US578313A

US578313A - Car-coupling

Info

Publication number: US578313A
Authority: US
Publication date: 1897-03-09
Anticipated expiration: 1914-03-09

Description

I (No man. I s Sheets-Sheet 1.

H. 0. BUHQUP.

" OAR COUPLING- i No. 578,313. Patented Mar. 9, 1897.

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m: uonms mans co. wrmmno. wunmrou, u. c.

(No Model.) 3 Sheets-Sheet 2.

H. 0. BUHOUP.

OAR COUPLING.

No. 578,313. Patented Mair. 9, .1897."

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. H. OQBUHOUP.

OAR GOUPLING.

No. 578,313. Patented Mar. 9, 1'89'7.

WITNESSES: //v

'm ms PETERS 0a.. Pam u wnsnmcn'o UNITED STATES PATENT OFFICE.

HARRY o. BUHOUP, OF CHICAGO, ILLINOIS.

CAR-COUPLING.

SPECIFICATION forming part of Letters Patent No. 578,313, dated March 9, 1897.

I Application filed November 14, 1896. Serial No. 612,145. (No model.)

To aZZ whom it may concern.-

Be it known that I, HARRY O. BUHOUP, a citizen of the United States, residing at Ohicago, in the county of Cook, State of Illinois, have invented certain new and useful Improvements in Car-Couplers; and I hereby declare the following to be a full, clear, and exact description of the same, reference be- .ing had to the accompanying drawings, in [0' which- Figure 1 is a plan view of a coupler and buffer embodying my invention,together with sufficient of the sill and draft timbers of a car to illustrate the position and operation of the devices, the knuckle arranged as for the Master Oar-Builders or twin-j aw type of coupler. Fig. 2 is a longitudinal vertical section of the platform, transverse section of the equalizer of the buffer, and partial section of the post' which connects the equalizer of the buffer and the center stem of the coupler, also the center stem of the coupler in side elevation. Fig. 3 is a plan view of the coupler and its stems, parts broken out, and the couplerhead in horizontal section, the knuckle reversed to constitute a Miller-hook type of coupler and the head to one side or off the median line, as required for operation as a Miller-hook coupler. Fig. 4 is a vertical transverse section of the coupler-head, taken on the line 3 3, Fig. 3, to show the device employed to hold the wing lock or lockingblock out of engagement when the Master Car-Builders ortwin-j aw. co upler has been set for uncoupdng. Fig. 5 is a View detached and in elevation of the cross-bar which connects the stems of the coupler interposed between the stems and coupler-head and with which the coupler-head is detachably and adjustably connected. Fig. 6 is a detached View of the center stem in side elevation. Fig. 7 is a plan view of the cross-bar and center stem. Fig. 8 shows a Miller hook detachably combined with the cross-bar and a pluralityof stems. Fig. 9 shows a Master Oar- Builders or twin-j aw coupler detachably combined with the cross-bar and a plurality of stems. Figs. 10 and 11 are plan views of single-stem couplers adapted to be used with the reversible knuckle.

Like symbols refer to like parts wherever they occur.

My invention relates to the construction of couplers and buffers, and has for its objects, first, such a combination of draft and buffing springs with the coupler-stems as will control the rebound or reaction of the springs after compression, as in buffing, and relieve the platform and coupler-head of sudden shocks incident thereto, and, second, such a construction of the coupler-head and its adjuncts as will adapt the head to use with either the Master Car-Builders (or twin-jaw) type of coupler or the Miller-hook type of coupler, as circumstances may require.

As is well understood in practice, the coupler commonly performs duty as a buffer, either alone or assisted by supplemental buffers, (as in passenger equipments,) and as a consequence the spring or springs ofthe coupler-stem, which serve both functions (11. 6., draft and buffing) through'their unrestrained reaction or rebound after compression in buffing,impart to the coupler-head and platform such sudden and violent shocks and jars or jerks as to often break the couplings,

ing spring, and such a construction or its equivalent embodies one feature of my invention. V

In carrying out my invention I prefer to combine with the coupler-head a plurality of stems and draft-springs, as, for instance, a center and two side stems, each stem provided with draft-springs, the center spring alone being a buffing-spring, and the side springs so set as to be under slight compression when the center or bufling spring is at rest, (or in its normal position,) and such a construction or its equivalent embodies a secondary feature of my invention.

Those familiar with railroad equipment are aware that there at present in service two leading forms of automatic car-couplingsviz., the Master Car-Builders (M. C. B.) type or twin-jaw and the Miller-hook type-- that one is a right-hand andthe other a left hand coupler, and that they are in other respects so differently constructed that they can only be coupled together by use of a link, which makes a very dangerous coupling, especially for passenger-cars.

Many roads which have heretofore used the Miller-hook type of coupler have now adopted the Master Car-Builders type or twinjaw coupler, and as the change must necessarily be gradual, and as cars having the Master Car-Builders type of coupler must frequently pass over lines employing the Miller-hook type of coupler much confusion arises and trouble is experienced in mak-' by reason of displacement and loss of the interchangeable parts, and otherwise obj ectionable as more or less of a departure from the Master (Jar-Builders lines or standard twinjaw type. To overcome these several objections, I combine with the coupler-head a reversible knuckle, which in one position constitutes the hook of the Miller type and in the other the pivoted knuckle of the Master Oar-Builders or twin-jaw coupler, whereby the coupler may be readily adapted to couple with either a Master-Car Builders or a Miller-hook coupler, as required, and such a construction or its equivalent embodies another feature of my invention.

There are other minor features of invention, all as will hereinafter more fully appear.

I will now proceed to describe my invention more fully, so that others skilled in the art to which it appertains may apply the same.

In the drawings, A A indicate draft-timbers', and B O the sill-timbers, of the platform and car to which the coupler is attached.

The coupler is preferably one having a pl urality of stems, as, for instance, a center stem 1 and side stems 2 2, and said stems may be pivotally connected with and coupled at the forward ends by a cross-bar 3, though so far as some features of the invention are concerned a single center stem maybe employed, as indicated in Figs. 10 and 11.

The cross-bar 3 (see Fig. 5) is composed of two plates 3 3 united at the center by a web 3, from which projects rearwardly a perforated tongue 3, to which the center stem 1, which has a recess 1 for the reception of said tongue, (see Fig. 6,) is pivoted, said stem 1 having at its other or rear end a recess 2 for the reception and pivotal connection of the tail-bolt. The cross-bar 3 is also provided at its ends with perforated bosses 3, which afford pivotal connections for the lateral stems 2 2, and has other and further bolt-openings, whereby the head H is connected therewith.

Each of the three stems above noted is provided with a draft-spring, and the center and strongest spring 1 is inclosed by followerplates 1 1, so as to act as both draft and buffing spring.

Owing to the quick reaction of the strong draft and buffing spring 1 after compression in buffing, the rebound thereof is the cause of sudden and severe shocks to the coupler, 850., to counteract which and control the re bound of said spring the supplemental draftsprings 2 2 are so set as to be under slight compression (say one and one-half inches) when the spring 1 is at rest, or normal. (See Fig. 1.) Consequently when the spring 1 is compressed in buffing (see Fig. 3) it must in its rebound or reaction compress the supplemental s rin s 2 2 whose resistance reduce and control the quick reaction of spring 1 and prevent any sudden shock to coupler,such as would be liable to cause injury thereto.

In case a supplemental or platform buffer P is desired one may be used having suitable pivoted stems 13, connected by an equalizer E and having springs e e interposed between the platform-sill B and equalizer E.

Centrally the equalizer E is provided with a cam-ring 6, within which is a cam 6 carried by a post or short vertical rotatable shaft E, said shaft journaled in a bracket E secured to the car-sill piece 0. The lower end of shaft E is provided with a cross-bar e which rests on the center stem 1 of the coupler between two pins or projections '6 thereon, so that either the inward or outward movement of the coupler-stem 1 will rotate shaft E in one direction or the other, and the cam 6 will cause the forward or outward movement of equalizer E and thus move the buffer P outward.

Detachably secured to the cross-bar 3,which couples it to the stems 1 2 2, is the couplerhead H, having the usual guard-finger h and knuckle-ears h, on substantially the lines of the Master Oar-Builders or twin-j aw coupler. The part 4, which is so constructed as to be reversible in the ears h, has its engaging arm 4 at substantially right angles to its tailpiece 4 so that in one position (see Fig. l) the part 4 occupies the position and performs the function of the knuckle of the Master Oar-Builders type of coupler, and when reversed (see Fig. 3) it occupies the position and performs the function of a Miller hook. The coupler-head H is slotted at the side and back of the knuckle-ears h (see Fig. 3) to permit the passage of the tailpiece of the knuckle, so that when the knuckle is reversed to constitute a Miller hook and is released by the locking mechanism the knuckle will retate in an opposite direction from that which it takes when arranged as a Master Oar- Builders type of coupler. This part 4 (combined knuckle and hook) is removably pivoted on the cars it of the coupler-head, its tailpiece 4 moving within the head, and in orderto lock the part 4 when making the coupling any suitable locking mechanism may be IIO employed. I, however, prefer a locking mechanism such as illustrated in Fig. 3, wherein is shown a modified form of the verticallypivoted spring-actuated wing-lock 5, arranged to engage the inner face of the tailpiece 4 and provided withaprojecting finger 5, which engages a horizontally-sliding locking-block 6, adapted to engage the outer face of the tailpiece 4", so that when the locks 5 and 6 are in position forward the part 4 will be held secure whether arranged as for a Master Oar- Builders coupler or for a Miller-hook coupler, and when said locks 5 and 6 are retracted the part 4 will be released for uncoupling.

In order to operate the wing-lock 5, it will be provided with the usual lever (not shown) on its pivot exterior to the coupler-head.

In order to hold the wing-lock 5 back out of the path of the tailpiece when the part 4 is arranged as a knuckle to operate as a Master Car-Builders type of coupler, Fig. 1, I provide a pocket 7 (see Fig. 4) in the top of the coupler over the path of the tailpiece 4 and back of the advanced position of the wing-lock 5, said pocket or chute open at its bottom, and in said pocket I arrange a looselymoving disk or ring 8, which, when the winglock 5 is advanced or in position to lock the tailpiece of the knuckle, projects through the slot in the bottom of pocket 7 and rests or rides on the top of the wing-lock 5, but when the wing-lock 5 is retracted to release the tailpiece 4 said disk or ring 8 drops in front of said wing-lock and holds it in the uncoupled position until such time as the disk or ring 8 is lifted by the inward or outward movement of the tailpiece 4 or is manually raised from without, whereupon the wing-lock 5 will advance to its forward position.

By comparing the position of the couplerheads H in Figs. 1 and 3 and observing their attachment to the interposed cross-bar 3 it will be noted that where the part 4 of the coupler is arranged to form the inturned knuckle of the Master Car-Builders or twinjaw type of coupler the head is substantially in line with the center stem 1, and when the part 4 is reversed so as to project out and constitute the Miller hook the head is attached to the interposed cross-bar 3, so as to be substantially on one side of the center line or the line of the center stem. To permit this rearrangement of the head, I provide the coupler-head with a plurality of bolt-holes, preferably two, and the cross-bar 3 with a plurality of bolt-holes, preferably two, placed equidistant from the pivot-bolt of the center stem, so that the head H may be readily shifted by displacement of two or three bolts. If desired, any other common expedient for shifting the coupler-head on cross-bar 3 may be adopted.

The plurality of stems 1 2 2 and their pivotal connection with the cross-bar 3 will allow sufficient lateral motion of head H to make a coupling when the coupler is arranged as a which it is engaged.

Miller hook, (see Fig. 3,) and the cars can be readily uncoupled by simply retracting the locking-block 6, which will allow the part 4 to turn back and release the Miller hook with In case, however, it is desired to use the reversible part 4 with the usual single or center stem head, as illustrated in Figs. 10 and 11 of the drawings, it will be found desirable to provide the stem with a laterally-acting spring 1 to hold the stem up to the central line, and means, as for instance, Wedge-block 2 to force the stem off the center or draft line when the part 4 is arranged as a Miller hook.

The plurality of stems and interposed crossbar, as well as the combination of draft and buffer spring with supplemental draftsprings, (see Figs. 8 and 9,) may be combined, if desired, with interchangeable Miller-hook heads, Fig. 8, and Master Car-Builders heads, Fig. 9, without departing from the construction hereinbefore pointed out, and such an arrangement may, in some instances, be found desirable, especially while roads are gradually changing from one form of coupler to the other.

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

1. In a car'coupler, the combination of a plurality of stems, a cross-bar with which the stems are pivotally connected, and a couplerhead detachably connected with the crossbar; substantially as and for the purposes,

4. In a car-coupler, the combination of a plurality of stems, the center stem having a spring subject to compression in either pulling or buffing,and side stems provided with springs arranged to be in compression to the extent at least of the movement or travel of the center spring when said center spring is compressed by either a pulling or buffing strain, substantially as and for the purposes specified.

5. In a car-coupler, the combination with a plurality of stems, and a detachable couplerhead, of an interposed cross-bar with which the stems are pivotally connected, and a plurality of draft-springs one'of which springs is also a buffer-spring, and one or more of which are in compression when the buffer-spring is in its normal condition; substantially as and for the purposes specified.

6. The combination of a platform-bufier having an equalizer, a coupler-stem, and an interposed rotatable shaft actuated from the coupler-stem and which actuates the equalizer to project the platform-buffer; substantially as and for the purpose specified.

7. The combination with the platform-buffer, and an equalizer having a cam-ring, of a coupler-stem, and an interposed shaft having a cam arranged within the cam-ring of the equalizer, and a cross-bar which engages pins or projections on the coupler-stem; substantially as and for the purposes specified.

8. In a car-coupler, the combination with a coupler-head, of a reversible pivoted knuckle adapted to rotate in either direction, and locking mechanism for securing the knuckle against rotation, whereby the coupler may be converted from a Master Car-Builders type to a Miller-hook type of coupler, substantially as and for the purposes specified.

9. The combination in a coupler, of a reversible knuckle adapted for either a right or left hand coupler, and means for locking the knuckle; substantially as and for the purposes specified.

10. The combination in a car-coupler, of a reversible knuckle, and a plurality of looking devices arranged to lock the tailpiece of the knuckle against movement in either direction; substantially as and for the purposes specified.

11. The combination in a car-coupler, of a reversible knuckle, a wing-lock, and a slid- .in g locking-block actuated by the Wing-lock substantially as and for the purposes specified.

12. In a car-coupler, the combination with the knuckle and its tailpiece, of a locking device, and a disk or ring arranged in the path of the tailpiece of the knuckle and back of the advanced position of the locking device; substantially as and for the purposes specified.

13. In a car-coupler, the combination with a coupler-head having a disk pocket over the path of the tailpiece of the knuckle, of a knuckle having a tailpiece, a lock which engages said tailpiece, and a loose disk or ring arranged in the pocket of the coupler-head and which projects into the path of the tailpiece of the knuckle back of the advanced position of the locking device; substantially as and for the purposes specified.

14:. In a car-coupler, the combination with a coupler-head having a slot back of the knuckle-ears for the passage of the tailpiece of a knuckle, ot' a reversible knuckle adapted to rotate in either direction, and means for locking said knuckle against rotation, substantially as and for the purposes specified.

In testimony whereof I affix my signature, in presence of two Witnesses, this 12th day of November, 1896.

HARRY C. BUIIOUP.