US474090A - Car-coupling - Google Patents

Description

4 Sheets-Sheet 1. J, 0. LOOK. GAR GOUPLING.

(No Modei.)

No. 474,090. Patented M'ayi3, 1892.

4 Sheet-Sheet '2.

(No Model.)

J..O. LOOK. GAR COUPLING.

No. 474,090. Patented-May 3, 1892.

(No Model.) Sheets-Sheet 3.

J. G. LOOK.

v GAR COUPLING. No. 474.090. Patented May 3, 1892.

iSheets-Sheefc 4. J. G. LOOK. GAR GOUPLING.

(No Model.)

No. 474,090. Patented Ma, yu3, 1892.

' UNITED STATES PATENT OFFIOE.

JOHN G. LOOK, OF SAN Josri, CALIFORNIA.

CAR-COUPLING.

SPECIFICATION forming part of Letters Patent No. 474,090, dated May 3, 1892..

Application filed January 19, 1892. Serial No. 418,588. (No model.)

v To all whom it may concern.-

ing the coupler.

Be it known that I, JOHN C. LOOK, a citizen of the United States, residing at San Jose, in the county of Santa Clara-and State of California, have invented a new anduseful Improvement in Oar-Couplings, of which the following is a specification.

The object of my invention is to construct a car-coupling of the flat pivoted hook-head class,commonlyknown as thevertical plane, in such a way as to make it automatic under all conditions, both as a coupler and buffer, without further attention than to set or let go a handle at the side of the car, to reduce to a minimum the breakage incident upon coupling and buffing, and to make it more efficient in drawing by keeping the hooks fully interlocked at all times.

Briefly stated, my invention consists of a draw-bar having a fiat rotary hook-head pivoted in one side and a butter-arm extending out on the other side, as in draw-bars of this class. A yieldinginner guard-bar is made opposite the pivoted hook and is pivoted on the buffer-arm of the draw-ba'r in such awaythat it has alateral andr'earward movement. This guard-bar is acted on by another bar, which is pivoted to the draw-bar back of the bufferarm and may be called the equalizing pressure-bar, and this equalizing-bar is acted on by another bar pivoted to the car underneath, with the outer end resting free in a stirrup, so as to give the part that extends out from the car a limited lateral movement, and is actuated by a spring whose power is transmitted through it to theinner guard-bar, which is pivoted to the buffer-arm, and through the buffer-arm to the governing of the draw-bar. A spring also acts on the back of the draw-bar to keep it in against the guard-bar. A looking device is provided Within the draw-bar to look the pivoted hook-head and a chain and bar extending to the side of the car for unlock- Cushioning-springs of the usual form are provided for the rear of the draw-bar, with draw-plates and other fixtures of the usual mode.

In the drawings, Figure 1 represents two cars furnished with my couplings coupled together, the draw-bar of one car being in section on line as of Fig. 2 and the draw-bar of the other car partly in section on the same line. Parts of both cars are broken out to show all the connections. Fig. 2 is a side view without the outer guard-bar, the buffer-arm being in section on line 00' of Fig. 4 and the equalizing-bar broken off at about 00 Fig. 4. Fig. 3 is a front view. Fig. 4 is a plan view showing two cars coming together with both hooks closed. Fig. 5 is a plan view showing the position taken by the guard-bars when coupling. Fig. 6 is a plan view showing two cars butting. Fig. 7 is a plan view showing a coupling to be made when one coupler is left open and one closed, the one closed being of another type. Fig. 8 is a plan view showing two cars coming together when both couplers are open. Fig. 9 is a plan view showing two cars bufling on a curve. Fig. 10 is a plan View showing two cars drawing on a curve. Fig. 11 shows a locking-pin for the coupler on car 2 in Fig. 1. Fig. 12 shows the pivoting of the spring-actingguard-bar, taken on li near Fig.1.

A is the draw-bar.

B is the inner guard-bar.

C is the outer guard-bar.

D is the equalizing-bar.

E is the pivoted hook-head.

F is the locking mechanism.

The draw-bar A, as shown, is preferably made in cast metal and is of the shape and size to be inserted in the cars of the ordinary construction. The draw-bar on car 1, Fig. 1, is in section on the line at of Fig. 2. The walls a a to connect the top and bottom parts and leave a space between for the locking mechanism. On one side of the draw-bar extend the jaws o a; (See Fig. 3.) Between these jaws is pivoted the rotary hook, the pin a passin through the jaws and the hook E. On

the other side of the draw-bar extends out the buffer-arm a This buffer-arm is flat on its butting-face and is joined to the jaws a a by the incline a The shank a extends back under the car and has jaws which are pivoted at a to the rod 8, that goes through the cushioning-spring s. The head of this spring rod is flat and extends transversely to fill up the space between the draft-irons 5 The hook-head E is of the pattern usual in this class, and the lock-lever e is of a similar type, but follows the incline a as shown.

This lock-lever e is held closed by the pawl F, pivoted in the buffer-arm a and acted on by the spring a, pressing on the cam f,'the spring being made fast to the draw-bar atn, as shown. A bar f extends out from the pawl, to which the chain Z is fastened. The chain goes back through a guide Z and then connects to a bar 1*, which runs through guide to the side of the car and has a notch Z to catch into the outer guide Z to hold it when keeping the coupler unlocked. This locking device will unlock the coupling automatically should the draw-bar become detached at its rear end by the chain pulling back the pawl F, and will then hold the drawbar from dropping on the track.

Another device is shown in car 2, Fig. 1, and the front elevation of the same is shown in Fig. 3. It consists in a rectangular hole 7' in the draw-bar and dropping in the vertical locking-bolt R. (Shown in Fig. 11.) To uncouple with this device, the bolt is raised up to where the lock-lever 6 will pass under the offset 0" shown in the bolt. With this form of gravity-lock the lock-lever e has a tail-piece 6, made integral with it and fOl'lTling an arc of a circle with a as the center. This tail-piece extends out through the drawbar head when coupled, as shown in Fig. 1, car 2, and when uncoupled, as in Fig. 7, car 2, it stops under the offset in thelocking-bolt, and will not let it drop until the pivoted head has reached its proper place.

A device is also shown for raising the gravity-bolt. It is shown best in Fig. 3, also in Fig. 1, car 2. The pivot-pin b in the gnar arm has an elbow b which extends out latorally far enough to make asuitable fulcrum for a bar 2', which is pivoted in the end of the elbow. This bar 2 is divided into two parts, one being on each side of the elbow. The bar then extends across under the locking-bolt, which also passes through the division in the bar and then extends to the side of the coupler, where a chain is attached for lifting purposes. The locking-bolt has two cross'pins r one above and one below thelifting-bar. The one below is to keep the lifting-barfroin dropping off, and the one above is to raise the locking-bolt R when the lifting-bar is raised up, which is shown in dotted lines, Fig. 3. The vertical width of the elbow b is made as shown, in order that the lifting-bar i will have a guide up and down and cannot get twisted out of order. The chain Z is fastened to the end of the lifting-bar and passes upwardly through a guide madeintegral with the drawbar, and. then backwardly through another guide fastened to the car, and then fastened to an operating-bar Z as shown. To uncouple with this combination, the bar Z is pulled out and held in a catch. This pulls the chain through the two guides and raises the lifting-bar 2', which raises the vertical locking-bolt B. To couple, the bar Z is let out of the catch and the bolt drops when the pivoted head is turned to place. An offset 0 in the locking-bolt R may be made inclined, whereby the bolt will have a bearing for the full width in the lower jaw, and yet not be required to be raised so high to let the lock-lever pass under, as the lock-lever will strike the incline and raise the bolt. This device will uncouple automatically should the draw-bar become detached at the rear end by the chain pulling upwardly through the guide on the draw-bar and raising the locking-bolt.

In connection with the hook-head couplingbar is the inner guard-bar B. This bar has two extending arms I) b, which slip over the buffer-arm a and are pivoted at b. This guard then extends straight out from the butter-arm to a point even with the hook, and then slants outwardly from the hook so as to form a guide to receive the coupler of the opposite car, as seen in Fig. 4C, and to form a pocket for the opposite coupling-head when the two are coupled together. A bar D acts on the inner guard B. This bar D is the equalizer and is pivoted in the draw-bar at d. The outer point (1' is made to press on the Inner guard B. The elbows in it are to makeit conform to the recess between the draft-timbers and around the buffer-arm a The bar D is acted on by the spring-acting outer guard-bar C. This guard-bar O is pivoted to the car underneath, at c, and, as shown in Fig. 12, its outer end is loose in the carry-iron c to give lllfit lateral movement, and has an inner stop 0 and an outer stop 0 Out past the carry-iron it is made larger, at c, to suit the space required by the draft-timber which is between it and the draw-bar. The outer point e is about even with the buffer-arm on the draw-bar. A spring 0 is made fast to the guard-bar at 0 and the other end, pressing on the stop 0 made in the carry-'iron, throws the guard-bar toward the inner stop 0 On the hook side of the draw-bar isa box 9, containing a-spring and plunger g" and 9 The plunger goes through the draft-timber and presses on the draw-bar and holds it against the guard-bar C. This spring g is weaker than the spring 0 on the guard-bar, its duty being merely to assist the draw-bar in following the movement of the outer guard-bar 0.

When the coupler is placedin the car, it is made to assume the position, as shown in- Fig. 4, to be automatic. This is done by the springacting outer guard-bar G pressing the coupling-bar over until the end of the couplinghook falls near the center line of the car, which is shown in the dotted lines 00 Fig. 4. The action of the guard-bar Cis made to stop at that point by the inner stop 0 When so placed, the draw-head of one coupling comes opposite the pocket and guard of the other coupling, so that the hooks will pass each other. The position of two such in the act of coupling is shown in Fig. 5, the draw-head of each coupling forcing the guard of the opposite coupling outward and rearward in the form of a circle, with the pivot b as a center. When the hooks have passed each other, the

inner guard-bars B press on the backs of the hooks and force them together, as shown in Fig. 1, the draw-bars then being in the center line of the car and the outer guard-bars G in the center of the stirrup c. Fig. 8 shows both couplers open. Then the end of one hook strikes against the lock-lever e of the other hook and pushes it around into place, as shown in Figs. 6 and 9. In Fig. 7 one is left open and one closed. The one closed is of the solid guard-bar type, and in coupling with that type one must be open.

Fig. 6 shows two cars bufling, in which act the points of the hooks slide down the incline at until the bufter-heads a strike the bufferarms a and in buffing on a curve, as in Fig. 9, but half of such operation takes place that is, only the butter-head and butter-arm on the inside of the curve meet. In either case the points of the hooks sustain but little shock and are not liable to be broken. In other types of this class the buffing is done largely by the end of the hook. The wall of such other types would be represented by the dotted lines to, Fig. 9. The value of the incline a and square-faced buffer-arm a is also shown in effecting a sure coupling, as will be seen in Fig. 9, where the end of one hook impinges against the incline in the lock-lever c of the other hook, and causes it to be pressed into the proper place, so that both couplinghooks are turned, one by the end of the hook impinging on the incline and the other by the incline in the lock-lever e being impinged upon. both impinge and are in turn impinged upon, as in Figs. 1 and 6.

In Fig. 10 cars are shown drawing on a curve. The couplings are nearly straight with each other as they turn on the pivot at the rear end of the draw-bar and swing between the timbers, the one on car 1 leaving its guardbar and the one on car 2 forcing its guard-bar G to the outer stop, and should the curve be the reverse the reverse would take place in the couplings, so that the draw-hooks are always fully interlocked, with no slipping laterally.

I11 Figs. 2, 3, and 6 dead-block buffers h are shown, which may be used with this coupling. In Fig. 6 car 2 is represented to be higher than car 1, and the butter-block of car 1 strikes against the guard-bar B of car 2 and pushes it back out of the way, and the guardbarB on car 1 passes under the buffer-block on car 2, so that there can be no breakage from the use of butter-blocks. In Fig. 6 on car 1 is shown another form of guard B, which does not require the intermediate bar D. This form can be used 011 cars where the cushioning springs s, Fig. 1, is short, so that the drawbar does not have much longitudinal movement.

The value of the equalizing-barD is shown in Fig. 10, car 1, where the pressure of the guard-bar O is exerted on the bar D at the point a, and is transmitted from the bar D WVhen coupling on a straight track,

to the guard B at the point d, which is far forward of the pivot b; but should the barD be left out the point 0 falls opposite the pivot 11, and no pressure is exerted to the outer end of the guard B, and the guard-bar 0 cannot be extended out any farther, as it would strike the buffer-block of the opposite car.

This coupling can be used on both freight and passenger cars. The drawings here shown of the ear-bodies are more intended for freight, except in Fig. 2, where carry-irons such as are used in the passenger car are shown, in order to give a better view to the side elevation.

Having thus described my invention, what I claim as new, and desire to secure by Letters Patent, is-

1. In a car-coupling, the combination of a laterally-movable spring-controlled draw-bar having a side projecting buffer-arm, a rotary hook-head pivoted in said draw-bar, a locking and releasing device controlling it, a movable guard opposite the hook and pivoted to the butter-arm, and a spring-guard attached to the car to press on the movable guard and hold the couplings together and permit thelr separation sidewise, substantially as herein described.

2. In a car-coupling, the combination of a laterally-movable spring-controlled draw-bar having a side projecting buffer-arm, a rotary hook-head pivoted in said draw-bar, a locking and releasing device controlling it, a yielding inner guard opposite the hook-head and p1voted to the butter-arm, and an independent movable spring-controlled outer guard-bar pivoted to the car and acting on the yielding inner guard to hold the couplings together and permit their separation sidewise, substantially as herein described.

3. In a car-coupling, the combination of a laterally-movable draw-bar having a side projecting buffer-arm, a rotary hook-head pivoted in said draw-bar and having a rearwardly-extending locking-lever arm against which the opposing hook impinges, a locking and releasing device for the hook-head, a movable guard pivoted to the buffer-arm and opposing the hook, and side springs acting on the draw-bar and on the guard to force them toward each other and permit their separation sidewise, substantially as herein described.

4:. In a car-coupling, the combination of a laterally and longitudinally movable drawbar having a hook-head, a movable guard pivoted to the draw-bar opposite the hook-head and separated therefrom, a spring secured to the car and acting on the draw-bar from one side, and a spring secured to the car and acting on the movable guard from the other side to force the draw-bar and guard toward each other and permit their separation sidewise, substantially as herein described.

5. In a car-coupling, the combination of a laterally and longitudinally movable springcontrolled draw-loar having a hook-head, a movableinner guard pivoted to the draw-bar IIO and opposing the hook, and an independent movable spring-controlled outer guard-bar pivoted to the car and acting on the movable in nor guard to press it against the back or" the opposing coupling-hook and keep the two coupling-hooks pressed in together and allow said inner guard to follow the longitudinal movement of the draw-bar, substantially as herein described.

6. In a car-coupling, the combination of a laterally-movable draw-bar having a flat-face hook-head, a movable guard pivoted to the draw-bar and opposing the hook, the two con stituting a coupling-bar forming a pocket for the opposite coupling-hook, and a springguard attached to the car with an innerstop, whereby the coupling-bar is pressed over and held in such a position that the hook-head of the coupling on one car comes opposite the guard and pocket of the coupling of the opspring-actuated, and an outer stop connectedv with the car to limit the movement of said guard to a point Where the draw-bar can follow it and beyond the point suflicient to permit the said guard to be pressed out for the entrance of the opposite coupling-head, substantially as herein described.

8. In a car-coupling, the combination of a laterally-movable draw-bar with a hook-head and yielding inner guard opposite the hook and pivoted to the draw-bar, an independent laterally-movable springcontrolled outer guard-bar pivoted to the car for acting on the inner guard and draw-bar, and an outer stop to limit the movement of the outer guardbar to a point where the draw-bar can follow it and beyond the point sufficient to permit the inner guard to be pressed out for the entrance of the opposite coupling-head, substantially as herein described.

9. In a car-coupling, the combination of a laterally-movable draw-bar having a tiatface bufter-arm a, and jaws to fora rotary hookhead and an incline a between the butterarm and the jaws, a flat-face hook-head pivoted in the jaws and having a locking-lever arm 6 fitted in a recess in the draw-bar and whose outer edge follows the walls of the incliue a in the draw-bar, and a yielding guard opposite the hook-head and pressing against the back of the opposite coupling-hook, all for the purpose of turning the rotary hook to its locking-place and to relieve the end of the hook from the buffing-shock by causing the knuckle to strike the bu t'fer-arm, substantially as herein described. 7

10. In a car-coupling, the combination of a laterally and longitudinally movable drawbar with hook-head, a movable guard opposite the hook and pivoted to the draw-bar, a spring-guard attached to the car to act on the movable guard, and the equalizing-bar D, pivoted to the draw-bar back of the movable guard and lying between it and the springguard, so that the pressure of the springguard transmitted through the equalizingbar falls at a certain distance forward of the pivot-pin of the movable guard as the drawbar moves longitudinally, substantially as herein described.

11. In a car-coupling havingapivoted hookhead with locking-lever arm and a gravitylock for locking the lever, the lifting-bar t', fulcrumcd in a projection extending out from the draw-bar, said lifting-bar passing under the gravity-lock and to the opposite side of the draw-bar, a chain attached to the free end of said lifting-bar and passing upwardly through a guide in the draw-bar and thence to an operating lever or bar for the purpose of raising the gravity-lock, substantially as herein described.

In witness whereof I have hereunto set my hand.

JOHN C. LOOK.

Vitnesses:

S. 11. NOURSE,

J. A. BAYLEss.

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