action in the direction which would lift the lock lifter free of mechanical restraint.

2. The improvement set forth in claim 1 wherein: said housing guide tubes are in fixed relation to each other.

3. The improvement set forth in claim 1 including: means for connecting said housing guide tubes together for free floating shifting movement lengthwise thereof relative to each other, and stop means acting between the respective guide tubes for limiting said shifting movement.

4. The improvement set forth in claim 3 wherein: said connecting means further includes means for accommodating limited pivoting movement of one of said guide tubes relative to the other about an axis extending intermediate and normally of same.

5. The improvement set forth in claim 1 wherein: the railroad car is of the sliding sill cushion underframe type including a sliding sill projecting beyond the end the car in excess of a predetermined amount, and including a bracket structure fixed to the car end at one side thereof and projecting longitudinally of the car, said assembly handle member having its pivotal securement at the projecting end of said bracket structure, said bracket structure having a length between said projecting end thereof and the car end such that said handle member pivot point is located relative to the coupler such that said assembly is operable to contract and extend through the full range of travel of said sliding sill.

6. The improvement set forth in claim 1 wherein: said handle and lock lifter members and said housing are proportioned lengthwise thereof such that in the fully extended condition of said assembly between said pivot points the telescoping components thereof have an overlap on the order of 6 inches.

7. The improvement set forth in claim 1 wherein: said housing guide tubes are open at both ends of same, said shoes of the respective handle and lock lifter members being formed and proportioned to freely move inwardly and outwardly of the other ends of said tubes free of misalignment with said tubes in contracting and extending said assembly.

8. The improvement set forth in claim 1 including: stop means cooperating between said housing and the respective handle and lock lifter members to limit movement of same outwardly of said housing in the direction of said one ends thereof, respectively, said stop means comprising a sleeve fixed in each of the respective housing guide tubes and slidably receiving the respective handle and lock lifter member rectilinear portions thereof, said shoes of the respective guide tubes engaging the respective sleeves thereof to stop said movements of the respective handle and lock lifter members outwardly of said housing at predetermined positions of extension therefrom.

9. The improvement set forth in claim 1 including: stop means cooperating between said housing and the respective handle and lock lifter members to limit movement of same outwardly of said housing in the direction of said one ends thereof, respectively, said stop means comprising a J-shaped clip affixed to each guide tube at said one end thereof with the short leg of the clip extending into the guide tube for stopping cooperation with the shoe received in same and the long leg of the clip overlying the guide tube exteriorly of same.

10. In an uncoupling lever device for a railroad car adapted to ride on track rails and having a coupler mounted at one end thereof for movement relative to the car in response to buff and draft forces and including a lock lifter for uncoupling the coupler, which uncoupling device includes a hook eye at one end thereof adapted to operatively engage the lock lifter for support by the coupler and pivot about a pivot point to lift the lock lifter to uncouple the Coupler, a handle member including a handle portion adapted at one end thereof to be pivotally secured to the car to one side of the end of the car to swing about a pivot point to move said hook eye portion to operate said lock lifter, and a housing telescopingly connecting said lock lifter and handle members in cranking relation therebetween, whereby the lock lifter member hook eye portion may be pivoted about its pivot point to lift the lock lifter by swinging said handle member about its pivot point, the improvement wherein: said handle member and said lock lifter member including rectilinear portions telescopingly received in said housing in side-by-side substantially parallel relation, with said housing being generally rectilinear in longitudinal configuration and defining a separate guide tube for each of said member rectilinear portions, with said guide tubes each defining a bore of quadrilateral transverse cross-sectional configuration and being in side by side coplanar relation, and the respective member rectilinear portions operatively received in the respective guide tubes through one end of same, said assembly being formed for free swinging mounting in operative relation on the car at said pivot points about an axis extending through said pivot points for lifting the lock lifter, and said handle member being formed for securement to the car against telescoping action relative to its said pivot point, said lever assembly being downwardly angled below said axis intermediate said handle portion and hook eye portion thereof to dispose said lever assembly below the path of movement of the interlock structure of type F couplers in the event of a passed coupler impact, said lock lifter member between its said hook eye portion and its said rectilinear portion defining an upwardly directed gooseneck portion having the lower end of same merging into said rectilinear portion of said lock lifter member, said housing and said handle and lock lifter member portions inclining downwardly from said axis toward said gooseneck portion, said gooseneck portion and the downward inclination of said housing and said handle and lock lifter member rectilinear portions defining said downward angulation of said assembly, said housing under the action of gravity, when said assembly is mounted in operative relation on the car, being disposed to have the lower end of same adjacent said lower end of said gooseneck portion, said housing being free floating relative to said handle and lock lifter members and having a generally quadrilateral transverse cross-sectional configuration throughout its length that is elongate, with said housing and handle and lock lifter member rectilinear portions being oriented such that when said assembly is mounted in its said operative relation on the car, the long dimension of said housing transverse cross-sectional configuration is horizontally disposed, whereby said lower end of said housing is substantially free of projection below said lower end of said gooseneck portion in said operative relation thereof, with said handle member rectilinear portion being disposed in the housing guide tube on the side of said housing that is to face the car end in said operative relation of said assembly and said lock lifter member rectilinear portion being disposed in the other housing guide tube, with said assembly having its mass distributed such that when said assembly is in its said operative relation it is free of tendencies to rock under train action in the direction which would lift the lock lifter, free of mechanical restraint, said handle and lock lifter members at the other ends thereof each include a shoe extending longitudinally thereof in sliding relation with the respective guide tubes of said housing, said shoes having a transverse cross-sectional configuration that substantially complements that of the guide tube in which the shoes respectively operate, and having a dimension transversely of saId housing in said housing plane that at least approximates the dimension of same transversely of said housing in a direction normally of said plane.

11. The improvement set forth in claim 10 wherein: said housing guide tubes are in fixed relation to each other.

12. The improvement set forth in claim 10 including: means for connecting said housing guide tubes together for free floating shifting movement lengthwise thereof relative to each other, and stop means acting between the respective guide tubes for limiting said shifting movement.

13. The improvement set forth in claim 12 wherein: said connecting means further includes means for accommodating limited pivoting movement of one of said guide tubes relative to the other about an axis extending intermediate and normally of the same.

14. The improvement set forth in claim 10 wherein: said handle and lock lifter member rectilinear portions and said housing are proportioned such that in the fully contracted condition of said assembly, said assembly has a length measured between said pivot points along said axis for application to the car without uncoupling the coupler.