US514826A - haish - Google Patents

Description

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J.' HAISH. GAR GOUPLING.

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J.HA11SH., y GAR GOUPLING. No. 514,826. Pat ted Feb'.l 13, 1894.

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J. HAISH. v

` y GAR V G0U1 L ING. No. 514,826. Patented FebpB, 1.894.

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UNITED l STATES l PATENT GEEICE.

JACOB HAIsH, OE DE KALB, ILLINOIS, AssICNOR 'ro TI--IE 'HAIsII MANU- FACTURINC COMPANY, or sAME PLACE.

vCAR-O OUPLING.

SPECIFICATION forming part of Letters Patent No. 514,826, dated February 13, 1894. Appiiqatitnlediiprn15,1893. serrant. 470.5% lNomqdel.)

To all whom it may concern.-

Be it known that I, JACOB HAIsH, a citizen of the United States, residing at De Kalb, in the county of De Kalb and State of Illinois, have invented certain new and useful Improvements in Car-Couplers; and I do hereby declare they following to be a full, clear, and exact description of the invention, such as will enable others skilled in the art to which it appertains to makeand use the same.

Figure 1, is a perspective view of this invention showing the act of coupling ready to be made. Fig. 2, is a perspective View of one part of the coupler. Fig. 3, is a top plan view of the other part of the coupler. Fig. 4, is a top plan view of the couplers when the act of coupling has been finished. Fig. 5, is a de-` tail in perspective View showing how the latch connection may be made at different heights,

also, generally indicating different and vertical positions each part of the coupler assumes as in the oscillation of the cars in rounding a curve. Fig. 6, is a front view showing a looped rod secured to the coupler and adapted to be turned so as to bring the loop in horizontal position for the engagement with an ordina-ry coupling link. Fig. 7, is a longitudinal central section through one of the couplers. Fig. 8, is a perspective view in detail showing the means for making the air brake c onnection. Fig. 9, is a vertical secs tional view of the saine and the end of the air pipe as when secured in position. Fig. 10, isa detail plan view showing the position of coupler when used for the engagement with an ordinary coupling link. Fig. 11, is a detail sectional view of one of the couplers,

4showing a spring bumper in the end thereof.

Figs. l2 and I3, are detail plan views partly in 1section showing a slightly modified construcion.

This invention belongs to that class of devices called rail road car couplers and the points of noveltyin the same more-especially considered new and Valuable are'the placing of the latch or coupler housing parallel, or substantially so with the front of the car; and 1n having the latches or coupler parts slide paralleler nearly parallel with the-front of the car; and in so constructing and applying each coupler thatwhen' it comes in contact, as in use, with its opposite coupler, each will have free up and down movement, and also on curves each will readily move on the other; and in providing with the coupler means for holding the air brake pipe whereby the connection of the air brake pipe can be automatically made or broken by the sliding of the coupler jaw; and in the structure of the several parts of the coupler whereby at the least expense of mechanism the operation is sure and as near as possible perfect and finally in the construction Of the several parts, and the combination of each with the other, and in the device as a whole, all as will be hereinafter more fully described as Well as pointed lout in the claims.

-t'ront or at the rear.

The coupler B, see Fig. 13 consists ofabox b, in which is placed the coupling jaw or latch C, adapted to slide horizontally across or generally parallel with the front of thecar, the head c, of which latch under the thrust of spring c', about its shank c2, (see Figs. 6 and 7,) normally projects beyond the inner end of the box sufficiently far to engage, when the cars are coupled, with the correspondin g latch head c, of the coupler attached to the next car. In the act of coupling the two cars these latch heads will by virtue of the inclined or rounded end or face of each, slide by each other and thus the one head will come vertically inside of the other and make the connection between the two cars.

The coupler B', diers from the coupler B, in that it is hinged at oneend b', to the front of the car. At the other end a spring b2, is let into a seat in the head, the other end of the spring being properly securedin the front of the car; (see Figs. 3 and 6) the object ofthis spring is to keep the box in its proper position in the running of the train and to act also as a bumper. There `is also a supplemeutary spring b3, properly secured behind the front beam of the car, and about the rod b4, which passes through the inner end of the box plate b5, which spring acts to give an ease oif or resilience to the box at this point when the cars are in motion.

NVhen it is desired to uncouple the cars the act can be performed by means of the lever D, pivoted to the face plate b5, by which the coupler is attached to the car, its handle extending above the top of the box car and in position for the train hand to easily grasp,or in a platform car by the lever D', attached like as lever D, (see Fig. 6) and which is easily operated from the ground; or by the rod d, which is jointed at one end to the angle piece d', pivoted in the outer end of the face plate b5, (see Figs. 5, G and 7) and thence extends through slot 10 in the beam forward to the cab of the locomotive; the other end of the angle piece plays in a slot c3, in the end of the shank of the latch C, so that it can freely move the latch when the rod is operated; of course if desired, the wire or rod d6, and the angle piece d may be adapted that the wire will run by the side of the car. When the lever D, extends to the top of the car provision may be made for holding it in a fixed position by the spring d4, attached at one end to the car and thence extending through the slot d2, in the handle. The ratchet teeth cl3, on the upper side of the spring will engage 0n the upper side of the slot d2, when the lever is pulled and thus it will be held, till released bythe foot pressure on the top of spring bar d4, above the top of the car, or by pulling on the rod or chain d5, which is attached to the outer end of the spring d4, and extends down the front of the car. The slot c, in the shank of the latch (just inside of slot c3, in which the piu d, of the lever plays,) allows when the cars are running, like as slot c3, all necessary motion to the latch without any effect on the lever or angle piece. The latch or coupler C, will be limited in its forward thrust by the shoulder 05X, which strikes against the inside of the box (see Fig. 7). The bumper E, in the face of each car, and near the front end of the latch, each having a spring e, about it, will"lessen the shock of impingement when the two cars are coupled.

By means of the angle piece F, attached to the front of the car and beyond the bumper which is adapted to play in the vertical and angled notch D6, of opposite box B, the car is steadied and at the same time considerable horizontal or oscillatory play is allowed during the running of the train for the ends of the two cars. These notches are made deep enough to provide for this play when the cars are rounding a curve. The piece F may bea part of the coupler box, or separate, as may be desired. In case, from wear or otherwise, the coupling on one car sags or is slightly lower than that on the other, the vertical faces of the ends of the latch heads will readily slide partially by each other in a vertical line to make up for all this difference in the height of the two cars and at the same time give sufficient meeting face for the grasp of the two latch heads at this point.

Vhen it is desired to use one of these couplers with a car which has only the old link and pin coupler, there is provided the bent rod G, (see Fig. 6) journaled or pivoted at its ends under the coupler and having a loop g, at the front center normally this loop hangs down, but when it is to be used for coupling it is turned up horizontally bythe handles g', extending beyond the ends on each side of the coupler; orif desired, a rod or wire may be attached to the end of the rod and thus make connection with the locomotive cab. Thus will be afforded the counterpart of the link and the coupling is completed in the usual way by a pin.

In order to use the air brake in connection with this coupler, there is provided the ilaring mouth metal pipe II, under the box and projecting forwardly and at right angles to it. See Figs. G, 8 and 9. This pipe has a cross slot h', in the upper side just behindits bell mouth h, as shown in Fig. G. NVhen the pipe I, is inserted in the pipe ll, the end of the piece c5, attached to the movable jaw will automatically fit just behind the hollow arrow head t', of the air brake pipe I, and thus rctain said air pipe iu place. The free end of the piece c5, slides in the slot bx, of the box, as shown in Fig. 2. To put the head in the mouth the piece c5, is first retracted by sliding backward the lalch,and then being released the piece c5 automatically takes its posilion and locks the arrow head into the end of the pipe I-I. When desired the head of the air pipe can be disconnected by the rcverse of the above movement.

Vhen the cars are coupled the tops of the boxes of the couplers will together practically form a plat-form between them and if need be aiIord a place forthe brakeman to stand. This platform will so till up the space between the two cars at this point as to largely prevent liability to accident.

It will of course be understood that I may use'on each cara coupler like unto B, or such a coupler on one car,`and a coupler B', on the next car, or on each car a coupler like unto B.

For the purpose of affording additional means for taking up the shock when the cars abut against each other, the couplers may be provided with bumpers at their inner ends, see Fig. 12, consisting or a disk 120x, secured to a rod 197, passing through the coupler and provided with a coiled spring bs, located in a recess b9, in the outer face of the coupler. This bumper may be used in connection with the spring b3, or not as may be desired. The rod 197, extends through the beam to which the coupler is connected, and in some instances it may be projected rearwardly through a bar b1", provided with a disk b1, and a coiled spring Z212, `see Fig. 11. By this construction a double spring bumper is provided.

IOO

Vsli/assise What I claimism Y 1. The box b, for the sliding coupler, attachedhorizontally to and generally parallel with the front of the car, and having in its front edge an angled slot for the seating or engagement of an angle piece on the front of the opposite car, substantially as described.

2. In combination with the slotted shank of the sliding coupling jaw or latch, the lever D, andy its pin d, playing in said slot whereby in the motion of the running car the lever is not disturbed, substantially as set forth.

V3. In combination with the-coupler as described and the sliding jaw C, thereof the 1ever D, extending to the top of the car, and by means of spring attached to the front of the car and its ratchet teeth adapted to be heldV in fixed position, substantially as set forth.

' l4i. In combination with the coupler attached to the car across its front and generally parallel thereto, the spring bumper E, substantially as described.

5. In combination with the coupler, as described, and having the piece c5, attachedv to the shank of the sliding jaw, the pipe H, cross slotted in its upper face for side piece to slide in the tubular arrow head h, of the air brake pipe H, substantially as set forth.

6. In combination with a car coupler an open mouthed pipe secured below it, and a spring movable in it in the act of operating the coupler to couple with the next car to secure the end of the air brake pipe, and in the uncoupling of the car acting to release the lair brake pipe, substantially as described.

7. In combination with the coupler, as described, havinga sliding jaw and rearward extension thereto, a pipe attached at right angles under said coupler and cross slotted near its mouth and the air brake pipe fitting in said attached pipe, said sliding extension adapted to move in said slot and engage upon the air pipe when placed in said attached pipe, whereby said brake pipe may be coupled or uncoupled by the action of the sliding jaw, substantially as set forth.

8. In combination with a car av coupler arranged horizontally across and generally par- Vallel with its front the box b, of which isV at one end hinged to the front of the car, substantially as set forth.

9. The coupling jaw or latch horizontally movable in a box hinged at one end to and so as to be generally parallel with the car front, substantially as described.

10. In combination with the sliding jaw coupler box hinged at one end to and so as to be generally parallel with the front ofthe car, the spring between it and the car whereby the shock from the act of coupling is lessened Substantially as set forth.

1l. In combination with the sliding latch or jaw coupler hinged to the front of the car, the rod b4, connected toits inner end and actuated by the opening b3, whereby in the motion of the train sufficient resiliencyv is afforded to the box.

12. In combination with the sliding `iaw coupler box hinged at one end to the front of the car, of the spring bumper located in said box, substantially as set forth.

13. In combination with the car platform and the sliding jaw coupler box hinged thereto, of the spring located in said box, therod which said spring encircles passing through the box and also through a bar in the platform and aspring interposed between thesaid beam and front of the platform,substantially as set forth. Y

.14. In combination with a box attached across the front of the carin a generally horizontal position, and having therein a sliding jaw, and having in its face a vertical angled slot b, an angle piece F, on the opposite car adapted to it and move in said angled slot of the aforesaid box, so that in the oscillations of the two cars up or down, or in turning curves, said means of connection operate to allow the greatest freedom of movement.

l5. The combination of the two opposite car couplers constructed as herein described, each attached in a generally horizontal position across the front of its car, and each having a Vertical angled piece and a Vertical angled slot, said piece and slot being opposite to fitting each other and the abutting faces of the latch heads adapted to slide up and down on each other, whereby each coupler is allowed a free vertical movement on the other either to meet the different heightof each coupler, or the up and down motion of the two cars or in turning curves.

16.- In combination with the air brake pipe or connection secured to the coupler and slotted cross wise, a spring actuated catch acting automatically in the slot in said pipe or Witnesses C. H. SALISBURY, BENJAMIN S WHITE.

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