US717525A - Safety car-coupling. - Google Patents

Description

PATENTED JAN. 6, 1903.

s. D. BARNETT. SAFETY GAR COUPLING.

APPLIOATION FILED APR. 14, 1902 4 SHEETS-SHEET 1.

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S. I). BARNETT. SAFETY GAR COUPLING.

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APPLICATION FILED APR. 14, 1902.

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APPLICATION FILED APR. 14, 1902.

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s. D. BARNETT.

SAFETY GAR COUPLING.

APPLIOATION FILED A-PR. 14, 1902.

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STEPHEN D. BARNETT, OF NEWARK, NEW JERSEY, ASSIGNOR TO BARNETT EQUIPMENT COMPANY OF AMERICA, OF NEWARK, NEYV JERSEY, A COR- PORATION OF NEW JERSEY.

SAFETY QCAR-COUPLING.

SPECIFICATION forming part of Letters Patent No. 717,52 5, dated January 6, 1903.

Application filed April 14. 1902. Serial No. 102,692. (No model-) chains for connecting the cars in addition to the regular coupling devices, these chains being employed only as a precautionary measure to prevent disconnection of the cars or parts of a train in the event of the breakage or accidental uncoupling of the regular or working coupler devices, and therefore being of such length as to normally hang in a slack or inactive condition between the connected cars. In coupling two cars together the construction of the regular couplers carried thereby is such that the coupling will be effected automatically when the cars are brought together; but in order to effect the further coupling of the cars by the chains it is necessary that the trainman go between the cars for such purpose, the chains being usually carried by one car and being adapted to be detachably placed in connection with a hook or eye carried on the opposite car. This manualoperation of coupling the chains, however, is objectionable both on account of the delay and trouble caused in effecting the same and also on account of the danger incurred by the trainmen in going between the cars. To avoid the objectionable features referred to incident to the use of the usual safetychains and provide a substitute device that will be simple in construction and automatic in operation has been the object of my invention. I

To this end my invention consists in the combination, with the main or working couplers, of auxiliary coupler devices so constructed and arranged as to automatically assume a coupled position simultaneously with the coupling of the main couplers when the cars are brought together and having provision for a longitudinal or endwise movement relative to each other considerably in excess of that between the main couplers, whereby they will normally be held by the latter inactive or in a position of longitudinal non-engagement, so as to allow for the change in position of the adjacent ends of the cars when passing on curves and also to insure such auxiliary couplers remaining inactive except at such-times as they are required for use-that is, when the main couplers break or become otherwise accidentally uncoupled.

The invention also comprises means for uncoupling the auxiliary coupler devices simultaneously with the releasing or uncoupling of the main couplers, a desirable means for effecting such operation comprising mechanical connections between the auxiliary couplers and the usual uncoupling-lever for the main coupler, whereby a single operation of such lever will effect the uncoupling of both the main and auxiliary couplers.

The features of the invention referred to 7c and also others not hereinbefore referred to are illustrated in the accompanying drawings and will be hereinafter more particularly described.

In the drawings, Figure 1 is an end elevation of a portion of a car provided with ainain coupler of ordinary construction and with an auxiliary coupler embodying one form of my invention. Fig. 2 is a plan view of the ends of two cars,'showing the auxiliary couplers in coupling position. Fig. 3 is an enlarged detail view of one of the auxiliary coupler devices detached from its position on the car and a portion of a second couplerin coupling position relative thereto, such second coupler being partly in section. Fig. Me an end View of the construction shown in Fig. 3 looking toward the right, with the broken portion of the engaging couplerin section through a line where it extends through an opening in the complete coupler. Fig. 5 is an end elevation of a portion of a car, illustrating a different form or embodiment of my invention. Fig. 6 is a side view of a portion of the ends of two cars provided with the form of coupler construction shown in Fig. 5, the cars being partly in section. Fig. 7 is an end elevation of a portion of a car provided with another or third form of coupler construction embodying my invention. Fig. 8 is a plan view of the ends of two cars provided with the particular form of coupler construction illustrated in Fig. 7 and showing the main and auxiliary couplers in operative or coupling position. Figs. 9, 10, and 11 are detail views illustrating dififerent positions assumed by the auxiliary coupler devices shown in Figs. 7 and 8 during the operation of coupling and uncoupling. Fig. 12 is a perspective view of a portion of the end of a car, illustrating still another form of my invention. Fig. 13 is an enlarged detail view of two safety or auxiliary couplers of the kind shown in Fig. 12 in operative or coupled position, the drawheads being in vertical longitudinal section.

- Fig. 14 is a top view of the couplers shown in Fig. 13 with the draw-head of one in horizontal section.

To explain in detail and referring more particularly to Figs. 1 to 4, inclusive, 2 indicates a portion of the end of an ordinary car,

which, as herein shown, is provided with a spring buffer-plate 3, a coupler 4 of the vertical-plane type, and an uncoupling-lever 5, the latter having an operative connection with the pin or lock-releasing device 6 of the coupler through the medium of a chain 7. These parts are of usual and well-known construction and operation. The auxiliary or safety couplers as shown in this case comprise two coupler members 8 8 for attachment to separate cars,each consisting of a bar 9, which is supported to slide in brackets 10 10 on the under side of the sill or other framework of the car and provided at or adjacent to its opposite ends with two forwardly-projecting arms ll 11, one of which is provided with a hook 12 and the other with a slot or opening 13, the two members being so arranged that the slot in one will receive the hook of the other. These coupler members are adapted to be movably held in a normal position, so as to automatically efiect coupling engagement with each other when the cars are brought together and thereafter maintain such engagement until released or disengaged, the means employed in this instance for securing such operation consisting of two springs 14 14, which are supported on the bar 9 of each member with one end bearing against the stationary brackets 10 and their opposite ends bearing against collars or flanges 15 15 on the bar 9. These springs yieldingly hold the coupler members in a position so that the tapering or rounded surface 16 of the hook on one member will engage with the end of the slotted arm of the other member when the cars are brought together and cause a lateral movement of the two members against the pressure of the springs 14 14, so as to permit the hook to move or slip past the end of the slotted arm and into a position opposite to the slot therein, into which it is entered by the return of the coupler members to their normal position under the action of the springs.

In order that the auxiliary or safety couplers may remain inactive or in a position of longitudinalnon-engagement during the time the main or working couplers maintain their normal coupled position, as shown in Fig.8, the slots 13 in the coupler members are made sufficiently elongated, as most clearly shown in Figs. 3 and 4, so as to permit of an endwise play or movement of the hooks therein considerably in excess of the play provided between the main couplers. Such excess endwise play between the auxiliary couplers over the main couplers is also necessary in order to allow for the change in position of the adjacent ends of the cars when passing on curves.

The auxiliary couplers may be uncoupled in any suitable manner or by any suitable means, the same being preferably connected with the uncoupling-lever 5 for the main couplers through the medium of a chain or other flexible connection 16, as such connection insures the uncoupling or disengagement of both the main and auxiliary couplers simultaneously and at one operation. For instance, a movement of the lever 5 in the proper direction will operate the lock-releasing device 6 of the main coupler so as to effect the release and permit opening of the coupler-knuckle and at the same time will also cause a lateral movement of the connected auxiliary coupler member away from engagement with its cooperating coupler member. After being uncoupled the auxiliary coupler members will be returned under the action of the springs 14 to their normal position for coupling engagement simply by releasing the uncoupling-lever.

Referring to Figs. 5 and 6, I have shown another form of the invention. In this instance the slotted and hook arms comprising each auxiliary coupler member, as before described, are formed in separate parts, the hook-arm 17 being carried by a r0ck bar 18, mounted in brackets 19 19 on the under side of the car at one side of the main coupler 4, and the slotted arm 20 being carried by a short rock-bar 21, mounted in a bracket 22 on the under side of the car at the opposite side of the main coupler, both of said arms being movably supported in a normal raised or forwardly-projecting position by bracketarms 23, against which they rest, as shown. The coupler-arms as thus supported have a vertical or up-and-down movement at their free ends, so that when the cars are brought together for coupling the end of the hook-arm will engage with the end of the opposite slotted arm and be raised upward thereby until it reaches a position over the slot, into which latter it will then drop, and thus automatically effect coupling engagement of the two arms. In order to provide for any variation in height of the two cars to be coupled, I have formed the end of the hook-arm with an extension 24 on that side above its book 25, so as to form an increased length of engaging surface for contact with the slotted arm when the cars come together, such increased length insuring the proper engagement of the parts even though a considerable variation does exist between the height of the two cars. As a means for effecting the uncoupling of the auxiliary coupler members in this form of the invention the rock-bar 18, which carries the hook-arm, is provided with a crank-arm 18" at its outer end, and the uncoupling-lever is provided with an arm or extension 5' at its lower end for engagement with said crankarm, as clearly shown in Fig. 5, so that when the uncoupling-lever is operated to effect the release of the main couplers it will at the same time cause a rocking movement of the rock-bar and raise its book end from coupling engagementwith the cooperating coupler members.

Referring to Figs? to 11, inclusive, in which I have illustrated a further embodiment of my invention, the slotted and hook coupler members (indicated at 30 and 31, respectively,) are in the form of bell-crank levers, which are pivotally supported at, or adjacent to their point of angle in connection with supporting-brackets 32 32 on the under side of the car. These levers are operatively connected by an intermediate lever 33, which is centrally pivoted at 34 in connection with the car and is arranged with its opposite ends extending loosely through slots 35 in the inner or vertical arms 36 of said bell-crank levers. 'lwo springs 37 37, which are connected at one end with stationary brackets or supports 38 38 at the under side of the car and at their opposite or inner ends with an arm 39 of the lever 33, operate to yieldingly hold the latter in a normal position, with the connected coupler members in position for coupling engagement, as shown in Fig. 8. In the operation of the couplers as thus constructed and arranged when the cars are brought together the tapering end 40 of the hook members will engage with the opposing end of the slotted members and ride upward thereover, asindicated in Fig. 9, and then move downward into coupling position in the slot therein, as shown in Fig. 10, the springs 37 37 operating to yield while the ends of the coupler members are moving past each other and subsequently operating to again return the same into coupling position when the end of the hook members reach a position over the slot of the other member. In order toeffect the release or disengagement of these auxiliary coupler members simultaneously with that of the main couplers, the arm 39 of the lever 33 is connected with the chain '7 through the medium of a chain or other flexible connection 41, whereby movement of the lever 5 to effect the disengagement of the main couplers will also operate to swing the lever 33 on its pivot, and thereby rock the connecting bell-crank couplermembers so as to raise the hook-arm and lower the slotted arm, as indicated in Fig. 11, and effect disconnection of the same.

Referring now to Figs. 12 to 14, inclusive, [have shown the auxiliary coupler so constructed and arranged as to be capable of location and operation at a point beneath the main coupler instead of at the side thereof, as in the other views. In this instance the auxiliary coupler comprises a draw-bar 50, which is shown as being supported adjacent to its head 51 in a bracket 52, extending below the under side of the main coupler. The particular means employed for supporting this coupler is immaterial, however, as the same would vary more or less according to the character and construction of the different cars to whichthe couplers might be applied. Within the said draw-head 51 of the draw-bar is located a transversely-arranged rock-bar 53,which isjournaled atits ends 54 54 in the opposite sides of the draw-head, as most clearly shown in Fig. 14, and provided with an arm 55, projecting outwardly bcyondthe drawhead, the end of which is formed with a book 56. At a point behind the said rock-bar 53 the draw-head 51 is also provided with a raised transversely-arranged rib or projection 57. The coupling of two auxiliary couplers constructed and arranged as thus described is effected as follows: ,When two cars are brought together, the front end of the hook-arm 55 on each coupler will enter the draw-head of the opposite coupler and coming into contact with the front tapering'side of the rib 57 therein will ride upward thereover and then drop by gravity into locking position behind the same. When the coupling of these auxiliary couplers is thus efiected, they are held by the actiontof the main couplers with the hook 56 of the arms 55 in a normal position away from engagement with the ribs 57, as shown in Fig. 13, the distance between said rib and the rear of the coupling-head being sufficient to permit of the necessaryfree endwise play or movement of the hooks, whereby the auxiliary couplers will be normally inactive for the reasons hereinbefore set forth. In order to effect the uncoupling of the auxiliary couplers simultaneously with that of the main couplers, as in the constructions previously described herein, a chain or other flexible connection 58 is connected at one end with the lever 5 and passing through an eyepiece 59 on the upperfront side of the coupler-head 51 connects at its opposite endwith the hook-arm 55, as shown. Movement of the lever in a direction to release the knuckle of the main coupler will cause the hook-arm to be raised above and out of locking position relative to the rib 57, as indicated by dotted lines in Fig. 13.

In order that the operation of one uncoupling-lever may effect the raising of both hookarms from looking position relative to the cooperating'ribs of the opposite couplers, I

provide the rock-bar 53 in each draw-head with a cam surface or projection 60, which extends in a substantially horizontal position beneath the hook-arm of the opposite coupler during coupling position of the same, as shown in Figs. 13 and 14. When one of the hook-arms is raised, however, by the uncoupling-lever 5, such operation causes the said cam to engage with the under side of the hook-arm extending thereover and raise the same to an uncoupled position, as indicated by dotted lines in Fig. 13.

As a means to prevent the main couplers from dropping upon the track in the event of breakage or other accident to the same I have provided the draw-head of each of the auxiliary couplers with two outwardly and upwardly projecting arms 61 (51, which would serve, in combination with the upper surface of the coupler-head, to form a cradle to receive and hold the main coupler in the event of breakage or other accident to the same, as referred to.

Having thus set forth myinvention, whatI claim, and desire to secure by Letters Patent, 1s-

1. The combination, with a pair of main or working car-couplers, of a pair of automatically-coupling auxiliary or safety couplers, the latter being normally inactive during working or coupling engagement of the main couplers.

2. The combination, with a pair of main or working car-couplers, of a pair of automatically-coupling auxiliary or safety couplers, the

latter having a greater amount of endwise movement or play relative to each other than that between the main couplers.

3. The combination, with a pair of main or working car-couplers, of a pair of automatically-coupling auxiliary or safety couplers, the latter being normally held by the main couplers inactive or in a position of non-working engagement.

4. The combination, with a pair of main or working car-couplers, of a pair of automatically-coupling auxiliary or safety couplers, and

means for effecting the uncoupling of the main couplers and auxiliary or safety couplers in unison.

5. The combination, with a pair of main or working car-couplers, of a pair of auxiliary or safety couplers, and means, including an operating-lever, for eflfecting the uncoupling of the main couplers and the auxiliary or safety couplers in unison.

6. The combination, with a pair of main or working car-con plers, of a pair of safety-couplers, means for effecting the automatic coupling of the safety-couplers, and means, including an operating-lever, for effecting the uncoupling of the main couplers and the auxiliary or safety couplers in unison.

7. The combination, with a pair of main or working car-couplers, of a pair of auxiliary or safety couplers, the latter being normally inactive during working or coupling engagement of the main couplers, and means, including an operating-lever, for effecting the uncoupling of the said auxiliary or safety couplers.

8. The combination, with a pair of main or working car-couplers, of a pair of auxiliary or safety cou plers,the latter comprising a hook member and a slotted member, one of which is movable and arranged to effect automatic coupling with the other when the cars are brought together.

9. The combination, with a pair of main or working car-couplers, of a pair of auxiliary orsafety couplers,the latter comprising ahook member and a slotted member, one of which is movable and arranged to effect automatic coupling with the other when the cars are brought together, and means for uncoupling said members.

10. The combination, with a pair of main or working car-couplers, of a pair of automatically-coupling auxiliary or safety couplers, the latter comprising a hook member and a slotted member.

11. The combination, with a pair of main or working car-couplers, of a pair of automatically-coupling auxiliary or safety couplers arranged at each side of the main couplers, the same being normally inactive during the working or coupling engagement of the main couplers.

12. The combination, with a pair of main or working car-couplers, of a pair of automatically-coupling auxiliary or safety couplers arranged at each side of the main couplers, the same being normally inactive during the working or coupling engagement of the main couplers, and means for effecting the uncoupling ol' the main couplers and both pair of the auxiliary couplers at one operation. I

In testimony whereof I have signed my name to this specification, in the presence of two subscribing witnesses, this &th day of February, 1902.

STEPHEN D. BARNETT.

Witnesses:

CHAS. F. DANE, M. L. FORREST.

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