US3871529A

US3871529A - Integral coupler centering device

Info

Publication number: US3871529A
Application number: US453926A
Authority: US
Inventors: Darrell D Dial; Bose Robert J Von
Original assignee: Halliburton Co
Current assignee: FM ACQUISITION Corp
Priority date: 1974-03-22
Filing date: 1974-03-22
Publication date: 1975-03-18
Anticipated expiration: 1992-03-18
Also published as: CA1013714A

Abstract

A method and apparatus is disclosed for centering a railway car coupler bar. The apparatus includes a coupler carrier operable for supporting a coupler bar with right and left hand centering arms pivotally connected to the carrier. Means are connected between the centering arms to bias the arms together and an interfering member is disposed between the free ends of the arms to interfere with free pivotal movement of the arms coinciding with swinging movement of the couplar bar. The method includes the steps of biasing the right and left hand centering arms together, interposing an arcuate member between the distal ends of the arms and upon swinging movement of the couplar bar blocking movement of one of the arms while carrying the other arm along with the couplar bar and thereby tensioning an elastomeric biasing member to restore the couplar bar to a nominal position generally aligned with the central longitudinal axis of the railway car.

Description

nited States Patent [191 Dial et al.

[ Mar. 18, 1975 1 INTEGRAL COUPLER CENTERING DEVICE [75] Inventors: Darrell D. Dial, Fort Worth; Robert J. von Bose, Arlington, both of Tex.

[73] Assignee: Halliburton Company, Duncan,

Okla.

[22] Filed: Mar. 22, 1974 [21] Appl. No.: 453,926

Primary Examiner-M. Henson Wood, Jr.

Assistant E.\'am1'nerGene A. Church Attorney, Agent, or Firm-Burns, Doane, Swecker &

Mathis 1 2 [57] ABSTRACT A method and apparatus is disclosed for centering a railway car coupler bar. The apparatus includes a coupler carrier operable for supporting a coupler bar with right and left hand centering arms pivotally connected to the carrier. Means are connected between the centering arms to bias the arms together and an interfering member is disposed between the free ends of the arms to interfere with free pivotal movement of the arms coinciding with swinging movement of the couplar bar. The method includes the steps of biasing the right and left hand centering arms together, interposing an arcuate member between the distal ends of the arms and upon swinging movement of the couplar bar blocking movement of one of the arms while carrying the other arm along with the couplar bar and thereby tensioning an elastomeric biasing member to restore the couplar bar to a nominal position generally aligned with the central longitudinal axis of the railway car.

18 Claims, 11 Drawing Figures INTEGRAL COUPLER CENTERING DEVICE BACKGROUND AND BRIEF SUMMARY OF THE INVENTION The present invention relates to an apparatus for centering a coupler bar with respect to the longitudinal center line of a railway car. More particularly, the invention relates to a low profile centering device which is longitudinally fixed relative to the coupler bar and which can be released for manual displacement of the coupler bar.

Since emerging in the last half of the nineteenth century as an efficient mode of transportation, railroads have been employed to convey a major portion of goods involved in national and international commerce. This may be due in large part to the fact that railroad transportation provides an ideal mode of transporting goods overland for long distances. Large quantitles of goods including materials far too heavy for transportation by truck can be carried and dispersed through a vast national network of railroads by the simple expedient of uncoupling and switching to different trains cars carrying particular cargos.

In order to facilitate the dispersion of individual carloads of goods through the railroad network most distribution centers have quite large freight yards where railway cars can be loaded, unloaded, coupled, and switched. Indeed, with the large and increasing volume of cars passing through many freight yards, these installations have become highly mechanized. Freight yards covering the equivalent of many city blocks can be electronically controlled by computer from a single central location. The size ofthese yards and the volume of traffic simply preclude direct human supervision which in any case may be quite difficult, considerably more costly, and often reliable. The identity of each car, its contents, origin, and destination can be introduced into a computer and the output used to control switching in the yard and movement of the car so that it arrives quickly at its intended destination.

Increased mechanization has greatly enhanced the operating efficiency of many freight yards. However, at the same time new problems have developed and certain old problems have been exacerbated. If the operation of a freight yard is to be automated it is quite important from the standpoint of both efficiency and safety that the coupling of cars be effected with a minimum of direct on-site human supervision. In order to automate the coupling operation it is necessary that the type, size, orientation, and position of couplers and associated coupler shanks be standardized. The size and type of coupler employed on most railway cars has already been standardized and emphasis presently is focused on insuring that the coupler and associated coupler shank are maintained in a vertically and horizontally centered posture when a car is uncoupled.

There are several important reasons for requiring couplers and coupler shanks to assume a centered posture when the coupler is uncoupled. The normal mode of coupling two cars together employs a switching engine to move one of the cars toward the other until the the open couplers contact and close. Once the couplers are in contact and closed, the asociated pneumatic cables are connected and the coupling operation is complete. If the couplers do not assume a vertically centered posture then the couplers of the two cars will not meet and the cars cannot be coupled. Thus, a number of different devices have been developed to insure that the coupler bars are properly positioned vertically.

If the coupler bars arenot horizontally centered relative to the longitudinal center line of the cars, than a yard man must move between the ends of the cars and properly orient the couplers by hand. This is clearly a highly dangerous procedure particularly if movement of the switching engine and one of the cars is controlled from some distance away. If, however, coupler misalignment is not noticed, the switching engine may jam the cars together and the ladding, couplers, and/or car structure may be badly damaged.

The considerations presented in the preceding have combined to present an urgent need for a suitable device which can insure that a coupler bar will be horizontally centered when uncoupled. To satisfactorily deal with the problems suggested, a centering device must meet a number of rather rigorous standards. For instance, in light of the high cost of labor and the work rules found in the railroad industry, a centering device should be designed for infrequent maintenance. Coupling mechanisms are subject to highly cyclical loads and thus, any centering device must be capable of re sisting fracture or other failure due to fatigue. F urthermore, to keep replacement costs within reasonable limits, the device should have a substantial useful service. Additionally, since other elements of the coupling apparatus are also quite costly and involve a considerable amount of labor if repairs are needed, the centering device should not function in a way which would introduce abnormal wear patterns in the coupler, coupler pin, or other associated hardware.

In most cases, the coupler bar is cushioned by means of a draft gear and thus reciprocates relative to the sill structure of the railway car. Therefore in order to minimize wear and avoid the possibility of severe damage due to sudden movement of the coupler shank, the centering device should be fixed relative to the coupler shank. In light of the fact that the coupler bar often reciprocates relative to the structural members of the railcar, the centering device should operate in a manner such that no undue forces are transmitted into the car structure. In this way the possibility of failure of the structure of the car due to fatigue can be minimized. The coupler bar and associated hardware such as the draft key or coupler pin may need to be replaced from time to time. If improperly positioned, a centering device can hamper repair of these elements. Therefore care must be exercised in positioning the centering device relative to other fixtures of the coupler bar assembly.

Safety of workmen and the general public is a major consideration. A yard man, for instance, may be nearby while the centering device is in operation and can be seriously injured if a high powered spring or other such arrangement should fail and project fragments of the device through or out of a housing. Similarly, if a centering device should interfere with movement of the couplers while the cars are in motion, a train could be derailed or another similar accident could occur thus endangering the lives and property of the general public.

In operation, a centering device should be versatile and trouble free. In this regard, it may be necessary from time to time to couple cars located on a curved length of track. Under such circumstances, the fact that the coupler bars are centered relative to the Iongitudinal centerlines of the cars prevents the couplers from meeting properly and the cars cannot be coupled. It is necessary therefore for the centering device to be releasable so that the coupler bar can be shifted manually to one side if necessary. Not only should the centering device be releasable, but it should remain released during the shifting process. Once, however, the centering device is released and the coupler aligned and coupled, the centering device must return to an operative centering condition. To minimize the need for supervision and to limit possible danger to workmen, the return to an operative centering condition should be automatic.

Centering devices of various types have been employed in attempts to meet the requirements suggested in the preceding. For various reasons the centering devices have not been entirely successful and have presented a number of problems. For instance, while many centering devices of the prior art are fixed relative to the coupler and are therefore perhaps not subject to wear incident to reciprocation of the coupler bar, these centering devices may not be releasable. If the centering device is not releasable, the coupler bar cannot be manually shifted or realigned and the usefulness of the apparatus is diminished by the countervailing disadvantage that a car employing such a centering device cannot be coupled on a curved length of track.

Many centering devices of the prior art employ heavy duty springs to bias the coupler bar to a centered position. Springs of this type are of course subject to fatigue and may thus fail and injure nearby workmen. Furthermore failure of these springs may cause a part of the device to lodge within an associated housing and prevent movement of the coupler bar. Finally, springs of this type are expensive, heavy, and difficult to handle during assembly.

Many releasable centering devices of the prior art are rather large and occupy considerable amounts of space. They entail considerable hardware which may protrude laterally from the area of the coupler bar. If the hardware extends downwardly from the coupler bar, it could be easily damaged by deep snow or objects which might have fallen or been placed between the tracks.

The problems suggested in the preceding are among many which may tend to reduce the effectiveness of centering devices of the prior art. Other noteworthy problems may also exist, however, those presented in the discussion above should be sufficient to demonstrate that centering devices appearing in the prior art have not been altogether satisfactory. A centering device according to the present invention is intended to at least obviate or minimize problems of the type previously noted.

More specifically the subject invention is directed to an improved method and apparatus for centering a railway car coupler bar and includes a coupler fixedly connected to a coupler cushioning device such as a draft gear, elastomeric, or hydraulic cushioning mechanism.

The centering device further includes a right hand centering arm pivotally mounted carried and extending generally along one side of the railway car coupler shank, and a left hand mirror image centering arm pivotally mounted upon the coupler carrier and extending generally along the other side of the railway car coupler shank. A bearing column or post normally projects from each of the centering arms to operably engage the coupler during swinging movement of the coupler bar.

An elastomeric member, such as for example a continuous loop or loops, is connected to each of the centering arms and serves to bias the arms toward each other.

An interfering member is pivotally supported by the coupler carrier and is operably interposed between the distal ends of said right and left hand coupler centering arms. The interfering member functions to maintain one of the arms in a stationary posture when the other arm is swung outwardly along with a swinging coupler bar assembly. The interfering member functions to maintain one of the arms in a stationary posture when the other arm is swung outwardly along with a swinging coupler bar assembly. The elastomeric member is thereby stretched and serves to return the coupler bar to a nominal center line posture.

In the event that manual swinging of the coupler bar is desired it many be achieved by pivoting the interfer ing member out of interfering contact with the distal ends of the centering arms. The coupler bar may then be manually swung to one side without the creation of a restoring force.

The interfering member is biased toward a nominal operative posture and the centering arms may be automatically reengaged with the interfering member upon return of the coupler bar to a nominal center line posture either manually or by normal operating movements.

The method entails the steps of biasing the right and left hand centering arms together with an elastomeric member and inter-posing an interfering member between the distal ends of the centering arms. Upon swinging movement of the couplar bar pivotal movement of one of the arms is blocked by the interfering member while the other arm is pivoted outwardly along with the coupler shank. The elastomeric member then functions to bias the couplar bar back to a nominal pos-.

ture in general axial alignment with the railway car center sill structure.

In presenting the invention reference will now be made to a preferred embodiment. This preferred em bodiment is by way of illustration and not restriction or limitation with respect to the present invention and the manner in which it may be practiced.

DRAWINGS A presently preferred embodiment of the invention is illustrated in the appended drawings in which:

FIG. 1 presents a partially sectioned plan view of an integral centering device as mounted for translation within a railway car center sill along with a cushioning unit and pivotally connected coupler bar;

FIG. 2 is a side elevational view partially broken away and discloses the subject integral coupler centering device within the railway car underframe sill wherein the hydraulic cushioning unit is compressed into a full buff posture while the coupler centering device has maintained a relative constant posture with respect to the overlying coupler shank;

FIG. 3 discloses a detail expanded view of the individual components comprising the integral coupler centering device according to a preferred embodiment of the invention;

FIG. 4 discloses a detail side elevational view, in partial cross-section, disclosing the structural interrelationships of components comprising the subject invention;

FIG. 5 is a crosssectional view taken along section line 5-5 in FIG. 4, and particularly discloses a wear pad which serves to directly support in swinging movement the shank of a coupler bar;

FIG. 6 is a cross-sectional view, taken along section line 6-6 in FIG. 4, and particularly discloses right and left hand centering arms and normally projecting right and left hand coupler engaging columns respectively;

FIG. 7 is a cross-sectional view, taken along line 7-7 in FIG. 4, and particularly discloses integral support pads formed upon an underlying surface of the left and right hand centering arms;

FIG. 8 discloses a typical operational view in which a coupler shank has pivoted out of alignment with a longitudinal center line and has carried a left hand centering arm while the right hand centering arm is maintained in a stationary posture by an interfering member; and

FIGS. 9A-C disclose sequential views of acuation of a releasing mechanism operable to release the left and right hand centering arms for permitting unrestricted wide swinging manual movement of the coupler bar and automatic restoration to an operative mode of the centering device upon longitudinal realignment of the coupler bar.

DETAILED DESCRIPTION Context of the Invention With reference now to the drawings, and particularly to FIGS. 1 and 2 thereof, there will be seen a typical railway car coupler and cushioning assembly wherein the subject invention finds particular utility.

More specifically a railway car underframe structure (not shown) is conventionally provided with a longitudinally extending sill including first and second downwardly projecting

side walls

22 and 24. The

sill side walls

22 and 24 flare at the free ends thereof into outwardly sloping

walls

26 and 28 respectively and ter minate with a striker bar 30.

A coupler bar and a cushioning unit assembly 32 is mounted within the sill structure and serves to transmit loads from an adjacent car into the car underframe structure. a

The coupler bar and cushioning unit assembly 32 is comprised of a coupler bar 34 having a conventional coupling head 36 at a distal end thereof and a butt end operably projecting into the sill 20 for pivotal connec' tion through a pivot pin 38 to a yoke 40 ofa cushioning unit 42. The cushioning unit 42 in turn is fixedly mounted within a backstop 44 having laterally projecting locking

cars

46 and 48 for engagement with compatibly dimensioned recesses fashioned within the

sill side walls

22 and 24 respectively.

The coupler bar 34 as previously noted is pivotally connected to the yoke 40 by a generally cylindrical pin 38 and is operable to undergo lateral swinging movement between the flared

side walls

26 and 28 of the sill assembly. This type of coupler connection is typically referred to as an F type coupler shank mounting arrangement.

The cushioning unit 42 may be comprised of any one ofa plurality of commerical designs which include elastomeric units, friction gears, etc. A particularly advantageous cushioning assembly which has found significant utility in the railway industry is a hydraulic cushioning unit such as disclosed for example in United States Seay et al. US. Pat. No. 3,589,527 patented June 29, 1971 and assigned to the assignee of the subject application. For a detailed disclosure of the cushioning unit 42 reference may be had to the above noted Seay et al. patent. Briefly, however, the cushioning unit 42 includes a dual cylinder hydraulic assembly 50 which serves to enhouse a piston body (not shown) which is fixedly connected to a telescoping piston rod 52. The piston rod 52 is preferably surrounded by a dust cover 54 and terminates within a universal locking cavity 56 fashioned within the backstop 44.

The coupler end cushioning assembly 32 as depicted in FIG. 1 is positioned in a full draft posture wherein the hydraulic cushioning housing 50 abuts against stop lugs 58 and 60.

With reference now to FIG. 2 there will be seen a side elevational view, partially broken away, of the coupling bar and hydraulic cushioning assembly depicted in FIG. 1 transalted from right to left within the center sill structure to a full buff posture such as might occur during impact coupling of adjacent cars.

In order to return or restore the cushioning unit to a draft end of the sill structure, a spring type restoring mechanism 62 is mounted between the hydraulic cushioning unit yoke 40 and a retaining plate 65 connected to the

sill side walls

22 and 24. For a more detailed description of a conventional restoring mechanism reference may be had to United States Abbott et al. US. Pat. No. 3,233,747 patented Feb. 8, 1966 and assigned to the assignee of the subject invention.

Coupler Bar Centering Structure Underlying at least a portion of the coupler bar shank 64 and forming the subject matter of the instant invention is an integral coupler centering device 66 which is operably united with the lower portion of the hydraulic cushioning unit yoke 40 as at 68.

The centering device 66 functionally serves to maintain the coupler bar 34 in general longitudinal alignment with the sill structure 20 and thus the railway car so as to minimize bypassing of couplers during a coupling operation. I

It will be appreciated by reference to FIGS. 1 and 2 which disclose the unit in full draft and full buff positions respectively that the integral connection of the centering device 66 with the cushioning unit 42 eliminates relative translational movements of the coupler bar shank 64 with respect to the centering device 66. Elimination of relative movement between the centering device and the coupler shank in a cushioned coupling assembly is a highly significant aspect of the subject invention.

With reference now particularly to FIGS. 3-7 there is disclosed an expanded and various cross-sectional detailed view of an integral coupling centering unit 66 according to a preferred embodiment of the invention.

Referring particularly to FIG. 3 the yoke 40 of the hydraulic cushioning unit is fitted with an extension or coupler carrying plate 70 which is fixedly attached to the yoke by welding or the like as at junction location 68. A generally solid wear plate 72 is mounted at the distal end 74 of the carrier plate 70 through the provision of conventional fasteners extending through apertures in the wear plate and a pair of metallic

backup members

76 and 78 and into retaining apertures 80 and 82 fashioned through the carrier plate 70.

With particular reference to FIGS. 4 and 5 it will be seen that the wear plate 72 directly underlies and serves to support the coupler shank 64 for lateral pivotal movement about the coupler pin 38. In order to facilitate lateral swinging movement of the coupler shank the wear plate 72 is preferably fabricated from a low friction, high tensile strength and fatigue resistant material which is corrosion resistant. Such a material may be comprised of a nylon polymer with finely divided particles of molybdenum disulphide solid lubricant uniformly dispersed throughout the polymer.

As previously noted and as specifically illustrated in FIG. 5 the wear plate 72 is releasably connected to the distal end of the carrier plate 70 through the provision of

conventional fastener assemblies

84 and 86.

The coupler centering structure further includes a left hand centering arm 90 and a mirror image right hand centering arm 92 both of which are pivotally mounted upon the carrier plate 70 adjacent the hydraulic cushioning yoke through the provision of normally extending

pins

94 and 96 respectively.

The left and right

hand centering arms

90 and 92 are fashioned from generally planar stock with sculpture edge structure at the distal ends of the arms including mutually inwardly projecting

lands

98 and 100 upon the left and

right hand arms

90 and 92 respectively. The purpose of these lands is to maintain an appropriate spacing of the centering arms during releasing of the centering device in a manner which will be discussed more fully hereinafter.

Each of the centering arms is also fitted at the distal end with normally projecting upwardly extending

abutment columns

102 and 104 each of which carry a wear pad 106 and are operable to selectively engage opposing lateral surfaces of the coupler bar shank 64.

The distal ends of the left and right hand centering arms are still further sculptured with

planar retainer surfaces

108 and 110.

In order to maintain the left and right

hand centering arms

90 and 92 respectively in a generally parallel posture with respect to the overlying coupler shank 64 and the underlying coupler carrier plate 70, donwardly projecting wear or

abutment surfaces

112 and 114 are integral with the left and right hand centering arms respectively.

The free ends of the left and rigth

hand centering arms

90 and 92 are mutally biased together with an elastomeric continous collar 116. Collar 116 is positioned about downwardly projecting mounting

columns

118 and 120 inserted through the left and right

hand centering arms

90 and 92 respectively. The elastomeric collar 116 serves to bias the free ends of the centering arms together.

The coupler centering unit is further fashioned with an interference member 112 which may for example, be arcuate, as illustrated. Interference member 122 is mounted upon a release or disconnect handle 124 which in turn may be pivotally mounted upon the carrier plate 70 through the provision of an upwardly extending column 126.

The interfering member 122 includes first 128 and second 130 planar end walls which are compatibly fashioned with respect to planar abutment surfaces 108 and 110 of the left and right

hand centering arms

90 and 92, respectively.

In order to maintain the interference member and release or disconnect handle 122 in a generally normal posture with respect to right and left centering arms and 92, respectively the wear pad 72, a resilient backing member 132 is mounted to bear upon the wear pad or a suitable fixed stop and includes a first 134 and second 136 solid elastomeric end portion having

arcuate surfaces

138 and 140 for intimate engagement with the outer wall of the interference member 122. The

solid end portions

134 and 136 are interconnected by a bridging member 142 which preferably is fashioned with a void to accommodate compression of the

solid spring pads

134 and 136.

Typical Mode of Operation Referring now particularly to FIG. 8 there will be seen a conventional misalignment and restoring capability according to a preferred embodiment of the invention.

More particularly the coupler shank 64 may be pivoted about pin 38 out of longitudinal alignment by a lateral force such as represented by arrow 140. Such pivotal motion serves to engage a lateral surface of the coupler shank 64 with the wear pad 106 of abutment column 102. Such abutment and continued counter clockwise motion serves to displace the distal end of the left hand centering arm 90 and pivot the arm about pivotal connection 94 as generally indicated by arrow 142.

The interfering member 122 is maintained during pivotal motion of the coupler shank 64 in a generally stationary posture with respect to the wear pad 72 by the provision of the

elastomeric pads

134 and 136. Accordingly the planar surface 130 of the interfering member intimately abuts against surface of the right hand centering arm 92.

Integrity of the abuttment between surfaces and 110 is maintained with minimal biasing force applied by the

pads

134 and 136 since a line drawn perpendicular to the abutting

surfaces

110 and 130 intersects the center of pivot pin 126. Thus no turning coupled is created about the pivot pin and the interfering member may be readily maintained in its normal depected posture.

Since the right hand centering arm 92 is maintained in a fixed posture by the interfering member 122, the pin 120 must also necessarily remain stationary. As previously noted however, the left hand centering arm is swung with the coupler shank, thus, pin 118 is pivtoed away from pin 120. As a necessary consequence, the elastomeric member 116 wrapped around

pins

118 and 120 will be placed under increasing tension. Accordingly once the lateral force tending to misalign the coupler shank 64 is released, the elastomeric member will pivot the coupler shank about pin 38 in a clockwise direction back into a posture of general alignment with the longitudinal axis of the center sill and the railway car.

In some instances such as coupling cars on curves, etc. it may be desirable to permit manual swinging movements of the coupler bar to a desired angular position with respect to the longitudinal axis of the center sill. In order to accommodate this function the subject centering invention is provided with a release or disconnect assembly which as previously noted includes a release or disconnect handle 124.

More particularly in the event it is desired to manually swing the coupler shank 64 in a counterclockwise direction a force is imparted to the release handle 124 as indicated generally by arrow 144. Since the release arm 124 is pivoted at 126 the interfering member 122 is readily kicked out of engagement with the left and right

hand centering arms

90 and 92. As previously mentioned the elastomeric member 116 is continuously under tension and thus serves to bias the centering arms together.

While the interfering member 122 normally maintains a gap 150 between

lands

98 and 100, note FIG. 1, once the interfering member is kicked out of engagement with the distal ends of the centering arms, the elastomeric member 116 will rapidly snap the arms together until the

lands

98 and 100 abutt. During abutting relationship of

lands

98 and 100 it is impossible for the elastomeric member 136 to counter-rotate the interference member 122 back into engagement with the

planar surfaces

110 and 108. Accordingly a workman after intially moving the release arm 124 into a canted posture may relases the arm without fear of it becoming reengaged with the centering arms.

With the release arm canted in the above noted pos ture, a workman may leisurely apply force to the coupler shank 64 as indicated by arrow 152 in order to set the angle of misalignment with respect to the longitudinal axis of the car. This pivotal movement about the coupler pin 38 is facilitated by the lubricity of the molybdenum disulphide impregnated nylon wear plate 72.

The extreme distal ends of the left and right

hand centering arms

90 and 92 are arcuately sculptured as at 154 and 156 to cooperate with arcuate interior surface 156 of the interfering member 122 such that the

arms

90 and 92 are free to pass through a central longitudinal dividing line of the centering device to accommodate wide angle swinging movement of the coupler shank 64.

Once the desired misalignment is utilized and restoration of the centering system is desired, such restora tion is automatically achieved according to the subject invention as illustrated in FIG. 9C. More particularly the coupler shank 64 will automatically become longitudinally aligned during standard draft service.

More specifically, clockwise movement as indicated generally by arrow 158 serves to engage right hand bearing column 104 and to swing the right hand centering arm 92 back through the longitudinal center line. Such swinging movement as previously noted is accommodated by the compatible arcuate surfaces 154 and 157 ofthe centering arms with the interarcuate surface 156 of the interference member 122.

Once the outer tip of planar surface 110 passes the inner tip of planar surface 130, the elastomeric pad 136 will serve to snap the release mechanism about pivot point 126 in a clockwise direction as generally indicated by arrow 160. the planar interference surfaces 110 and 108 are then once again mutally engaged with 130 and 128 respectively. The centering device will then become normalized in a posture as depicted in FIG. 1 wherein lateral swinging movements of the coupler bar 34 are countered by the elastome ric spring 116 as previously discussed in connection with FIG. 8.

SUMMARY OF MAJOR ADVANTAGES OF THE INVENTION In describing the railway coupling centering device, several advantages of the subject invention have been specifically and inherently disclosed. In brief summary, however, a principal advantage of the invention resides in the provision of a coupler bar centering device for a cushioned and thus longitudinally traveling coupler bar which eliminates relative motion between the centering device and the coupler shank. The elimination of this relative motion minimizes wear of the system components and minimizes or eliminates disabling tendencies which were existent in prior centering device which permitted relative motion between the coupler shank and the centering system.

Relative to previously known centering systems the subject invention possesses a further highly advantageous characteristic of simplicity which facilitates initial installation and subsequent maintenance. Moreover, the unit is extremely compact and thus is operable with widely ranging coupler designs.

Still further the elastomeric spring system which produces the bias or restoring force upon the coupler shank is extremely inexpensive with respect to the previously known coil spring arrangements.

The arcuate interferant member and planar abutment faces lying normal to a line directed through the pivot of the release mechanism insures a stable and reliable centering over a great many cycles due to the elimination of pivoting moments imparted to the interferant member.

Yet further, the arcuate inner surface of the interference member in combination with the sculptured distal ends of the left and right hand centering arms permits the arms to pass through the longitudinal center line of the centering device and facilitate wide, swinging, angularity of the coupler shank to accommodate acute coupling angles.

Another significant advantage is the snap action release assembly wherein an intial lateral force imparted to the release handle serves to disengage the interferent member from the right and left hand arms such that the elastomeric member immediately snaps the arms to gether wherein inwardly projecting lands abut. Release of the disconnect handle is thus permitted without danger of the unit becoming reengaged prior to swinging movement of the coupler shank 64. Still further once it is desired to reinstate the integrity of the centering device, normal external forces occasioned in train operation will automatically reposition the centering device.

While the invention has been described with reference to a preferred embodiment it will be appreciated by those skilled in the art that additions, deletions, modifications and substitutions or other changes not specifically described may be made which will fall within the perview of the appended claims.

What is claimed is:

1. An apparatus for centering a railway car coupler bar with respect to a longitudinal center line of the railway car, said coupler bar extending into a car underframe center sill and being pivotally connected to a cushioning mechanism mounted within said center sill for translation and dissipation of at least impact forces imparted to said coupler bar, said apparatus comprising coupler carrier means connected at one end to said cushioning mechanism and longitudinally extending along and generally underlying a shank portion of said coupler bar, said coupler carrier terminating at a distal end thereof in operative contact with said shank for supporting said shank in swinging movement with said center sill;

right hand arm means pivotally connected at one end thereof to said coupler carrier, and including means connected to the other end of said right hand arm means for operably engaging a first lateral surface of said coupler shank; left hand arm means pivotally connected at one end thereof to said coupler carrier, and including means connected to the other end of said left hand arm means for operably engaging a second lateral surface of said coupler shank; means connected to said right and left hand arm means for biasing said arm means to mutually pivot together at said other ends thereof; and means interposed between said other ends of said right and left hand arm means for interfering with free pivotal movement of said right and left hand arm means wherein said means for interfering operably maintains one of said right and left hand arm means stationary when said coupler shank swings in one direction and pivots the other of said arm means away from said one arm means in the direction of coupler swing wherein said means for biasing will exert a restoring force upon said coupler shank through said other of said arm means tending to return said coupler bar to longitudinal alignment with said center sill structure, and further operably maintains the other of said right and left hand arm means stationary when said coupler shank swings in the other direction and pivots said one of said arm means away from said other means in the direction of coupler swing wherein said means for biasing will exert a restoring force upon said coupler shank through said one of said arm means tending to return said coupler bar again to longitudinal alignment with said center sill structure. 2. An apparatus for centering a railway car coupler bar as defined in claim 1 wherein said means for biasing comprises:

first retaining means connected to said right hand arm means generally at said other end thereof; second retaining means connected to said left hand arm means generally at said other end thereof; and an elastomeric member connected between said first and second retaining means for continuously biasing said right and left hand arm means together. 3. An apparatus for centering a railway car coupler bar as defined in claim 1 wherein said elastomeric member comprises:

at least one continuous elastomeric loop. 4. An apparatus for centering a railway car coupler bar as defined in claim 2 wherein:

said right hand arm means is fashioned with a first land generally at said other end thereof and projecting toward said left hand arm means; and said left hand arm means is fashioned with a second land generally at said other end thereof and projecting toward said right hand arms means, said first and second lands being dimensioned to project to an adjacent but mutually spaced posture when said means for interfering is in interposed engagement with said other ends of said right and left hand arm means and being further dimensioned to be snapped into abutting engagement by said elastomeric member when said means for interfering is removed from engagement with said other ends of said right and left hand arm means thus preventing self reengagement of said means for interfering with said other ends of said right and left hand arm means.

5. An apparatus for centering a railway car coupler bar as defined in claim 4 wherein said means connected to the other end of said right and left hand arm means for engaging said coupler shank each comprise:

abutment columns projecting normally upwardly from said arm means and carrying means for engagement with an adjacent lateral surface of said coupler bar shank for minimizng wear between said coupler bar shand and said abutment columns.

6. An apparatus for centering a railway car coupler bar as defined in claim 1 wherein said means for interfering comprises:

bar mounted for pivotal movement generally at the distal end of said coupler carrier means and having generally planar end surfaces operable for intimate abutting engagement with compatible planar surfaces fashioned upon the distal ends of said right and left hand arm means.

7. An apparatus for centering a railway car coupler bar as defined in claim 6 wherein:

said bar is mounted for pivotal movement upon a base member disposed within a recess fashioned generally within the distal end of said coupler carrier means.

8. An apparatus for centering a railway car coupler bar as defined in claim 6 wherein:

said interfering bar is generally acruate and is mounted for pivotal movement upon a pivot pin fixedly connected generally at the distal end of said coupler carrier means.

9. An apparatus for centering a railway car coupler bar as defined in claim 8 wherein:

said planar end surfaces of said arcuate bar lie perpendicular to imaginary lines extending through the centers of said planar end surfaces and intersecting said pivot pin wherein forces imparted to said arcuate bar through the end surfaces thereof will be transmitted into said pivot pin without producing a couple about said pivot pin.

10. An apparatus for centering a railway car coupler bar as defined in claim 6 and further comprising:

release handle means connected to said interfering bar and generally orthogonally projecting with repsect thereto said handle means being longitudinally dimensioned for extension outward with respect to the distal end of said coupler carrier means.

11. An apparatus for centering a' railway car coupler bar as defined in claim 6 and further comprising:

an elastomeric means operably connected generally at the distal end of said coupler carrier means and abutting said interfering bar for biasing said bar into a posture wherein said end surfaces of said bar engage said planar surfaces fashioned upon the distal ends of said right and left hand arm means.

12. An apparatus for centering a railway car coupler bar as defined in claim 6 and further comprising:

a low friction wear pad mounted across the distal end of said coupler carrier and being operable for direct supporting contact with the shank of said coupler bar; and

said elastomeric means includes a pair of substantially solid elastomeric members, one being mounted between said wear pad and each of the ends of said interfering bar for providing compressive cushioning and restoration of said bar against pivotal movement out of contact with the planar surfaces of right and left hand arm means.

13. An apparatus for centering a railway car coupler bar with respect to a longitudinal center line of the railway car, said coupler bar extending into a car underframe center sill and being pivotally connected to a cushioning mechanism mounted within said center sill for tanslation and dissipation of at least impact forces imparted to said coupler bar, said apparatus comprising:

coupler carrier means connected at one end to said cushioning mechanism and longitudinally extending along and generally underlying a shank portion of said coupler bar, said coupler carrier terminating at a distal end thereof in operative contact with said shank for supporting said shank in swinging movement within said center sill;

right hand arm means pivotally connected at one end thereof to said coupler carrier, and including means connected to the other end of said right hand arm means for operably engaging a first lateral surface of said coupler shank;

left hand arm means pivotally connected at one end thereof to said coupler carrier, and including means connected to the other end of said left hand arm means for operably engaing a second lateral surface of said coupler shank;

means connected to said right and left hand arm means for biasing said arm means to mutually pivot together at said other ends thereof, including first retaining means connected to said right hand arm means generally at said other end thereof,

second retaining means connected to said left hand arm means generally at said other end thereof, and

an elastomeric member connected between said first and second retaining means for continuously biasing said right and left hand arm means to gether; and

means interposed beween said other ends of said right and left hand arm means for interfering with free pivotal movement of said right and left hand arm means, including a bar mounted for pivotal movement generally at the distal end of said coupler carrier means and having generally planar end surfaces operable for intmate abutting engagement with compatible planar surfaces fashioned upon the distal end of said right and left hand arm means; and

release handle means connected to said bar and generally orthogonally projecting with respect thereto said handle means being longitudinally dimensioned for extension outwardly with respect to the distal end of said coupler carrier means; wherein said means for interfering operably maintains one of said right and left hand arm means stationary when said coupler shank swings in one direction and pivots the other of said arm means away from said one arm means in the direction of coupler swing wherein said means for biasing will exert a restoring force upon said coupler shank through said othere of said arm means tending to return said coupler bar to longitudinal alignment with said center sill structure, and further operably maintains the other of said right and left hand arm means stationary when said coupler shank swings in the other direction and pivots said one of said arm means away from said other mean in the direction of coupler swing wherein said means for biasing will exert a restoring force upon said coupler shank through said one of said arm means tending to return said couplar bar again to longitudinal alignment with said center sill structure.

14. An apparatus for centering a railway car coupler bar as defined in claim 13 wherein:

said interfering bar is generally arcuate and is mounted for pivotal movement upon a pivot pin fixedly connected generally at the distal end of said coupler carrier means; and

said planar end surfaces of said arcuate bar lie perpendicular to imaginary lines extending through the centers of said planar end surfaces and intersecting said pivot pin wherein forces imparted to said arcuate bar through the end surfaces thereof will be transmitted into said pivot pin without pro ducing a couple about said pivot pin.

15. An apparatus for centering a railway car coupler bar as defined in claim 14 and further comprising:

an elastomeric means operably connected generally at the distal end of said coupler carrier means and abutting a convex surface of said arcuate bar for biasing said arcuate bar into a posture wherein said end surfaces of said arcuate bar engage said planar surfaces.

16. An apparatus for centering a railway car coupler bar as defined in claim 14 and further comprising a low friction wear pad transversely mounted across the distal end of said coupler carrier and being operable for direct supporting contact with the shank of said coupler bar; and

said elastomeric means includes a pair of subsantially solid elastomeric members, one being mounted between said wear pad and each of the ends of said arcuate bar providing compressive cushioning and restoration of said arcuate bar against pivotal movement out of contact with the planar surfaces of right and left hand arm means.

17. A method for centering a railway car coupler bar with respect to alongitudinal center line of the car with apparatus including;

a coupler carrier member, and

right and left hand centering arms pivotally mounted at one of the ends thereof upon the coupler carrier member, the steps of method comprising:

biasing the right and left hand entering arms together with an elastomeric member connected between said centering arms; interposing member piovtally carried at a distal end of the coupler carrier between mirror surfaces upon the distal ends of said right and left hand centering arms;

upon swinging movement of said coupler bar,

blocking pivotal movement of the one centering arm position away from the direction of coupler bar swing with said interposed member,

pivoting the other centering arm away from said one centering arm by engagement with a lateral surface of said coupler bar in the direction of swing of said coupler bar, and thereby tensioning the elastomeric member connected between the engaged posture of said interposed member with respect to said centering arms;

swinging the coupler bar and carrying both of said centering arms in the direction of swing; and

automatically reengaging said interposed member with the mirror image surfaces upon the distal ends of the right and left hand centering arm upon application of longitudinally aligning and external forces imposed upon the car coupler bar.

Claims

1. An apparatus for centering a railway car coupler bar with respect to a longitudinal center line of the railway car, said coupler bar extending into a car underframe center sill and being pivotally connected to a cushioning mechanism mounted within said center sill for translation and dissipation of at least impact forces imparted to said coupler bar, said apparatus comprising coupler carrier means connected at one end to said cushioning mechanism and longitudinally extending along and generally underlying a shank portion of said coupler bar, said coupler carrier terminating at a distal end thereof in operative contact with said shank for supporting said shank in swinging movement with said center sill; right hand arm means pivotally connected at one end thereof to said coupler carrier, and including means connected to the other end of said right hand arm means for operably engaging a first lateral surface of said coupler shank; left hand arm means pivotally connected at one end thereof to said coupler carrier, and including means connected to the other end of said left hand arm means for operably engaging a second lateral surface of said coupler shank; means connected to said right and left hand arm means for biasing said arm means to mutually pivot together at said other ends thereof; and means interposed between said other ends of said right and left hand arm means for interfering with free pivotal movement of said right and left hand arm means wherein said means for interfering operably maintains one of said right and left hand arm means stationary when said coupler shank swings in one direction and pivots the other of said arm means away from saiD one arm means in the direction of coupler swing wherein said means for biasing will exert a restoring force upon said coupler shank through said other of said arm means tending to return said coupler bar to longitudinal alignment with said center sill structure, and further operably maintains the other of said right and left hand arm means stationary when said coupler shank swings in the other direction and pivots said one of said arm means away from said other means in the direction of coupler swing wherein said means for biasing will exert a restoring force upon said coupler shank through said one of said arm means tending to return said coupler bar again to longitudinal alignment with said center sill structure.

2. An apparatus for centering a railway car coupler bar as defined in claim 1 wherein said means for biasing comprises: first retaining means connected to said right hand arm means generally at said other end thereof; second retaining means connected to said left hand arm means generally at said other end thereof; and an elastomeric member connected between said first and second retaining means for continuously biasing said right and left hand arm means together.

3. An apparatus for centering a railway car coupler bar as defined in claim 1 wherein said elastomeric member comprises: at least one continuous elastomeric loop.

4. An apparatus for centering a railway car coupler bar as defined in claim 2 wherein: said right hand arm means is fashioned with a first land generally at said other end thereof and projecting toward said left hand arm means; and said left hand arm means is fashioned with a second land generally at said other end thereof and projecting toward said right hand arms means, said first and second lands being dimensioned to project to an adjacent but mutually spaced posture when said means for interfering is in interposed engagement with said other ends of said right and left hand arm means and being further dimensioned to be snapped into abutting engagement by said elastomeric member when said means for interfering is removed from engagement with said other ends of said right and left hand arm means thus preventing self reengagement of said means for interfering with said other ends of said right and left hand arm means.

5. An apparatus for centering a railway car coupler bar as defined in claim 4 wherein said means connected to the other end of said right and left hand arm means for engaging said coupler shank each comprise: abutment columns projecting normally upwardly from said arm means and carrying means for engagement with an adjacent lateral surface of said coupler bar shank for minimizng wear between said coupler bar shand and said abutment columns.

6. An apparatus for centering a railway car coupler bar as defined in claim 1 wherein said means for interfering comprises: bar mounted for pivotal movement generally at the distal end of said coupler carrier means and having generally planar end surfaces operable for intimate abutting engagement with compatible planar surfaces fashioned upon the distal ends of said right and left hand arm means.

7. An apparatus for centering a railway car coupler bar as defined in claim 6 wherein: said bar is mounted for pivotal movement upon a base member disposed within a recess fashioned generally within the distal end of said coupler carrier means.

8. An apparatus for centering a railway car coupler bar as defined in claim 6 wherein: said interfering bar is generally acruate and is mounted for pivotal movement upon a pivot pin fixedly connected generally at the distal end of said coupler carrier means.

9. An apparatus for centering a railway car coupler bar as defined in claim 8 wherein: said planar end surfaces of said arcuate bar lie perpendicular to imaginary lines extending through the centers of said planar end surfaces and intersecting said pivot pin wherein forces imparted to said arcuate bar through the end surfaceS thereof will be transmitted into said pivot pin without producing a couple about said pivot pin.

10. An apparatus for centering a railway car coupler bar as defined in claim 6 and further comprising: release handle means connected to said interfering bar and generally orthogonally projecting with repsect thereto said handle means being longitudinally dimensioned for extension outward with respect to the distal end of said coupler carrier means.

11. An apparatus for centering a railway car coupler bar as defined in claim 6 and further comprising: an elastomeric means operably connected generally at the distal end of said coupler carrier means and abutting said interfering bar for biasing said bar into a posture wherein said end surfaces of said bar engage said planar surfaces fashioned upon the distal ends of said right and left hand arm means.

12. An apparatus for centering a railway car coupler bar as defined in claim 6 and further comprising: a low friction wear pad mounted across the distal end of said coupler carrier and being operable for direct supporting contact with the shank of said coupler bar; and said elastomeric means includes a pair of substantially solid elastomeric members, one being mounted between said wear pad and each of the ends of said interfering bar for providing compressive cushioning and restoration of said bar against pivotal movement out of contact with the planar surfaces of right and left hand arm means.

13. An apparatus for centering a railway car coupler bar with respect to a longitudinal center line of the railway car, said coupler bar extending into a car underframe center sill and being pivotally connected to a cushioning mechanism mounted within said center sill for tanslation and dissipation of at least impact forces imparted to said coupler bar, said apparatus comprising: coupler carrier means connected at one end to said cushioning mechanism and longitudinally extending along and generally underlying a shank portion of said coupler bar, said coupler carrier terminating at a distal end thereof in operative contact with said shank for supporting said shank in swinging movement within said center sill; right hand arm means pivotally connected at one end thereof to said coupler carrier, and including means connected to the other end of said right hand arm means for operably engaging a first lateral surface of said coupler shank; left hand arm means pivotally connected at one end thereof to said coupler carrier, and including means connected to the other end of said left hand arm means for operably engaing a second lateral surface of said coupler shank; means connected to said right and left hand arm means for biasing said arm means to mutually pivot together at said other ends thereof, including first retaining means connected to said right hand arm means generally at said other end thereof, second retaining means connected to said left hand arm means generally at said other end thereof, and an elastomeric member connected between said first and second retaining means for continuously biasing said right and left hand arm means together; and means interposed beween said other ends of said right and left hand arm means for interfering with free pivotal movement of said right and left hand arm means, including a bar mounted for pivotal movement generally at the distal end of said coupler carrier means and having generally planar end surfaces operable for intmate abutting engagement with compatible planar surfaces fashioned upon the distal end of said right and left hand arm means; and release handle means connected to said bar and generally orthogonally projecting with respect thereto said handle means being longitudinally dimensioned for extension outwardly with respect to the distal end of said coupler carrier means; wherein said means for interfering operably maintains one of said right and left hand arm means stationary when said couplEr shank swings in one direction and pivots the other of said arm means away from said one arm means in the direction of coupler swing wherein said means for biasing will exert a restoring force upon said coupler shank through said othere of said arm means tending to return said coupler bar to longitudinal alignment with said center sill structure, and further operably maintains the other of said right and left hand arm means stationary when said coupler shank swings in the other direction and pivots said one of said arm means away from said other mean in the direction of coupler swing wherein said means for biasing will exert a restoring force upon said coupler shank through said one of said arm means tending to return said couplar bar again to longitudinal alignment with said center sill structure.

14. An apparatus for centering a railway car coupler bar as defined in claim 13 wherein: said interfering bar is generally arcuate and is mounted for pivotal movement upon a pivot pin fixedly connected generally at the distal end of said coupler carrier means; and said planar end surfaces of said arcuate bar lie perpendicular to imaginary lines extending through the centers of said planar end surfaces and intersecting said pivot pin wherein forces imparted to said arcuate bar through the end surfaces thereof will be transmitted into said pivot pin without producing a couple about said pivot pin.

15. An apparatus for centering a railway car coupler bar as defined in claim 14 and further comprising: an elastomeric means operably connected generally at the distal end of said coupler carrier means and abutting a convex surface of said arcuate bar for biasing said arcuate bar into a posture wherein said end surfaces of said arcuate bar engage said planar surfaces.

16. An apparatus for centering a railway car coupler bar as defined in claim 14 and further comprising a low friction wear pad transversely mounted across the distal end of said coupler carrier and being operable for direct supporting contact with the shank of said coupler bar; and said elastomeric means includes a pair of subsantially solid elastomeric members, one being mounted between said wear pad and each of the ends of said arcuate bar providing compressive cushioning and restoration of said arcuate bar against pivotal movement out of contact with the planar surfaces of right and left hand arm means.

17. A method for centering a railway car coupler bar with respect to a longitudinal center line of the car with apparatus including; a coupler carrier member, and right and left hand centering arms pivotally mounted at one of the ends thereof upon the coupler carrier member, the steps of method comprising: biasing the right and left hand entering arms together with an elastomeric member connected between said centering arms; interposing member piovtally carried at a distal end of the coupler carrier between mirror surfaces upon the distal ends of said right and left hand centering arms; upon swinging movement of said coupler bar, blocking pivotal movement of the one centering arm position away from the direction of coupler bar swing with said interposed member, pivoting the other centering arm away from said one centering arm by engagement with a lateral surface of said coupler bar in the direction of swing of said coupler bar, and thereby tensioning the elastomeric member connected between the centering arms to restore the coupler bar to a nominal position of general longitudinal alignment with respect to the longitudinal center line of the car.

18. A method for centering a railway car coupler bar as defined in claim 17 and further comprising the steps of: pivoting said arcuate member out of engagement with the mirror image surfaces upon the distal ends of the right and left hand centering arms; biasing the centering arms together to maintain a disengaged posture of said interposed member with respect to said centering aRms; swinging the coupler bar and carrying both of said centering arms in the direction of swing; and automatically reengaging said interposed member with the mirror image surfaces upon the distal ends of the right and left hand centering arm upon application of longitudinally aligning and external forces imposed upon the car coupler bar.