US615742A

US615742A - Ward f

Info

Publication number: US615742A
Authority: US
Publication date: 1898-12-13
Anticipated expiration: 1915-12-13

Description

mi. 615,742. Patented nec. I3, |898.

M. M. PETTES.

AUTOMATIC CAR CDUPLING.

(Application led Mar. 5, 1898.)

(No Model.) n 2 Sheets-Sheet l.

4 j Y 0 l @l 30 f' Il' f y] Y ,e3 ,2,2 30 l ummm No. 6l5,742.

(No Model.)

Patented Dec. I3, |898. M. M. PETTES.

AUTOMATIC CAB CUUPLING.

(Application led Mar. 5, 1898.)

2 Sheets-Sheet 2` UNITED STATES PATENT OFFICE.

MOSES M. PETTES, OF HOUSTON, TEXAS, ASSIGNOR OF ONE-HALF TO ED- VARD F. MORONEY, AUGUST BAUMBAOH, AND HENRY M. OURTIN, OF

SAME PLACE.

AUTOMATIC CAR-COUPLING.

SPECIFICATION forming part of Letters Patent N o. 61 5,742, dated December 13, 18.98.

Application filed March 5, 1898.

To @ZZ whom t may concern:

Be it known thatI, MosEs M. PETTEs, a citizen of the United States, residing at Houston, in the county of Harris and State of Texas, have invented new and useful Improvements in Automatic Oar-Couplings, of which the following is a specification.

r1`his invention relates to automatic carcouplings, and has for its objects to provide an improved pivotally-mounted draw-hook with gravity mechanism for holding said hook in the central line of draft; also, to provide a construction of draw-head and yielding hook that will readily effect an automatic engagement with an ordinary knuckle-joint coupler; also, to provide the-yielding draw-hook with attachments that are immediately available for coupling with the link-and-pin connections of an ordinary draw-head, and, further, to improve the construction of the draw-head and coupling devices in particulars that will maintain an effective automatic coupling regardless of inequalities in the track or changes of position due to the turning of curves or t0 differences in the height of draw-heads and to permit uncoupling from either side and from the top of a car without difficulty or danger. My invention consists in features of construction and novel combinations of parts in a car-coupling and draw-head, as hereinafter more particularly described and claimed.

In the annexed drawings, illustrating the invention, Figure 1 is a partly-sectional plan of one of the draw-heads and draw-hooks of my improved automatic coupler. Fig. 2 is a vertical centrally-longitudinal section of the same. Fig. 3 is a front elevation of the drawhead and draw-hook. Fig. 4 is a perspective of one of the draw-hooks. Fig. 5 is a perspective of an attachment for use in coupling with a link. Fig. 6 is a view of a rear gravity-block, and Fig. 7 is a view of a forward gravity-block, these blocks being placed in the draw-bar at the rear of the draw-hook and arranged to act thereon so as to hold it in the central line of draft. Fig. 8 is a plan of the draw-head and draw-hook, showing the manner of engaging with a knuckle-joint coupler. Fig. 9 is a plan of the draw-head Serial No. 672,705. (No model) and draw-hook attachment engaged with the ordinary open link of a pin-and-link coupler. Fig. 10 is a perspective of a pin with guardarms for holding the link coupling devices in the central line of draft.

rThe reference-numeral l designates a drawhead that is to be mounted in such manner as to have the usual longitudinal movement beneath the car. One side of each draw-head l'is extended forward beyond the other side to constitute abumper 2, Figs. 1, 2, and 3, the inner face of which is recessed continuously with the interior of the main portion of the draw-head to form a housing 3 for a draw-hook 4, the inner end of which is pivotally attached to the draw-head in the central line of draft. p

At its inner or pivotal end the draw-hook 4 is bifurcated and formed with an upper eye 5 and lower eye 6, as shown in Figs. 2 and 4. These eyes 5 and 6 are constructed to engage a vertically-arranged shaft 7, that is jour naled in bearings 8, formed in the top and bottom of the draw-head. The side walls of the vertical perforations through the eyes 5 and 6 are flattened to correspond with and Iit closely against similar flattened surfaces 9 on opposite sides of the hook-shaft 7 to afford proper bearings for enabling the said shaft to exert the required` leverage for swinging the draw-hook 4 out of the line of draft inthe act of uncoupling. The rear wall of each hookeye or perforation is curved horizontally on the segment of a circle, as shown in- Figs. 1 and 4, and the front walls of the two perforations or eyes are reverselyinclined in a vertical direction to form a convexity composed of two inclined planes 10, as shown in Fig. 2. The rear side of the engaging portion of the vertical hook-shaft 7 is convexed at 11, Fig. 2, in vertical and lateral directions, and its front side 12 is flattened.

Between the eyes 5 and 6 of the hook 4 there is loosely received an eye 13 on one end of a link-coupling attachment 14, the other end of which is provided with an upper eye 15 and lower eye 16, as shown in Figs. 3 and 5. The perforations of the

eyes

13,15, and 16 are circular, or preferably so, and when the attache y eiamf nient 14 is not in use it is swung back into horizontal slots 17 and 1S, formed in a rear portion of the drawhead in line with the hook-shaft 7, as shown in Figs. 1 and 3. This swinging link-couplingattachment 14 may be formed on its upper side with a knuckle or shoulder 19, conforming with the contour of the upper hook-eye 5 and permitting the eyes 15 and 1G to be spaced apart sufficiently to receive the link of an ordinary coupling. On its under side the swinging link-coupling attachment 14 may have a clearance 2O to permit the attachment being swung back easily into the housing-slots 17 and 1S when the use of the said attachment is not required.

It will be observed that the flattened front side 12 of the hook-shaft 7 is opposite the convexity or reversely-inclined planes 10 of the hook-eyes 5 and (i and that the convexed rear side 1l of said shaft is opposite the verticallystraight but horizontally-curved rear walls of the eyes 5, 13, and (l, through which the said shaft is passed. This construction of the shaft 7 and hook-eyes 5 and G permits the draw-hook 4 to have a vertically-swinging movement or play upon its shaft 7 in such manner as to impart great flexibility to the engagement of two opposing draw-hooks and allows them to rise and fall and glide easily along each other in vertical directions to compensate for irregularities of the track and avoid wear and strain. This operation is in no way obstructed by the link-coupling attachment 14, as the connections of the several parts are such as to provide all necessary iiexibility.

In the draw-bar or rearward-extended portion 21 of the draw-head there are arranged two gravity-

blocks

22 and 23, Figs. 1, 2, G, and 7, that are adapted and arranged to act on the draw-hook 4 in such manner as to keep it in the central line of draft. The rear gravity-block 22 has its rear end beveled off to a somewhat rounded surface 24 at its lower rear corner, which is in bearing contact with the front of a ledge or bearing 25 in the lower rear part of the draw-bar. The front of this rear gravity-block 22 is beveled off to a projecting upper front corner 2G, that is in contact with the backward-projecting upper rear corner 27 of the beveled-off rear end of the forward gravity-block 23, Figs. 2 and 7. The front end of the forward gravity-block 23 has a downwardly and forwardly inclined surface 28, the lower portion of which is concavely bifurcated to form arms 29, that embrace the rear portion of the lower hook-eye 6 and abut against lateral lugs 30 thereon. By the weight of the gravity-

blocks

22 and 23, pressing the arms 29 against the lugs 30, the laterallyswinging draw-hook 4 is held in the central line of draft in readiness for coupling, and also thus assists in maintaining engagement of two coupled together draw-hooks of opposing draw-heads. Then the hook-shaft 7 is turned or partly rotated in the proper direction to effect uncoupling, the swinging movement of the draw-hook 4 lcauses one of its lugs 30 to press back against the arm 29 of that side, thereby moving the forward gravity-block 23 slightly rearward and tilting up its rear end, so as to correspondingly lift the forward end of the rear gravity-block 23, causing

said blocks

22 and 23 to assume the partly-raised position, (indicated by dotted lines in Fig. 2;) but as soon as the hook-shaft 7 is released the gravity-

blocks

22 and 23 drop back to normal position, thereby returning the draw-hook 4 to its required place in the central line of draft.

Although I have shown only one draw-hook 4, it will be understood that the draw-heads, draw-hooks, and gravity mechanism of all cars lequipped in this manner will be alike in all essential particulars. The engaging ends of the draw-hooks 4 are preferably beveled 0E somewhat sharply, substantially as shown, to facilitate engagement with each other when the cars are brought together for coupling.

Vhen in normal position in readiness for coupling, the laterally and vertically swinging draw-hooks 4 have their forward ends standing somewhat outside the housings 3 and in the central line of draft, being held in this position by the gravity mechanism already described. The draw-hooks do not, however, project in advance of the main abutments or bumpers 2, and therefore the said hooks are not subjected to any undue shock or strain in coupling. On being brought together in the coupling operation the two opposing draw-hooks 4 will each yield laterally against the bearing action of the gravityblocks 22 23, but will by the action of this gravity mechanism immediately resume a normal position in the central line of draft as soon as the coupling is automatically effected. Each draw-hook thus has a positive elastic action that will always hold it in proper position whether coupled or in readiness for coupling, and this elasticity will keep the hooks in close but flexible engagement whether on a straight line of road or in turning short curves.

The laterally and vertically swinging drawhooks 4 are preferably of considerable depth, as shown, in order to afford a wide range of vertical play one on the other. This construction, in connection with the flexible mounting of each draw-hook 4 on its shaft 7, assists in securing a proper coupling between cars of varying height and maintains a flexible and reliable engagement of the drawhooks notwithstanding inequalities of the road-bed and track. It will be observed, also,

that the draw-head is open at top and bottom and that the upper and lower walls of the hook-housings 3 are recessed at their inner edges along curved lines in such manner that the engaged draw-hooks of two adjacent cars may glide freely up and down upon one another without contact with either the top or the bottom of the draw-heads and so as to have also the required freedom of lateral IOO IIO

movement or swing in turning curves. Each draw-head is provided with an inner or rear bumper-abutment 31, that receives the impact of the forward bumper 2 on the fellow draw-head when the cars come together, and thus the strain or shock will not be expended on the draw-hooks or their shafts.

It is one of the purposes of my invention to arrange for an easy, ready, and effective engagement of the draw-hook 4 with an ordinary knuckle-joint coupler 32, as shown in Fig. 8. To facilitate this use of the draw-hook 4, it is constructed on lines of suitable curvature, and the draw-head 1 is provided with a horn 33, springing from the inner bumper 31 in position to assist the kn tickle-joint coupler in maintaining engagement with the drawhook coupler. This adaptability of effective operation conjointly with a knucklejoint coupler such as now largely in use is one of the important and valuable features of my invention.

As shown in Figs. 9 and 10, I may also readily connect with the ordinary pin-and-link coupling should occasion so require. For this purpose it is only necessary to swing forward the link-coupler attachment 14, as shown in Fig. 9, the hook 4 being thus pushed back toward or into its housing in an inoperative position. A link 34, Fig. 9, is now introduced between the

eyes

15 and 16 of the attachment 14, and a pin 35, Fig. 10, is inserted through the said link and eyes. Thispin has a laterally-projecting arm 36, that is adapted to brace against the horn 33 of the couplinghead 1 to keep the attachment 14 and link 34 in the central line of draft. The arm 36 has a depending lug 37 to assist in holding the link 34 straight and yet permit sufficient lateral swing in turning curves. By means of the link-coupling attachment 14 the link 34 is held in a substantially horizontal posi tion that readily permits its entrance into or engagement with any ordinary draw-head adapted for link-and-pin coupling.

The several coupling devices are strong and durable in all their parts. They are not liable to become disarranged or inoperative, and the draft is constantly maintained in a line with the central longitudinal axis of the draw-head and with every requirement of flexibility to accord with inequalities of the track as freely as by the use of an ordinary pin-and-link coupling.

At its upper end the hook-shaft 7 is extended above the draw-head and is suitably formed for attachment of a crank-arm that may be operated through any well-known or appropriate mechanism for effecting an uncoupling of the draw-hooks or a draw-hook and knucklejoint from either side or from the top of a car without incurring the usual dangers incident to going between the cars.

It will be observed by referenceto Figs. 1 and 2 that the gravity-

blocks

22 and 23 are normally in contact with the bottom of the draw-head recess throughout the whole length of their straight lower sides. The rear end of one block has va firm bearing against the ledge 25, and the forward portion of the other block receives the thrust of the lugs 30 on the pivotal portion of the laterally-Swingin g drawhook, while the abutting ends of said blocks are beveled in sucli manner as to engage each other with a toggle action in maintaining the draw-hook normally in the central line of draft. These

blocks

22 and 23 operate wholly by gravity and have no pivot-pins or axles that would be so liable to breakage, and there are no parts in which the gravity-blocks can be subjected to injurious strain.

W'hat I claim as my invention is 1. In an automatic car-coupling, the combination with a draw-head, and a laterallyswinging draw hook, of abutting gravityblocks located in rear of the pivotal portion of the draw-hook and having a bearing against the draw-head and against the lpivotal portion of the draw-hook, to normally maintain said hook yieldingly in the central line of draft, substantially as described.

2. In an automatic car-coupling, the combination with a draw-head, and a laterallyswinging draw-hook having its pivotal portion provided with lateral lugs or projections, of gravity mechanism located in rear of the draw-hook and having a bearing against the draw-head and against said lugs, to normally maintain the draw-hook yieldingly in the central line of draft, substantially as described.

3. In an automatic car-coupling, the combination with a draw-head, of a laterallyswinging draw-hook having its pivotal portion provided on opposite sides with laterallyprojecting lugs, and gravity mechanism located in rear ot' said lugs to bear thereon and normally maintain the draw-hook in the central line of draft, substantially as described.

4. In an automatic car-coupling, the combination with a draw-head, of a verticallythickened draw-hook having its pivotal p0rtion provided with lateral lugs, and gravityblocks having beveled abutting ends and lo- 'cated in rear of the draw-hook, one of said blocks being provided with arms to bear against the said hook-lugs and normally maintain the hook in the central line of draft, substantially as' described.

5. In an automatic car-coupling, the combination with a draw-head, of a laterally-swinging draw-hook having its pivotal portion bifurcated and provided with an upper eye and a lower eye, a link-coupling attachment provided with upper and lower eyes and with an eye to enter between the eyes of the hook, a vertical shaft on which the said hook and link coupling attachment are mounted, a coupling-link, and a pin adapted to engage in said link and in the upper and lower eyes of the link-coupling attachment, substantially as described.

6. In an automatic car-coupling, the combination with a draw-head, of a laterally-swinging draw-hook having a bifurcated pivotal IOO IIO

portion forming anupper eye and a lower eye, a vertical shaft for said hook, a laterallyswinging link-coupling attachment loosely mounted on said shaft'between the eyes of the hook and having its free end provided with an upper eye and a lower eye, a con pling-link, and a pin adapted to engage in said link and in the upper and lower eyes of the link-coupling attachmentI and having an arm to engage a portion of the draw-head and maintain the link in the central line of draft, substantially as described.

7. In an automatic car-coupling, the combination with a draw-head having on one side a forward-extended bumper and on the other side a horn, of a vertically-thickened drawhook adapted to be housed in said bumper and having a bifurcated pivotal portion forming an upper eye and a lower eye, a vertical shaft for said hook, a laterally-swinging link coupling attachment loosely mounted on said shaft between the hook-eyes and having its free end formed with au upper eye and a lower eye, a coupling-link, and a pin adapted to engage in said link and in the said upper and lower eyes of the linlecoupling attachment and provided with an arm to engage the draw-head horn and a lug depending from said arm adjacent to the link so as to hold it in the central line of draft, substantially as described.

8. In an automatic car-coupling, the combi nation with a draw-head, and a laterallyswinging drawhook, of a laterally-swinging link-coupling attachment, a vertical shaft journaled in the central line of draft and on p which the said hook and said link-coupling attachment are mounted, and means for securing the link-coupling attachment in the central line of draft, substantiall y as described.

9. In an automatic car-coupling, the combination with a draw-head provided on one side with a forward-extended main bumper and on the other side with a rear bumper and a forward-extended horn, of a draw-hook having a curvature to adapt it for engagement with a similar hook or with a knuckle-joint coupler, a laterally-swinging link-coupling attachment provided with means for holding it in the central line of draft, a vertical shaft on which said hook and said link-coupling at tachment are mounted, and gravity mechanism to bear against the draw-head and against the pivotal portion of the hook for normally maintaining said hook in the central line of draft, substantially as described.

In testimony whereof I have hereunto set my hand in presence of two subscribing witnesses.

MOSES M. PETTES. lVitnesses:

HOWARD M. Nomns, F. B. KnnFnI-i.