US486930A - Car-coupling - Google Patents

Description

(No Model.) 4 sheets sheet 1.v

C. J. GUSTAPSON.

GAR GOUPLING.

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(No-Model.) l 4 sheets-sheet 2'. C. J. GUSTAFSON.

f GAR GOUPLING.

No. 486,930. l Patented NOV.v 29, 1892.

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(No Model.) '4 sheets-sheen 3;

- C. J. GUSTAFSON; y

GAR GOUPLING.

No. 486,930. Patented Nov. 29, 1892.

Compessa'on,

vUNITED STATES PATENT OFFICE.

CHARLES J. GUSTAFSON, OF MOBILE, ALABAMA.

CAR-COUPLING.

SPECIFICATION forming part of Letters Patent No. 486,930, dated November 29, 1892.

Application led February 23, 1892. Serial No. 422,528. ((No model.)

To all whom, t may concern:

Be it known that I, CHARLES J. GUsTAEsoN, a citizen of the United States, residing at Mobile, in the county of Mobile and State of Alabama, have invented a new and useful Autotomatic Car Coupler and Buffer, of which the following is a specification, reference being had to the accompanying drawings, in which- Figure 1 is a half plan or top view of a coupler complete, showing its attachment to the members of a car in dotted lines. Fig. 2 is a horizontal half-section showing the general arrangement of parts in their normal position, as in Fig. 1. Fig. 3 is ahalf elevation or front view showing the arrangement of the uncoupling-lever and its action in the different positions indicated in dotted lines with section through buffer on line A. Fig. 4 isa half front elevation of coupler with its section through B. Fig. 5 is a transverse vertical half-section through draft-rigging on line C. Fig. 6 is a half-section,as above, through D. Fig. 7 is a longitudinal vertical section through buffer, showing hook set to uncouple and draft-rigging in normal position. Fig. 8 is a longitudinal vertical section of buffer, showing position of hook with link held in position to enter opposite coupler. Fig. 9 is a longitudinal vert-ical section through coupler, showing hook set to couple and draftrigging in normal position. Fig. l0 is a front elevation or face view showing the hook in position in the buffer and the uncoupling-lever set in position to couple. Fig. 1l is a horizontal section through two couplers, showing the range of horizontal deflection. Fig. 12 is an external side view of coupler in tension with part of the uncoupling-lever removed. Fig. 13 is a longitudinal vertical section of coupler, showing the relative position of its several parts in tension. Fig. 14 is an external side view of coupler in compression with the uncoupling-lever locked in position on its bracket. Fig. 15 is a longitudinal vertical section of coupler, showing the relative position of its several parts in compression. Fig. 16 is a longitudinal vertical section through buffer-head, showing the position of hook when using a hook and link of exact length, draft-springs in compression, as in Fig. 15. Fig. 17 is a similar section showing the position of the hook in the bufferhead when using a hook and link of exact length, draft-springs in normal position, as in Fig. 9. Fig. 18 is a similar section showinghook when using a short hook andlink, draft-springs in compression, as in Fig. 15. Fig. 19 is a similar section showing hook when using a short hook and link, draft-springs in normal position, as shown in Fig. 9. Fig. 2O is a face View of butter-head in detail.r Fig. 21 is a longitudinal vertical section of the buffer-head in detail. f g Similar letters refer to identical parts throughout the different views. Capitals refer to elementary parts and small letters and figures refer to details or features of same.

This coupler embodies the principle of an independent buffing member and a-separate and distinct tension member, both t0- gether forming a combination buffer and draw-bar, arranged in combination with an uncoupling device, as shown on the drawings, and operated as hereinafter described. The buffing member consists of the buffer A, sliding in its guide or stop C and acting on the springs D. The tension member con.- sist-s, essentially, of the draw-hook B, mount*- ed inside of the buffer A and acting on the springs D, a common link L being used in coupling to opposite coupler. The uncoup'- ling device consists, essentially, of the lever F, attached to the yoke G and mounted in the fulcrum-plate H and bracket I. Y

The essential features of the buffer A consi ..n;

sist of its inwardly-receding curved surface',

or mouth` a, joining the vertical yrecess or"I hook-pocket b and the horizontal recess' Ort' link-pocket c, and the downWardly-eXtendinggv locking-rib or surface j, Figs. 2O and 2l; This face or mouth is so formed that a link striking an opposite draw-bar at any point within its range will be guidedv in all directions, vertically and horizontally, toward the center of its mouth and under its hook, Figs. 8 and 9.

The buffer-head is provided with the un.- coupling-yoke recess or pocket d, also the ref cess e on the outside for the recept-ion of the uncouplinglever fulcrum H. The buffer is also provided with the lugs or brackets f on the side forming, with the top shoulder g, a acontinuous dead-stop all around the neck, joining the shank or stein h,which continues ICOl back, joining the lugs i, thus forming the front follower-plate in one piece with the buffer. Inside the shank h, at the end t', is a circular opening parallel to the axis ofthe buffer and forming a gui-de or support-for the forward end of the coupling-spring case J, which latter supports the draft-springs D. The inside face of the back follower-plate C may have a circular opening forming a support for the back end of the coupling-spring case J, which latter also acts as a sort of'thimble or support for the draft-springs D.

The essential features of the hook B consist in the lifting-incline l, the tension-surface 2, the compression surface 3, the tension locking-surface f1, the tension safety-stop 5, the compression locking-surface 6, and the compression safety-stop 7. The above-mentioned features may be said to form the head of the coupling-hook which joins the stem or shank 8', which extends back, forming the tail-pin in one piece. A shoulder 9 is provided near the tail-pin end of this hook,against which the coupling-spring K acts, reacting against the back end of its case J, which is carried either on the tail-pin end of the couplinghook or in the circular opening 7l of the back follower-plate E, which is in turn supported in the follower-guide C. It will be noticed that the tail-pin end of the hook is provided with a very shallow thread of rectangular section with rounded corners and of very coarse pitch, on which thread aloosely-tting nut is screwed and secured in position with a spring cotter-pin passing through the open slots in the back end of the nut and into the corresponding hole in the tail-pin, thus providing means for adjustment of the length of the hook in reference to the buffer. A globe and socket seat is shown for the nut and followerplate, thus providing a good bearingfor vthe hook in any position within the range of its l A common Akey bearing on a collar to correspond to the socket or globe seat of, the follower, can obviously be substituted for l motion.

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The yoke G is simply a loop embracing the hook B, Fig. 3, and is provided with a suitable jaw or brackets m at its upper end for attachment to the lever F. The inner surface or shoulder n is also an important feature, as hereinafter described.

The fulcrum-plate H is in the nature of a spring, provided with the sloto to receive the lever F, which is free to move vertically in above-mentioned slot, the lower end or bottoin of which forms the fulcrum proper.v The fulcrum-plate is further provided with the locking surface or shoulder p for the purpose hereinafter described, and is secured to the buifer-head,`as shown.

The lever-bracket I consists, essentially, of

the lock-rest q, the coupling-rest fr, and the uncoupling-rest s. It is secured to the body of the car, and the principle by which it acts as keeper7 of the lever F in any of the positions shown in Fig. 3 is a sort of pig in the pen principle, retaining the lever by restricting its motion, as Will appear more clearlyin what follows, and by reference to Figs. 13 to 15.

From the foregoing description of details it appears that the hook B is free t-o be raised or lowered inside of the bufferA by means of the uncoupling device when the draft-springs D are in their normal position, Figs. 7 and 9, or when in a state of compression, Fig. 15, or it may be raised by the' entering link, Figs. 8 and 9, its motion not being cramped'by the draft-springs or the case J in either position.

The longitudinal motion of the buffer is limited to that due to compression or bufng only, its range being from normal, Fig. 9, to extreme compression, Fig. 15. The longitudinal motion of the hook in reference to the bu ifer is practically limited to'that due to tension only, as its motion conforms nearly to that of the buffer in compression, and its range is from normal, Fig. 9, or compression, Fig. 15, to eXtreme tension,`Fig. 13.

To automatically couple, the lever F is placed in the .coupling-rest r, Figs. 3 and 10. The entire weight of the hook is then resting on the inside end of the contained link, holding it 4down on the surface c of the link-pocket, Fig. 8, thus holding the outer end of said link slightly above the horizontal, directing it into the opposite buffer and under its hook B, Fig. 9.

By pressure or impact of the entering link against the inclined surface 1 of the opposite hook the latter is raised to the positionv shown in dotted lines, Fig. 9, from which position it falls into the entering link when the latter has passed beyond the tension-surface 2 or strikes the compression-surface 3 of the hook, Fig. 15.

The coupling-spring K is always in a state i of compression, and acts in coupling by means of its shoulder 9 in combination with the compression-surface 3, thus keeping the hook with itscontained link well forward in the mouth of the buffer, Fig. 8, and resists the thrust of the entering link, Fig. 9. As the hook rises in obedience to the pressure of the entering link it will come in contact with the surface or shoulder n of the yoke Gr, Fig. 9, and will raise it, together with the coupling-lever F, as shown in dotted lines, Fig. 10, and the locking-prong Z of the lever will be entirely free and clear of thelocking-shoulderpof the fulcrum-plate, the vertical motion of the lever in the fulorum-slot o being guided laterally by the heel or surfacet of the lever. It is obvious that with a proper adjustment of hook or` length of link a certain amount of slack may be left between buffers, Figs. 13 and 15,or the arrangement may be such as to just take up all slack, thus obtaining a practically-taut coupling, Figs. 16 and 1.7; or the coupling may be made with a hook and link comparatively too-short, thus forcing the two faces of the buffers together-with a pressure produced by compression of the draftsprings, Figs. 18 and 19. This latter arrangement may be accidental and even desirable under some circumstances, as the hook is then kept more completely under the locking-ri-bj in compression, Fig. 18, and is more completely brought under the same surface in tension, Fig. 19, thus keeping the hook under this positive lock j in all positions whenv the link is liable to rise. This arrangement will alsohold the cars more steady and reduce swaying and rough riding. With the buffers t-hus closely coupled a certain amount of slack will form in the draft-rigging, which may not be undesirable even in passengertrains.

Coupling with a link really too short- 1'. e., too short to admit of the possibility to again uncouple-is impossible for obvious reasons, as the verticalv part of the locking-surface 4 of the hook will in such a case come in contact with the vertical part of the locking surface or rib j of the buffer, where the hook will be held by friction through pressure of the coupling-spring K. Even if the link should come with suificientimpact to strike the compression-surface 3 of' the hook, the friction on the latter due to this extreme compression of the spring K will be such as to prevent the hook from falling into the link and thus prevent coupling. Coupling with other drawbars of any type in common use is accomplished in the ordinary way, except that the link in this case requires no guiding. Coupling on curves presents no difficulties, and horizontal flexibility is equal to any reason.- able requirement for same,- as shown in Fig. 11. The hooks are well supported above and below the link in the sides of the recess b in resisting side pull. Coupling with common pin in case of breakage or removal of hook is provided for in the openings Z of the buerhead, the draft-springs being then supported on the draft-timber tie y, in addition to the case J.

`To lock the hook over its contained link after coupling, the lever F is brought from its coupling-restfr upward and into the lock-rest q, Figs. 1, 13, 14, and 15. The yoke Gisthen in position shown in Figs. 16 to 19 with its surface n 'covering the compression lockingsurface 6 of the hook in alll positions except in extreme tension, Fig. 13. The prong l of the lever F in the locked position is Jforced over against the fulcrum-plate H, springing it out of its normal position laterally at its upper end, with the prong Z completely covered by the locking-surface p, beyo'ndvwhich no vertical motion of the prong Z or lever F, in obedience to any rising tendency ofthe hook, is possible without further springing the fulcrum-plate with its lock-shoulder p clear of the prong Z, which is possible only as the result of extraordinary pressure-of hookas, for instance, in consequence cfa link raising the hook in the act of coupling, with the lever left in the locked position through ig-y norance or design, but no t through accident, as the lever would always be left in theuncoupled position after uncoupling and' placed in the 4rest fr for again coupling. TheV action of the fulcrum-spring H is: also to hold the lever down in its locking-rest q. Thestop M, Fig. 3, is also provided, offering additional security in retaining the lever in its locked position. The stop t of the-lever F performs asimilar function in counteractingthespring of theV fulcrum-platel H.

To uncouple or to set theA hook not to couple'thelever F is brought from i'tslocked position and placed under the rest s, corre'- sponding to thelpositions to u-ncouple ornot tov couple, as shown. in dotted lines, Fig 3. The lever F being attached to the yoke Gand mounted on the fulcrum H, asheretofore-fully described, the hook will thus be lifted` to-the position shown in Fig. 7, with the lever in its extreme or uncoupled position. Uncoupling is possible by operati-ng the lever-F', as above described, with the coupler ranging from nor'- mal position, Fig. 9, to extreme compression, Fig. 15.

When the coupler is in astate of compression, the compression-surface 3 of the hook is pressed upon by the containedlink, keeping the hook back inside of the buffer and the locking-surface 4 of the hook clear of the locking-rib j of the buffer, as shown in Figs. 15 and-16, Hence, as before. stated, uncoupling is possible in extreme compression, even when using a hook and linkv too short, as shown in Fi-g. 1-8, where the locking-rib j overlaps the tension locking-surface 4, and which here actsin conjunction with the surface Vn of the yoke in preventing the rising of the hook, yet enough power can be exerted through the lever F to pass the hook overthe slightly-rounded surfaces j and 4, raising the hook, and pressing it back against its coupling-spring K.

The arrangement of the hook and link in relation to buffer can be such as to offer no such resistance to uncoupling,` however, and

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still retain a taut coupling, Figs. 16-and 1.7,

or short link.

When the coupler is in a sta-te of tension, the locking-surface 4 of the hook is pulled under the locking-rib j of the buffer, Fig. 13, and uncoupling by any means is impossibl'ef As before intimated, the arra-ngement of the bracket I is such that, although the position of the lever F is not positively secured, except in the rest q or locked position, the

sides of the rests are so formed that the lever must be sprung-to one side or the other-of its normal position, and the openings through which t-helever must pass to becomedisplaced are so-tortuous and contracted as to require guidance byv hand, and all surfaces are so formed near the openings as to cause the lever, on striking at any point, to rebound toward its normal seat or rest in the centerfor instance, to pass the lever upward from the rest s, Fig. 13,the lever must pass through the curved opening u and around the point u. The weight of the hook, with the lever in position s, or not to couple, will be resting on the hook, Fig. 7. Hence the weight of the lever will be overbalanced and its tendency will be upward. When the lever is in the coupling-rest r, however, the hook will be resting on the buffer or on its contained link, Figs. 9 and 8, and the tendency of the lever will then be downward and into its rest r. Hence to pass the lever from its coupling-rest r downward the point w must be passed in the same manner that thepoint o was passed. In the same manner the lever is brought to or from its locked position or rest q around the point and against the additional resistance of the springplate H, as before fully explained.

In service 'the proper position for the lever is in its locked position, except in coupling,r or uncoupling, as provided for above.

In construction the hook B is inserted through the mouth of the buffer, but in service will not pull out of the same, as the depth of its link-space 8 is such as to keep the hook slightly raised oft the bottom of the buffer when resting on its contained link,thus bringing the vertical face of the tension-stop 5 to overlap onto the vertical face of the rib j of the butter, thus relieving the draft-springs D of any further compression; also relieving the strains on the hook to a great extent by offering an additional point, of resistance or supportj and positively preventing the possibility of the hook being pulled out of the buffer in case of breakage of the hook or any of its attachments.

As before indicated, the buffer A is in one piece with the front follower or buer-lugs fi, and its position is therefore iixed as regards all possibility of pulling out. It will also be seen that it is absolutely impossible for the hook to rise off the link in tension, as heretofore fully explained, also shown in Fig. 13.

The compression safety-stop 7 of the hook Aisintended to relieve the coupling-spring K of undue compression in unforeseen emergencies; but the bottom of the link-recess c is so arranged as to furnish a stop for too long a link, as in an ordinary draw-bar, Figs. 1l and 12.

In compression the hook B is independent of all bufiing, being subject to the compression of the coupling-spring K only, as shown in Fig. 15.

In tension the buffer A is independent of all tension, except in emergencies, as heretofore fully explained. The vertical surface 7 of the hook also answers the purpose of a safety-stop for the butter-head in case of a breakage of the latter at its neck or at any point back of the vertical surface j, which will then come in contact with the stop 7 of the hook, and the buffer will thus be prevented from falling on the track.

Having thus described my invention, what I claim, and desire to secure by Letters Patent of the United States, is-

1. In a car-coupler, the buffer A, forming one piece with the front follower or lugs Q', which latter are used in combination with the draftror buffer springs 'D and are supported in the follower-guide C..

2. In a car-coupler, the buffer A, having the side lugs f, forming a continuation of the top lug or bracket g.

3. In a car-coupler, the bufting member A,

having the vertical recess b b, intersecting the horizontal recess c and extending above and below the top and bottom surfaces c, respectively, forming the walls b, in combination with the locking-rib j. 4. In a car-coupler, the bufling member' A, having the downwardly-extending rib j and shoulderj, in combination with the cushioned tension member B with its corresponding shoulders 4, 5, and 7, respectively.

5. In a car-coupler, the shoulderj of the bufflng member, in combination with the shoulder 7 of the tension member.

6. In a car-coupler, the longitudinally-independent tension member B, in combination with the longitudinal cushion or couplingspring K.

7. In a car-coupler, the longitudinally inde- Y pendent and cushioned tension member B, in combination with the independent bufiing member A. f

8. In a car coupler, the longitudinallycushioned tension member B with its compression locking-surface 6, in combination with the surface or shoulder of a locking coupling or uncoupling device.

9. In a car-coupler, the longitudinally-independent longitudinally-cushioned tension member B, mounted as shown and described, in combination with the buffer A, mounted substantially as shown on accompanying drawings and described in this specification.

10. In a car-coupler, the combination of the independent buffer A and cushioned tension member B, in combination with the locking coupling or uncoupling device consisting of the yoke G, the lever F, the fulcrum I-I, the bracket I, and the stop M.

11. In a car-coupler locking, coupling, or uncoupling device, the lever F, having its fulcrum-seat lo, heel t, andsafety-pin t', and prong l, in combination with the spring-fulcrum I-I, having its slot o and shoulder p.

12. In a car-coupler locking, coupling, or uncoupling device, the lever F with its shoulder l, in combination with the yoke G with its locking-shoulder n.

13. In a car-coupler locking, coupling, or uncoupling device, the bracket I with its rest-s q r s for the purpose explained, in combination with the lever F and fulcrum-spring H.

14. In a car-coupler locking, coupling, or

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17. In a car-coupler, the longitudinally-independent and longitudinally-cushioned tension member B and the compression surface or shoulder 3, in combination with the longitudinal cushion 0r coupling spring K, all arranged as shown on accompanying drawings and operating as described in this specification.

CHAS. J. GUSTAFSON.

yWitnesses:

J. D. GEVEGANUS, GEO. W. DALY.

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