US716772A - Automatic buffer-coupling. - Google Patents

Description

un. 716,772. Patemed nec. 23,1902.

A. D. SMITH. Y

AUTOMATIC BUFFER COUPLING.

{Application filed July 18. 1EO2J 3 Sheets-Sheet L (No Model.)

bmw

mi.' 7|s,772. Patented uw. 23,1902.

A. D. SMITH.

AUTOMATIC BUFFER GUUPLING.

(Application led July 18., 1902.) (No Model.) 3 Sheets--Sheet i?` :FQ S if! ff 1@ N L J d :JV i

. r A wfmfssfs. /NvfA/w?. t

owMa/znza m( By we Nonms rum: co. Hammam waswmm'un, u. c,

No. 7I6,772.` Patnted Dee. 23,71902.

A. D. SMH'H.

AUTOMATIC-'BUFFER GUUPLING.

{Appliation led July 18, 1902.)

3 Sheets-Sheet 3.

(No Medef.)

bn/QTNESSIFS. Q w?- zu: wams swiss ou wonxumn msnwm'm u cA UNITE Sterns i vAL'LTSONIDALlEYMPLE SMITH,

AUTCllllfliTlC BUFFER-COUPLING.

0F EDINBURGH, SCOTLAND.

SPECIFICATON forming part of Letters Patent No. 716,772, dated December 23, 1902.

Application filed July 18,I 190g. Serial No. 116,107. (No model.)

To all whom t nfl/tty concern:

Be it known that I, ALLIsoN DALRYMPLE SMITH, a subjectof the King of Great Britain, residing at Edinburgh, Scotland, have invented a certain new and useful Improvement in Connection with Automatic Ender-Couplers,

of which the following isa specification.

This invention relates to improvements in automatic central buffer-couplers for railway and other rolling-stock.

The buffer-coupler according to this invention consists,substan tially,of a divided louder head somewhat similar to the Norwegian central buffer-coupler-i. e.,ofa louder-head comprising two vertical and nearly parallel side walls, forming in plan a forked extension cf the cnterend of the draw-bar, these side wallsj being outwardly fianged to form similar vertical bnfing surfaces extending to an approximately equal extent above and below the horizontal plane of the central line of the draw-gear, so that the bnii'ing-snrfaces as a whole are symmetrical in relation to the center line,and thus secure a direct buiiingthrnst along the center line of the draw-gear. The side walls are further utilized, as in the Norwegian buffer-coupler, to formk by their inner edges guides for an incoming coupler when the two are not in alinement, as is the casein coupling on curves, and the `space between the side walls or guiding-surfaces may be increased or diminished, according as the coupler is required to operate on curves of a lesser or greater radius. The side walls are connected across at their lower edges by a web which carries an npstanding draw hook or horn placed centrally between the side walls, over which a link or shackle may readily engage. The link normally engages with the hook on the center line, so that a straight pull is obtained, and the front face of the hook or horn is prolonged downward at a suitable angle, so as toform an inclined plane of length dependent on the maximum difference of level at which two buffer-couplers are required to engage-as, for example,in the coupling of a loaded with an unloaded Vehicle.

The coupler consists of a link orshackle, preferably'of a shackle, of thensual form, but having its outer end or point rounded to a point in plan and brought .to an edge in 'section or otherwise shaped, so as to allow the ready passage of either link over the other without risk of fouling and may be made with or without a bridging or distaneing piece or stud between its members near the butt-end. This shackle isattached to the bilder-head by a shaekle-pin passing through the eyes of the shackle and through one or more (preferably three) bearings in the rear of the hook and in or about the horizontal plane of the center line. 'W here three bearin gs are employed,the two outer or lateral bearings consist of transverse openings of suitable form made in the side walls, while the central bearing is a similar opening made in a boss formed on the end of the buffer-plunger in the rear of the hook or horn. The shackle' prior to engagement is supported in an approximately horizontal position by supporting-surfaces, whichinay be curved in vertical section and which form part of the transverse web above mentioned on either side of the hook or horn.

In order that lhe bulencoupler shall be capable of engaging with a link of one of the existing coupling-chains, asis necessary while existing rolling-stock is being converted, these supporting-surfaces have extensions curved downward on either side of the hook or horn, produced by the web being cut away sufficiently to permit an ordinary link to lie engaged securely over the hook or horn. This curving of the supporting-surfaces or cutting away of the web may be carried out to any desired extent, provided 'sufficient material is left to support the hook and the side walls near the landing-surfaces.

The buffer-couplers are all similar and are normally kept before engagement with their shackles down-fi. e., in the approximately horizontal position.

Reference is made to the accompanying drawings, in which- Figure l is a side elevation, partly in section, of two buffer-heads and connected parts before engagement. same; Fig. 3, a corresponding View to Fig. l after coupling; Fig. 4, a plan view of same, and Fig. 5 a perspective view of a modied form of shackle and pivot pin.

When two buffer-cou piers meet,the point of the lower of the two links or shackles l passes under that of the upper shackle, and entering between the hurling-surfaces 2 strikes the Fig. 2 isa plan View of` IOO face of the inclined plane 3, up which it mounts, at the same time lifting theoverlying shackle, whose members assist in guiding the point of the under shackle to the summit of the incline, where it falls into engagement in the hollow of the hook 7. In coupling on a curve the point of the shackle enters between the incline 3 and one of the side walls 4 and is guided upward by their combined operation. In order to assist this action, the guiding portions of the side walls may be protruded inwardly, so that the incoming shackle is forced inward as well as upward. The under shackle having fallen into engagement over the hook or horn 3, the overlying shackle rests upon its shoulders or point, and where a bridge-piece is employed it may rest on that also, and in any event it holds the under shackle against disengagement by jolting orothercause. Theoverlying shackleshould be prevented from falling into engagement with the opposite hook or horn, for if it engaged it would take the whole of the strain, which would thus be thrown upon the weakest part of the hook or horn. To provide for this, the dimensions of the shackle-points 5 and of the inner portion of the side members G, which rest thereon, respectively, are so proportioned that the point of an overlying shackle will clear the point of the opposing hook or horn under all conditions, as clearly seen in Fig. 3, or the bridging or distancing piece 29 may be so proportioned that the overlying shackle rests upon it, and is thus kept from falling below the level of the point of the hook or horn. In either case it is of advantage that the overlying shackle 1 shall be as nearly horizontal as possible compatible with its not engaging, so as to reduce to a minimum the tendency to throw up when its buer-head receives a sudden forward acceleration, and it is advisable to shape or cut away the inner and lower surfaces of the shackle members where they would, if overlying, rest on the point of the under shackle.

In order to secure couplingat the maximum difference of level between two carriages, it is necessary that the links l shall project beyond the plane of the buffer-faces 2 to a greater extent than would be necessary to couple on the level. This extra length of shackle causes a slack between the bufingsurfaces 2 proportionate to lthe diierence of level provided for and necessitates the corresponding enlargement 0f the space 7 behind the hook or horn 3, where the engaged shackle rests, so that when the slack is taken up the engaged shackle is enabled to slide along this space. The length of the space 7 is made sufcient to allow horizontal travel' when the slack is taken up by the wagons being forced together, and also to prevent the shackle striking against the boss or riding up its surface.

In order to provide for the contingency of two shackle-points meeting on the same level, it is provided that as the shackles lie in position before engagement their points shall be above the plane of the pivots 8 of the two shackles. By this arrangement it is secured that if the points of two shackles strike they rise together by toggle action until on the meeting of the opposing buffer-surfaces 2, if not before, one or other falls into engagement over the hook or horn.

In order further to provide for the variations of level which occur in practice between contiguous buffers, it is important that the shackle shall when in action be capable of assu ming a position considerably lower at the point than the normal position prior to coupling. These requirements are satised by allowing to the pivoting end of the shackle vertical'play in slot 9 or its equivalent, as well as a pivotal movement, While restricting all longitudinal motion, and by so disposing the weight of the shackle and its extensions and connections and the position of the lateral supporting-surfaces 1l, on which the shackle rests when in its horizontal (unconpled) position, that the shackle rests normally with its point elevated above the center line of 8, being overbalanced by the superior weight of the pivoting end and its extensions and connections, as shown in Fig. l, but is capable of being depressed at the point and raised at the butt by rocking over the curve at the supporting-surface on its forward end, when the hook or horn with which it is engaged becomes lowered owing to inequalities of loading or other cause, the superior weight of the butt being in this case overcome by the weight of the overlying shackle, in addition to the downward pull of the lower hook or horn when the coupling is in actual tension. It will thus be seen that in this automatic buffer-coupling the link or shackle and its bearings and supports are arranged in such a way that while the inner end of link or shackle is held in its bearings against longitudinal motion it is yet normally supported with its outer point above the plane of its pivot by reason of the weight of the inner end and its connections. At the same time such point is capable of being readily depressed by the weight of the overlying shackle, owing to the fact that such depression is produced by the underlying link or shackle being made to rock on the curve of the supporting-surfaces toward its outer end. The form of attachment for the shackle provided to secure these conditions consists, preferably, of a shacklepin 12 of the usual form, supported in vertically or approximately vertically slotted holes 9 in the side walls or cheeks and in the (central) boss 14E of the buer-head.

In order that the rocking motion of the shackle shall be as free as possible, the bearing-faces of the slotted holes 9 should be inclined forward so as to approximate to the arc of a circle described from the rocking point. In this way all danger of buckling shackles, on the one hand, orl of lifting a shackle o the hook by the leverage of the IOO IIO

rest or support is obviated, while by giving to the shackle before coupling the fullest freedom of upward or downward motion the ready passage of one link over the other is secured.

As a further provision for securing that the striking point of the shackles shall fall above the plane of the pivots without unduly raising the shackle in its normal position the heads of the shackles maybe turned upward in addition to being shaped, as already described, so as to allow ready passage of either link over the other. The slotted holes may be further utilized for the purpose of securing the shackle-pin in its bearings without the -use of a split'cotter or other separate retaining device, and, further, for securing a keying action of the pin in either or both eyes of the shackle. This can be eiiected by utilizing a round shackle-pin and forming thereon a fixed key or keys 30 (see Fig. 5) of such section as will pass freely through the slotted holes 9 in one position and lock securely in the eyes of the shackle-as, for example, by forming the key and shackle eyes together ot' the same cross section as the slotted holes. It is then only necessary so to proportion the angle between the shackle and the keyway in its eyes that the shackle-pin is inserted With the shackle in a position which it cannot occupy when in ordinary use. The pin is thus secured from Working out. For example, the shackle may be put in in a vertical position, (which it never occupies except momentarily,) whereby it is securely locked in every other position. A cotter-pin or other retaining device may be used in addition, if desired.

To prevent accumulation of foreign matter, (such as snow, water, or dirt,) which might interfere with the free Working of the pins in the slotted holes, openings 15 are provided in the web of the buierheads between the cheeks and the boss and immediately below the shackle-eyes to act as outlets. These openings may also be conveniently utilized to allow the passage of extensions of the shackle to be used for uncoupling, as hereinafter described.

The raising of the shackles for nncoupling may be effected by prolonging and cranking the ends of the shackle-pins, or by forks, levers, or the like embracing the shackles or extensions of the shackles, or by any other device permitting of the telescopic movement of the buer-coupler relative to the headstock, Thus extensions 16 of the shackles at their pivoting ends may be passed through the outlet-holes 15 below the shackle-eyes and attached to forked connecting-rods 17, which embrace the ends of such extensions, the opposite end of each connecting-rod being also preferably forked, so as to embrace an arm 1S ou a counter-shaft 19, attached to the headstock 2O and having operating-handles 21 at either end, or Where the shackle-pin is keyed to its shackle it may be cranked and operated by a chain or flexible cord, or both combined, terminating in operating-handles on either side of the vehicle and passing over a double swinging pulley fixed in the end 0f the vehicle above the cranked end of the shackle-pin and either attached at its center .to the shackle-pin or passing over a pulley thereon, in which lai-ter case a double purchase is obtained. rlhe cord may be protected and retained in position by passing it through openings formed in the end stanchions of the vehicle. The ends of the cords maybe secured to the vehicle and the handles dispensed with, if necessary, so that the cord itself is pulled.

Where trucks are required to meet Without automatically coupling, some suitable device may be provided to retain the link in its vertical position-for example, a transverse rod carrying a bent arm or hook which retains the shackle when the rod is pushed longitudinally toward the shackle or a cranked rod operating similarlywhen the rod is turned.

In order to give greater strength to the buffer-head, projections 22 are formed at the rear end of the side walls or cheeks, so that in 'the event of the bilder-springs being driven home the blow against the draw-plate 23 is taken by these projections, thus reducing the risk of shearing the side walls 13 or cheeks at their junction with the draw-bar.

In order to facilitate the action ot' coupling on curves and to diminish the distance necessary between the guiding-surfaces, (and therefore the size of the coupler,) the wellknown expedient may be employed of allowing freedom of lateral movement to the buffer -head as a Whole, either by the usual method of allowing the draw-bar to move laterally in the draw-plate of the head-stock against the action of lateral controllingsprings or by giving to vthe draw-bara pivoting or swiveling motion in the draw-plate, as particularly described ina separate divisional application hereof filed the 4th day ot October, 1902;

To further facilitate coupling on extreme curves, the side members of each link or shackle may be shaped as indicated at 3l, Fig. 5, so as to enable them to take a more oblique position without fouling the side walls et of the buffer than would otherwise be possible, care of course being taken that the indentation or cut-away portion, as the case may be, will in no way prevent the point of the Aunderlying link or shackle from passing easily under the overlying one and being guided by it as it rises up the hook or horn 3.

In applying this invention to the existing side buffer-stock during the period of conversion to the central buffer-coupler arrangement it is necessary, or at least advisable,A

that the existing coupling-chains shall be securely connected with the hook or horn on the bilder-coupler by the operation of the IOO overlying shackle as the engaged link lies in the downwardly-curved channels 28, formed on either side of the hook.

As in practice the existing draw-hooks are of varying lengths it is desirable that provision should be made to prevent the shackle of the converted wagon which overlies the loose link from fouling an exceptionally long draw-hook `of an unconverted wagon. For this purpose there may be provided (for use during the period when stock is necessarily mixed during conversion) a hinged latch attached to one of the cheeks or side walls of the buffer-head immediately in the rear of the point of the hook or horn, which when not in use hangs freely outside and clear of the bufer-head, but when in use lies across the tops of both cheeks or side walls. The shackle being thrown down onto the latch secures it by its weight. The latch thus acts as a lock to secure the link of one of the existing coupling-chains from jumping off the hook or horn of the buffer-coupler, and also as a stop to prevent the shackle from falling into a position where it can be fouled by the opposing draw-hook.

Vhile stock is mixed-z'. e., partly of the old form and partly converted-it is necessary to retain the side buffers with the central buffer-coupler.

To prevent the central buffer from fouling the draw-hook of an unconverted wagon, it

is necessary to limit the range of the buffersprings.

Since itis desirable to avoid altering the unconverted Wagons prior to their conversion, allvthe blocking is preferably done on the vehicles to be fitted with the new buffer-coupler. The conditions requisite to effect this are that the compression of the side buffers of a vehicle so fitted shall not exceed the difference between the total clearance between the buffer-coupler and the longest existing draw-hook in use and the normal compression of buffers on the unconverted stock. This blocking may be effected by inserting a collar -spring of metal or rubber about the buffer-plunger between the buffer-head and the buffer-guides or by reducing the range of existing springs by blocking or lengthening out the guides or in any other convenient manner.

Vhat is claimed is- 1. In automatic buffer-couplings and in combination a buffer-head, a bearing-surface in the base thereof for the link or shackle, a slotted bearing in the rear thereof for the pivot, a link or shackle, and a pivot in said bearing connecting said link or shackle to the buffer-head, the parts being so proportioned that the point of the link or shackle is normally held above the plane of the pivot-point but is capable of being readily depressed by an overlying link or shackle when and after coupling substantially as and for the purposes set forth.

2. In automatic buffer-couplings and in combination a buffer-head, a bearing-surface in the base thereof for the link or shackle, a slotted bearing in the rear thereof for the pivot, a link or shackle lying on the bearingsurface and a pivot in said bearing connecting said link or shackle to the buffer-head, outwardly-flanged side walls to said bufferhead forming buffer-faces, inwardly-inclined side walls within said head adapted to form guides for an incoming link or shackle, a draw hook or horn centrally placed between said side walls the outer face of which forms an inclined plane extending below the center line of the draw-gear all substantially as and for the purposes set forth.

3. In automatic buffer-couplings and in combination a buffer-head, a bearing-surface in the base thereof for the link or shackle, a slotted bearing in the rear thereof for the pivot, a link or shackle lying on the bearingsurface and a pivot in said bearing connecting said link or shackle to the buffer-head, outwardly-hanged side walls to said bufferhead forming buffer-faces, inwardly-inclined side walls within said head adapted to form guides for an incoming link or shackle, a draw hook or horn centrally placed between said side walls the outer face of which forms an inclined plane extending below the center line of the draw-gear, a draw-bar in the rear of said hooker horn forming a central bearing for the link or shackle and its pivot, the space between the boss and the hook being such as to afford sufficient lroom for horizontal travel of the link or shackle all substantially as and for the purposes set forth.

4. In automatic bilder-couplers and in combination a buffer-head, inner walls to support the bufjng-faces and to guide an incoming link or shackle, a hook or horn between the bufng-faces, a link or shackle connected in the rear of the buffer-head and having its forward end formed as a wedge when looked at in plan and adapted to clear an opposing link or shackle, and to be guided by the inner walls of the buffer-head into engagement with the hook or horn of the opposing bufferhead substantially as described.

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

ALLISON DALRYMPLE SMITH.

Witnesses:

PHILIP M. JUSTICE, A. KNIGHT ORoAD.

TOO

Images