US3834554A

US3834554A - Uncoupling lever for railroad cars with standard draft gear cushioning

Info

Publication number: US3834554A
Application number: US00411742A
Authority: US
Inventors: O Chierici
Original assignee: Holland Co
Current assignee: Holland Co
Priority date: 1973-11-01
Filing date: 1973-11-01
Publication date: 1974-09-10
Anticipated expiration: 1991-09-10
Also published as: CA1008022A

Abstract

An uncoupling lever assembly for railroad cars equipped with standard draft gear cushioning, which lever assembly comprises a handle section and a lock lifter section, each including an elongate rectilinear bar, that are assembled to provide an effective operating length for the assembly that may be extended and contracted as required by coupler side swing and coupler impacts. The handle section bar has an operating handle affixed to one end of same for pivotal connection to the car, the handle section bar being unencumbered the rest of its length and to and through its other end. The lock lifter section bar has a lock lifter rod member affixed to one end of same having a hook eye adapted for a conventional application to the coupler lock lifter, and also has affixed to one side of same adjacent its other end a single channel member that defines a single slideway for the lever assembly in which the handle section bar is slidably received. The lever assembly bars are in side by side relation, with the lock lifter bar channel member slidably mounted on the handle section bar, and the handle section bar projecting through and inboard of the slideway when the coupler is in its neutral centered relation relative to the car. The result is that the portion of the handle section bar projecting inboard of the car from the slideway forms the portion of the adjuster accommodating take up and let out of the effective length of the lever assembly, as is required by coupler side swing and coupler impacts.

Description

United States Patent [1 1 Chierici [11] 3,834,554 Sept. 10, 1974 UNCOUPLING LEVER FOR RAILROAD CARS WITH STANDARD DRAFT GEAR CUSHIONING [75] Inventor: Osvaldo F. Chierici, Elmhurst, Ill.

[73] Assignee: Holland Company, Lombard, Ill.

[22] Filed: Nov. 1, 1973 [21 Appl. No.: 411,742

Primary Examiner-M. Henson Wood, Jr.

Assistant Examiner-Gene A. Church Attorney, Agent, or Firm-Mann, Brown, McWilliams & Bradway [57] ABSTRACT An uncoupling lever assembly for railroad cars equipped with standard draft gear cushioning, which lever assembly comprises a handle section and a lock lifter section, each including an elongate rectilinear bar, that are assembled to provide an effective operating length for the assembly that may be extended and contracted as required by coupler side swing and coupler impacts. The handle section bar has an operating handle affixed to one end of same for pivotal connection to the car, the handle section bar being unencumbered the rest of its length and to and through its other end. The lock lifter section bar has a lock lifter rod member affixed to one end of same having a hook eye adapted for a conventional applicationto the coupler lock lifter, and also has affixed to one side of same adjacent its other end a single channel member that defines a single slideway for the lever assembly in which the handle section bar is slidably received. The lever assembly bars are in side by side relation, with the lock lifter bar channel member slidably mounted on the handle section bar, and the handle section bar projecting through and inboard of the slideway when 1 the coupler is in its neutral centered relation relative to the car. The result is that the portion of the handle section bar projecting inboard of the car from the slideway forms the portion of the adjuster accommodating take up and let out of the effective length of the lever assembly, as is required by coupler side swing and coupler impacts.

/ '5 12 Claims, 7 Drawing Figures PAIENIEUSEPI 01914 I sum 1 or 2 lil'l UNCOUPLING LEVER FOR RAILROAD CARS WITII STANDARD DRAFT GEAR CUSHIONING This invention relates to an uncoupling lever assembly for railroad cars, and more particularly, to an uncoupling lever assembly that is especially adapted for use with railway cars equipped with standard draft gear cushioning.

Uneoupling levers for cars equipped with standard draft gear cushioning, in accordance with standard practices, have usually been in the form of an operating rod that is rigid against extension and contraction lengthwise thereof, with the connection of the operating rod to the car end accommodating movement of the operating rod laterally of the car as required to accommodate coupler side swing and coupler impacts. While uncoupling levers designed for use with cars equipped with longer travel cushioning for handling coupler impacts have come to have extensible and contractible features to accommodate the additional coupler movement relative to the car body that is involved, the uncoupling levers for cars equipped with standard draft gear cushioning have continued to be designed to be non-extensible and contractible in nature lengthwise thereof. Furthermore, prior art uncoupling rods for cars equipped with standard draft gear cushioning have come to be made in many shapes and sizes for particular car applications, and thus are not interchangable between cars. Also, conventional uncoupling rods of this type in practice usually make it necessary to uncouple the car to apply or replace the uncoupling rod.

A principal object of this invention is to provide an uncoupling lever assembly that is specifically designed for use in connection with cars equipped with standard draft gear cushioning, that is of universal application insofar as cars of this type are concerned, that is swingably connected to the car, for operating the lock lifter, in a manner which avoids any substantial amount of movement of the lever assembly handle laterally of the car due to coupler swing, and that accommodates coupler swing by providing for extension and contraction of the effective length of the assembly adjacent the in board end of the assembly.

Another important object of the invention is to provide an uncoupling lever assembly for cars equipped with standard draft gear cushioning that may be applied to and removed from the car without uncoupling the car or damaging the lever assembly in the removal process.

Other important objects of the invention are to provide an uncoupling lever assembly for cars equipped with standard draft gear cushioning that permits inventorying of only lever assembly for replacement purposes, that permits separate replacement of the basic assembly components, that permits the standardization of the car body mounting bracket for all cars of this type, and that provides an uncoupling lever assembly that is economical of manufacture, convenient to apply and use, and long lived in operation.

In accordance with this invention, the uncoupling lever assembly comprises a handle section and a lock lifter section that each include an elongate rectilinear bar, in which the bar of the handle section has a handle portion fixed to the outboard end of same, and the bar' eye adapted for application to the lock lifter. The outboard end of the lock lifter section bar is equipped with a channel member on the side of same that is to face the car, which channel member defines with the lock lifter section bar a single elongate slideway for the assembly through which the handle section bar extends. The handle section handle is swingably mounted on the car end by a special ore lock type pivotal connection which holds the handle section against significant shifting movement laterally of the car under coupler side swing and impacts; the extension and contraction, or take up and let out, of the effective length of the lever assembly that is required to accommodate coupler side swing and impacts is effective adjacent the inboard end of the assembly.

The handle and lock lifter sections of the assembly are freely separable on disconnection of the handle section from the car to permit ready replacement of either section if desired, and ready application to the car of the assembly without having to uncouple the car or dismantle the coupler knuckle assembly.

Other objects, uses, and advantages will be obvious or become apparent from a consideration of the following detailed description and the application drawings.

In the drawings:

FIG. 1 is a fragmental plan view of one end of a railroad car (shown in the form of a flat car) that is assumed to be equipped for standard draft gear cushioning, showing one embodiment of the invention applied thereto, with the coupler shown in a largely diagrammatic manner, and with the full line showing of the lever assembly having the normal riding position of same when the coupler is centered relative to the car;

FIG. 2 is a side elevational view of the structure shown in FIG. 1, taken from the lower side of FIG. 1;

FIG. 3 is a plan view of the assembly on an enlarged scale, with parts broken away, and on an enlarged scale, to better bring out-the nature of the ends of the assembly as seen in plan in FIG. 1;

FIG. 4 is an end view of the structure shown in FIG. 1, taken from the right hand side of FIG. 1, showing the manner in which the effective length of the lever assembly changes, and also showing in phantom the lock lifter section of the assembly separated from the handle section of the assembly for application or removal with respect to the coupler;

FIG. 5 is a fragmental sectional view taken substan- V tially along line 5-5 of FIG. 4 with parts shown in end elevation;

FIG. 6 is a side elevational view of the lever assembly, with the handle and lock lifter sections shown separated; and

FIG. 7 is an elevational view, on an enlarged scale of a lever mounting device employed in connection with this invention.

However, it is to be distinctly understood that the specific drawing illustrations provided are supplied primarily to comply with the requirements of the Patent Laws, and that the invention may have other 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 the drawings generally indicates a preferred embodiment of the invention applied between the end 12 of car body underframe 14 and coupler 16 that is suitably mounted on the car 15 of which underframe 14 forms a part.

The underframe 14 is intended to represent a typical flat car having the usual fixed center sill 18 equipped with the usual striker 20. Coupler 16 is operably mounted in the fixed sill 18 in any conventional manner, and it is assumed that it is operably connected to the center sill and/or the car body 14 through a conventional type of draft gear mechanism, an example of which is shown in US. Pat. No. 2,8l 1,263, whereby the car 15 is equipped for standard draft gear cushioning of coupler impacts applied to the coupler 16 (standard draft gear traveling being in the range of 2% inches for buff impacts and 1% inches for draft impacts).

As is well known in the art, the car body 14 is supported on the railroad track by suitable trucks (not shown), and the shank 19 of the coupler 16 is secured to the car for swinging movement to either side of the car center line.

The uncoupling assembly 10 is applied between the car body bracket 22 that is suitably anchored to the car body end sill 24, and the lock lifter or unlocking knuckle 26 of the coupler.

The lever assembly 10 generally comprises a handle section 30 that includes an elongate rectilinear bar 32 of rectangular transverse cross-sectional configuration (see FIGS. 2 .and having handle portion 34 affixed, as by welding, to one end 36 of same; bar 32 is free and unencumbered for the full length of same, between its outboard end 36 and its inboard end 38 thereof for being freely received in the lock lifter section 40 of the assembly.

The lock lifter section 40 comprises elongate rectilinear bar 42 that is of rectangular transverse crosssectional configuration (see FIGS. 2 and 5) having affixed to the inboard end 44 of same a lock lifter portion 46 provided with the usual hook eye 48 that is adapted for conventional cooperation with the coupler lock lifter 26.

The bar 42 of the assembly section 40 has affixed thereto a channel member 50, adjacent its outboard end 52, which forms on the side 53 of the bar 42 that is to face the end of the railroad car body 14, a slideway 54 (see FIG. 5) in which the handle section bar 32 is freely received.

It is to be noted that the slideway 54 approximately complements the transverse cross-sectional configuration of the bar 32, and that the side 53 of the bar 42, inboard of the channel member end 54, including at the point of application of lock lifter portion 46, is free and unencumbered for ready movement of the lock lifter section 40 relative to the handle section 30 to the extent tha the end 38 of handle section bar 32 may readily pass well beyond the juncture of lock lifter portion 46 and bar 42, when the lever is fully contracted to the extent channel member 50 engages handle portion 34.

The

bars

32 and 42 are proportioned so that when the coupler 16 is centered with respect to the centerline of the car 15, the end 38 of bar 32 projects inboard of channel member 50 approximately the amount indi cated in FIGS. 1 and 4.

The assembly 10 may be applied to the car without uncoupling the coupler 16 by taking the lock lifter section 40, by'itself, and separated from handle section 30, angling the bar 42 downwardly in the manner indicated in broken lines in FIG. 4, and applying the hook eye 48 to the lock lifter, after which the lock lifter section may be swung horizontally to receive the handle section 30, by applying its bar 32 to guideway 54.

Further in accordance with this invention, a clevis 60 is applied to the car body bracket 22 to which is applied oar lock type mounting device 61 that receives the lever handle portion 34 to operably mount the assembly 10 in its operating position.

It will be observed from FIG. 1 that as the coupler swings back and forth in service, the lock lifter section 40 rides along the handle section bar 32, with the portion 62 of the bar 32 that projects inboard of the channel member providing for the extension and contraction of the effective length of the assembly 10, as required by coupler swing and draft gear travel under coupler impacts. Thus, when the coupler l6 swings toward body bracket 22, the assembly lock lifter section 40 moves outboard of the car and toward the body bracket 22 to expose additional portions of the handle section bar 32 inboard of channel member 50. As the coupler swings in the opposite direction, the lock lifter section 40 moves inboard of the car or away from body bracket 22, to the extent that the end 38 of bar 32 enters channel member 50 a short distance. It is preferable that the parts be proportioned so that when the assembly 10 is operably mounted on the car, the handle section bar 32 extends within the slideway 54 approximately six inches when the assembly 10 is at its maximum extended relation, and when the assembly is in its maximum contracted relation, the outboard end of channel member 50 is well short of handle portion 34 (see FIGS. 1 and 3). The six inch overlap of the

bars

32 and 42 of the device in its contracted relation has been found to be the minimum necessary to insure that the parts remain aligned, under the action of gravity and other stresses, for efficient operation without bind- The application of the assembly handle section 30 to the car by employing the mounting device 61 associated with clevis 60 and body bracket 22 swingably mounts the assembly 10 of the car for rotation of same (counterclockwise of FIG. 2) to operate the lock lifter 26, as well as for pivotal movement about a vertical axis passing approximately through point A (see FIG. 1) about which the assembly 10 swings in the following buff and draft movement of the coupler. However, the pivotal connection involved at body bracket 22 is such that the handle portion 34 is secured against any substantial movement laterally of the vehicle, thus avoiding a basic defect in conventional operating levers for cars equipped with standard draft gear cushioning; such operating levers are usually connected to the car body to permit the handle to freely float relative to the car body in accommodating coupler side swing. This is found to result in dangerous projection of the handle outwardly of the car body and tendencies to pull an operator in between coupled cars, where the operator is attempting to uncouple the car under circumstances which bring in unexpected coupler swing away from the body bracket 22.

It will also be noted that the handle section bar 32 is applied to the side of lock lifter section bar 40 on the side 53 of same that faces the end of the car 15, with the result that when the handle portion 34 is operated to uncouple the car, the bar 42 tends to be lifted about the circular path that is involved, thus avoiding application of undesirable stresses to the channel member 50, and disposing the lever assembly for minimum angling of the lock lifter portion 46 relative thereto.

SPECIFIC DESCRIPTION The bar 32 is formed from suitable bar stock (preferably a suitable grade of steel) of uniform transverse cross-sectional configuration throughout its length. I-Iandle portion 34 comprises a length of suitable round stock having a rectilinear portion 82 which defines the operating handle 84 of the assembly, which portion 82 merges into open looped end portion 86 defining open eye 87 that is applied to mounting device 61. As indicated in FIGS. 1 and 3, the handle 84 and looped end 86 are in coplanar relation and they are in coplanar relation with the bar 32, with the operating handle also being angled relative to the longitudinal axis of the bar 32 approximately 20, as indicated in FIG. 6. This results in the handle 84 being conveniently positioned, when assembly 10 is in its operating position, for grasping and operating by the operator. The looped end portion 86 of handle portion 34 includes a rectilinear portion that is applied to mounting device 61, and terminal portion 89 that is inboard of handle 84 and spaced well above bar 32.

The bar 42 of lock lifter section 40 is formed from suitable bar stock (also preferably a suitable gradeof steel), and the lock lifter portion 46 comprises a length 90 of round stock shaped to define riser portion 92 having its end 94 suitably affixed to the end 44 of the bar 42, as by welding, and its other end 96 merging into a rectilinear extension portion 98 that in turn merges into hook eye 48.

As indicated in FIG. 3, the riser portion 92 is not centered with respect to the end 44 of bar 42, but rather the riser portion 92 is disposed to one side of the bar 42 so that the end 38 of the housing section bar 32 may readily pass the riser portion 92 to move to the fully contracted relation of the assembly 10.

As indicated in FIG. 6, the riser portion 92 makes an angle of approximately 80 with respect to the longitudinal axis of the bar 42, and the lock lifter portion 46 as a whole makes an angle of approximately 15 with respect to the longitudinal axis of the bar 42, with the result that when the assembly 10 is in its operating position, the extension 98 is substantially horizontally disposed, and the assembly 10 is angled vertically downwardly (see FIG. 4) to provide the notched configuration 102 which accommodates passage of the coupler of the opposing car in the event'of a passed coupler impact.

Channel member 50 overlies approximately the outboard one half of bar 42, and defines web portion and

side flange portions

113 and 115 that are affixed to bar 42, as by welding at 117 (see FIG. 5).

The body bracket 22 comprises a plate 110 of Z configuration having one planar portion 112 affixed to the car end sill 24 by suitable bolts or the like 1 14, a middle planar portion 116 (see FIG. 2) horizontally disposed and having clevis 60 affixed thereto by suitable fasteners 118 (which may be releasably mounted) and a planar portion 120 disposed in a depending manner adjacent the hand grip portion 34 that forms a movement stop for the assembly 10.

The mounting device 61 generally comprises a first

U-element having legs

132 and 134 that receive the clevis 60 and are bored as at 135 to receive shank 136 of pivot pin 138, to the head 140 of which is fixed (as by welding at 141) a second U-element 142 between the

legs

144 and 146 of which the handle portion 34 of assembly 10 is received. Thus, the portion 85 of the assembly handle rests on the bight or closed end portion 148 of element 142, and is retained in place by asuitable fastener, such as cotter pin 150, received through bores 152 formed in

legs

144 and 146 of element 142. Received over cotter pin is bushing 154 that is in rolling engagement with handle portion 85.

Shank 136 of pin 138 has lug 156 affixed thereto (as by welding) to secure pin 138 in place on clevis 60. It will be noted that the

elements

130 and 142 are disposed so that their legs are in perpendicular relation; however, element 142 pivots relative to element 130 in an oar lock like manner.

Device 61 pivots about vertical axis A as the coupler, moves longitudinally of the car in buff and draft, as indicated by the showing of FIG. 1. As the coupler swings from side to side,- handle portion 34 swings vertically within element 142 a limited amount (about l or 2) to accommodate the movement of channel member 50 up and down the downwardly inclined bar 32, whereby extension 98 remains relatively horizontally disposed during side swing of coupler 16.

Clevis 60 and device 61 may be furnished as a conversion assembly 63 for mounting theassembly section 30 on the car. Altemately, handle portion may be applied directly to existing brackets used for conventional levers, such as that shown at the top of page 564 of the 1970 Edition of Car and Locomotive Cyclopedia.

It will therefore be seen that this invention provides an uncoupling lever assembly which has a single point of pivotal connection (point A) to the car body at its handle end, and the usual application to the customary lock lifter, to provide an uncoupling device arrangement in which the effective length of the device is extended or contracted in the area of the notched configuration 102, that is, at the inboard end of assembly 10. The excess length of the device is taken up inboard of, and externally of the end 54 of the'slideway defining channel member 50, and since the

bars

32 and 42 are in side by side relation there is no undue limiting of the effective length of the lever, as there is in levers of the telescoping type (in which the adjusting parts involved are in coaxial relation). The take up of the lever assembly in being in the area of the notched configuration 102, and thus adjacent the coupler, is disposed well out of the way of the side of the car, which avoids safety hazards of the type inherent in levers of the type inwhich the handle has substantial movement laterally of the car in response to coupler swing. The location of the lever assembly take up at the notched configuration 102 also avoids interference with operation of the handle 84 when the device is to be used to uncouple the car.

The

assembly sections

30 and 40 are readily separable, and after separation of section 30 from mounting device 61, are adapted for ready replacement of either

section

30 or 40, as may be desirable under the circumstances. Application of the device is easyby permitting the lock lifter section 40 to be first applied, after which the handle section 30 may be applied to the lock lifter section 40, as heretofore indicated. However, in many instances, the assembly 10, by fully contracting same, to dispose the outboard end 55 of channel 50 adjacent handle 84, may be applied to the coupler without uncoupling the car by reason of the relatively soft contracted effective length of the assembly that will result.

The assembly 10 is also adapted for ready application to all cars of the type employing standard draft gear cushioning, as well as to both type E and F couplers. Since the basic take up and let out parts of the assembly are sturdy yet simple flat steel bars, heat and hammer repair in the field for straightening purposes, where necessary, will suffice. If one section is irrepairably damaged, it may be replaced with a like section, thereby avoiding having to replace the whole lever assembly.

The assembly may be quickly applied to the car without uncoupling the car or dismantling the coupler, and without having to stand between the truck rails to do so. The disposition of the assembly as mounted avoids the passed coupler impact problem.

In a commercial embodiment bars 32 and 42 are /8 inch thick and 1% or 2 inches in width. Channel member 50 is 12 inches in length, with the

bars

32 and 42 being approximately 3 /2 feet and 2 feet in length, respectively.

The assembly is arranged to accommodate coupler movements in cushioning buff and draft impacts ranging from standard draft gear cushioning up. to and including ten inches of hydraulic end of car or sliding sill cushioning,

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 an uncoupling lever device for a railroad car having a coupler mounted at one end thereof for side to side swinging movement and movement longitudinally of the car in response to buff and draft forces and including a lock lifter for uncoupling the coupler, which car is equipped for standard draft gear cushioning of said buff and draft forces, with said uncoupling device including a lever assembly comprising a lock lifter section including a hook eye at one end thereof adapted to operatively engage the lock lifter for sup port by the coupler, and a handle section including a handle portion at one end thereof adapted 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, the improvement wherein:

said handle section comprises:

an elongate rectilinear bar of quadrilateral transverse cross-sectional configuration, with the handle portion being fixed to one end of said bar,

said lock lifter section comprising:

an elongate quadrilateral bar of quadrilateral transverse cross-sectional configuration having the hook eye affixed to one end of same,

said lock lifter section bar adjacent the other end of same including a single elongate slideway along one side of same,

with said handle section bar being slidably received in said slideway for disposing and maintaining said bars in substantial side by side parallelism,

said slideway being shaped relative to said handle section bar to place said handle section bar in cranking relation to said lock lifter section bar and said handle section bar being on the side of said lock lifter section bar that is to face the car,

said slideway being open at either end of same for free travel of said lock lifter section slideway longitudinally of said handle section bar to, on movement of said lock lifter section bar toward the bandle portion, dispose said other end of said handle section bar exteriorly of said slideway at the hook eye end of same for accommodating contraction of said device under coupler swing when the coupler swings toward said handle portion,

said bars being formed for free travel of said lock lifter section bar relative to said handle section bar, on said movement to project said other end of said handle section bar from said slideway, to adjacent said one end of said lock lifter section bar, and for free travel of said slideway the full length of said handle section bar,

said bars being proportioned to dispose said other end of said handle section bar intermediate said one end of said lock lifter section bar and the slideway inboard end when the coupler is centered relative to the car.

2. The improvement set forth in claim 1 wherein:

said bars each are of rectangular cross-sectional configuration defining opposed wide sides and opposed narrow sides,

said one side of said lock lifter section bar being a wide side thereof,

with said bars being disposed to have adjacent of their said wide sides in vertically disposed, closely spaced, substantially parallel relation.

3. The improvement set forth in claim 2 wherein:

said lock lifter section further comprises:

a rod element affixed to said one end of said lock lifter bar off center of same in the direction away from said one side thereof to accommodate passing of said handle section bar other end by said rod element on contraction of said device,

said rod element being formed to define the hook eye.

4. The improvement set forth in claim 2 wherein:

said handle section further comprises:

a rod element fixed to said one end of said handle section bar, and forming said handle portion,

said handle section rod element defining a pendant handle and an open loop for pivotally connecting same to the car,

said pendant handle being in coplanar relation with the long dimension of said handle section transverse cross-sectional configuration.

5. The improvement set forth in claim 1 wherein:

said handle section bar is freely removable from said slideway by extending said device to withdraw said handle section bar from said slideway.

6. In a railroad car adapted to ride on track rails and having a coupler mounted at one end thereof for side to side swinging movement and movement longitudinally of the car in response to buff and draft forces and including a lock lifter for uncoupling the coupler, which car is equipped for standard draft gear cushioning of said buff and draft forces, and an uncoupling device including a lever assembly comprising a lock lifter section 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, and a handle section 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, the improvement wherein:

said handle section comprises:

said lock lifter section comprising: i

said lock lifter section bar adjacent the other end of same including a single, elongate slideway along one side of same,

said slideway being shaped relative to said lock lifter section bar andsaid handle section bar being on the side of said lock lifter section bar that faces the car,

said slideway being open at either end of same for free travel of said lock lifter section slideway longitudinally of said handle section bar to, on movement of said lock lifter section bar toward the handle portion, dispose said other end of said handle section bar exteriorily of said slideway at the hook eye end of same for accommodating contraction of said device under coupler swing when the coupler swings toward said handle portion,

said bars being formed for free travel of said lock lifter section bar relative to said handle section bar, on said movement to project said other end of said handle section bar on said movement, to project said other end of said handle section bar from said slideway, and for free travel of said slideway the full length of said handle section bar,

said bars being proportioned to dispose said other end of said handle section bar intermediate said one end of said lock lifter section bar and said slideway when the coupler is centered relative to the car,

whereby said lock lifter section hook eye may be pivoted about its pivot point to lift the lock lifter by swinging said handle section about its pivot point away from the car to lift said lock lifter section bar in swinging motion about its said pivot point.

7. The improvement set forth in claim 6 wherein:

said bars each are of rectangular cross-sectional configuration defining opposed wide sides and oppq sd narrow s des,

said one side of said lock lifter section bar being a wide side thereof,

with said bars being disposed to have adjacent of their said wide sides in vertically disposed closely spaced, substantially parallel relation.

8. The improvement set forth in claim 7 wherein:

said lock lifter section further comprises:

said rod element being formed to define thehook eye.

9. The improvement set forth in claim 7 wherein:

said handle section further comprises:

said pendant handle being in coplanar relation with the long dimension of said handle section transverse cross-sectional configuration,

and means for pivotally connecting said handle section rod element to the car at said loop thereof and said handle section pivot and against substantial shifting movement of said handle loop laterally of the car.

10. The improvement set forth in claim 9 wherein:

said handle section pivotally connecting means comprises a clevis fixed to said car in a substantially horizontal plane,

a first U-element received over said clevis,

a pin received through the legs of said U-element and said clevis to connect said U-element to said clevis,

a second U-element fixed to said pin in upright position above said first U-element,

with said handle section open loop being received in said second U-element,

and means for releasably retaining said handle section open loop in said second U-element.

11. The improvement set forth in claim 6 wherein:

said bars, in the maximum extended relation of said device, as applied to the car, overlap approximately 6 inches.

12. A replacement mounting assembly for mounting the handle end of an uncoupling lever assembly on a railroad car, said mounting assembly comprising:

a clevis adapted to be fixed to said car in a substantially horizontal plane, a first U-element received over said clevis,

and-means for releasably retaining the handle of the lever assembly in said second U-element.

Claims

1. In an uncoupling lever device for a railroad car having a coupler mounted at one end thereof for side to side swinging movement and movement longitudinally of the car in response to buff and draft forces and including a lock lifter for uncoupling the coupler, which car is equipped for standard draft gear cushioning of said buff and draft forces, with said uncoupling device including a lever assembly comprising a lock lifter section including a hook eye at one end thereof adapted to operatively engage the lock lifter for support by the coupler, and a handle section including a handle portion at one end thereof adapted 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, the improvement wherein: said handle section comprises: an elongate rectilinear bar of quadrilateral transverse crosssectional configuration, with the handle portion being fixed to one end of said bar, said lock lifter section comprising: an elongate quadrilateral bar of quadrilateral transverse crosssectional configuration having the hook eye affixed to one end of same, said lock lifter section bar adjacent the other end of same including a single elongate slideway along one side of same, with said handle section bar being slidably received in said slideway for disposing and maintaining said bars in substantial side by side parallelism, said slideway being shaped relative to said handle section bar to place said handle section bar in cranking relation to said lock lifter section bar and said handle section bar being on the side of said lock lifter section bar that is to face the car, said slideway being open at either end of same for free travel of said lock lifter section slideway longitudinally of said handle section bar to, on movement of said lock lifter section bar toward the handle portion, dispose said other end of said handle section bar exteriorly of said slideway at the hook eye end of same for accommodating contraction of said device under coupler swing when the coupler swings toward said handle portion, said bars being formed for free travel of said lock lifter section bar relative to said handle section bar, on said movement to project said other end of said handle section bar from said slideway, to adjacent said one end of said lock lifter section bar, and for free travel of said slideway the full length of said handle section bar, said bars being proportioned to dispose said other end of said handle section bar intermediate said one end of said lock lifter section bar and the slideway inboard end when the coupler is centered relative to the car.

2. The improvement set forth in claim 1 wherein: said bars each are of rectangular cross-sectional configuration defining opposed wide sides and opposed narrow sides, said one side of said lock lifter section bar being a wide side thereof, with said bars being disposed to have adjacent of their said wide sides in vertically disposed, closely spaced, substantially parallel relation.

3. The improvement set forth in claim 2 wherein: said lock lifter section further comprises: a rod element affixed to said one end of said lock lifter bar off center of same in the direction away from said one side thereof to accommodate passing of said handle section bar other end by said rod element on contraction of said device, said rod element being formed to define the hook eye.

4. The improvement set forth in claim 2 wherein: said handle section further comprises: a rod element fixed to said one end of said handle section bar, and forming said handle portion, said handle section rod element defining a pendant handle and an open loop for pivotally connecting same to the car, said pendant handle being in coplanar relatiOn with the long dimension of said handle section transverse cross-sectional configuration.

5. The improvement set forth in claim 1 wherein: said handle section bar is freely removable from said slideway by extending said device to withdraw said handle section bar from said slideway.

6. In a railroad car adapted to ride on track rails and having a coupler mounted at one end thereof for side to side swinging movement and movement longitudinally of the car in response to buff and draft forces and including a lock lifter for uncoupling the coupler, which car is equipped for standard draft gear cushioning of said buff and draft forces, and an uncoupling device including a lever assembly comprising a lock lifter section 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, and a handle section 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, the improvement wherein: said handle section comprises: an elongate rectilinear bar of quadrilateral transverse cross-sectional configuration, with the handle portion being fixed to one end of said bar, said lock lifter section comprising: an elongate quadrilateral bar of quadrilateral transverse cross-sectional configuration having the hook eye affixed to one end of same, said lock lifter section bar adjacent the other end of same including a single, elongate slideway along one side of same, with said handle section bar being slidably received in said slideway for disposing and maintaining said bars in substantial side by side parallelism, said slideway being shaped relative to said lock lifter section bar and said handle section bar being on the side of said lock lifter section bar that faces the car, said slideway being open at either end of same for free travel of said lock lifter section slideway longitudinally of said handle section bar to, on movement of said lock lifter section bar toward the handle portion, dispose said other end of said handle section bar exteriorily of said slideway at the hook eye end of same for accommodating contraction of said device under coupler swing when the coupler swings toward said handle portion, said bars being formed for free travel of said lock lifter section bar relative to said handle section bar, on said movement to project said other end of said handle section bar on said movement, to project said other end of said handle section bar from said slideway, and for free travel of said slideway the full length of said handle section bar, said bars being proportioned to dispose said other end of said handle section bar intermediate said one end of said lock lifter section bar and said slideway when the coupler is centered relative to the car, whereby said lock lifter section hook eye may be pivoted about its pivot point to lift the lock lifter by swinging said handle section about its pivot point away from the car to lift said lock lifter section bar in swinging motion about its said pivot point.

7. The improvement set forth in claim 6 wherein: said bars each are of rectangular cross-sectional configuration defining opposed wide sides and opposed narrow sides, said one side of said lock lifter section bar being a wide side thereof, with said bars being disposed to have adjacent of their said wide sides in vertically disposed closely spaced, substantially parallel relation.

8. The improvement set forth in claim 7 wherein: said lock lifter section further comprises: a rod element affixed to said one end of said lock lifter bar off center of same in the direction away from said one side thereof to accommodate passing of said handle section bar other end by said rod element on contraction of said device, said rod element being fOrmed to define the hook eye.

9. The improvement set forth in claim 7 wherein: said handle section further comprises: a rod element fixed to said one end of said handle section bar, and forming said handle portion, said handle section rod element defining a pendant handle and an open loop for pivotally connecting same to the car, said pendant handle being in coplanar relation with the long dimension of said handle section transverse cross-sectional configuration, and means for pivotally connecting said handle section rod element to the car at said loop thereof and said handle section pivot and against substantial shifting movement of said handle loop laterally of the car.

10. The improvement set forth in claim 9 wherein: said handle section pivotally connecting means comprises a clevis fixed to said car in a substantially horizontal plane, a first U-element received over said clevis, a pin received through the legs of said U-element and said clevis to connect said U-element to said clevis, a second U-element fixed to said pin in upright position above said first U-element, with said handle section open loop being received in said second U-element, and means for releasably retaining said handle section open loop in said second U-element.

11. The improvement set forth in claim 6 wherein: said bars, in the maximum extended relation of said device, as applied to the car, overlap approximately 6 inches.

12. A replacement mounting assembly for mounting the handle end of an uncoupling lever assembly on a railroad car, said mounting assembly comprising: a clevis adapted to be fixed to said car in a substantially horizontal plane, a first U-element received over said clevis, a pin received through the legs of said U-element and said clevis to connect said U-element to said clevis, a second U-element fixed to said pin in upright position above said first U-element, and means for releasably retaining the handle of the lever assembly in said second U-element.