US985450A - Car-coupling. - Google Patents

Description

J, G. ROBINSON OAR COUPLING. APPLICATION FILED FEB.161910.

Patented Feb. 28, E911.

4 SHEETSSHEET 1.

J. G ROBINSON.

GAR GUUPLING,

APPLICATION FILED FEB.16,1910.

Patented Feb. .28 1911.

4 SHEETSSHEET 3.

H V 7 ive (we J. G. ROBINSON.

GAR COUPLING.

APPLIOA 0N FILED FEB.16,1910.

Patented Feb. 28, 1911.

4 SHEETS-SHBET 4.

l'nz/enfor Wifize s s s I -l couplers from the draft rig c ration may occur in a variety of ways.

FFICEQ JAY G. ROBINSON, OF CHICAGO, ILLINOIS.

CAR-COUPLING.

Specification of Letters Petcnt.

Patented heln'BS, i911.

. Application filed. February 16, 1910. Serial No. 544.290.

To all whom it may concern: Beit known that I, Jar G. ltonixsox, a citizen of the United States, residing at '(hi- "ago, in the county of Cook and State of -.5 Illinois, have invented certain new and useful Improvements in Car-Ctmpllers, of which the following is a specification.

' A frequent source of. danger in railroad operation arises from the'separation of the bility of the couplers atler. rel; separation to fall upon the track and can-e the'dera l ment of one section of the train. Such sepal he yoke may lie is'heare l, thus causing a sudden separation. The yoke itself may gradually give Way or the coupler head may be. broken from the shank.

-\..; 2O vbrokenrfromthe draft rigging yoke li v rea- .25 strikes the carry-iron or end sill.

:tl eadetaeh-ed coupling t-lie 'e'oacting coupling on the next car and 1: will "fall upon the track, thus frei'jurntly the track and leaving causing derailmentof the parted rear section of the train. ()r, the coupler head breaks from the shank, it will he pulled out 5 and fall to the track in the same manner, but

without restraint from the earrwiron or end Sill.

It is one of the objects of my invention to provide means for drawing out the looking 40 pin WlioilGYQ a coupler head is torn from the remainder of the draft: rigging and prior its complete separation from the car, thus reventing the coupling from falling;- upon it supported in the carry-iron or in the opemng'in the "end sill through which it: passes, or upon the operating, mechanism to which it is eonnctaed.

It is well understood to those familiar with theart that th locking pin of modern automatic couplers and the enacting parts of-thc couplers are so constructed that the locking pins may be ithdrawn in some instances bv a horizontal pull toward the ear,

and in others by adiagonallyupward pull toward the car as well as by a vertically up- In couplers of the types most' Ward pull.

and the lia- If the coupler shank is l Il l. i i

knuckle will he "ot construction hem; familiar to longitudinal section at the center showing'the coupler and draft rigging; Figs.

used the knuckle is held locked lrv the locking pin when the latter is in its lowermost position. When the locking pin is lifted to an intermediate or lock-set position the knuckle released and free to open and if alisconnected c upler is adjusted to looksct position'the lot-king pin will i'all to loele ing position when a second coupler is lnoved into engagement therewith. It liftii re' the locking pin aliove lock-set position in couplers ol' the towns eomnionl) in use-the turned on its pivot to open position ready to he joined to the coat-ting coupler of another car.

My invention is applicable to couplers of p the general form al,-ove disclosed. among such heing those known to the trade as the Sharon, and liatrolie, the (limax the Sine plex, and many others dill'ering in certain details hut all (far Builders reqniremciitst" lhe Climax coupler is illustrated in Letters Patent Nos, 728,019 and TQHJQQ, granted to (linton A. lower May 12, 1903', and the ll/tla'fr'l" (or .Lm'lzlers [Heft/morn contains illustrations of many others.

Specific description of the coupler mechanism per so will therefore be unnecessary in this application, the details those conversant with the car building art.

An important feature of my invention resides in the fact that the-same mechanism which is used for hand uncoupling serves with very slight modil'ication to ell'et the automatic uneouplimr ahove re'lerred to, thus avoiding av duplication of mechanism and accomplishino' lioth results with the. minimum numher of parts.

Further advantages of my invention and the precise nature thereot' will appear from the following description and claims, taken in connection with the accompanying drawings, in which Figure 1 is a plan viewof part of the end eonjl'in'n ing to the Mastersill of a. car and the coupler with my improvoinent. applied thereto; Fig. 2, an ele vation of the parts shown in Figif'f, l Fig. 2 a "fragmentary sectional view on the limit, 2 oi Fig. 2; Figs. 3, 4, 5 and (5, detail views in section, showing the uncoupling shaft. and lover in different positions and under difierent circumstances; Fig. 7, a. fragmentary of the car,

and 9, diagrammatic views illustrating the action of the device as will be explained ";Fig. Fig. 112, a secti .1 on the line .12, 12 lever. The opposite end of the uncoupling 13 of Fig. 10; Fig. 13, a fragmentary elevation leverlO is shaped to form a hook 16, whichof part of'the. end of a car, showing a modiengages the eyelet in the upper end of the it lication embodying the broad principle of locking pin 13. The uncoupling lever 10 my invention, as above explained; and Fig. engages the opening in the bracket ll 10 14, an end elevation of the structure shown with sul'licient 'fiasedonrto permit itto slide..;75; in Fig. 13, the uncoupling shaftbcing in seecndwi'se therein for the purpose of permit-- 7 thin betweenthebracketsi" ting it tofollow the side swing of the filtefcrring to the structure shown in Figs. coupler head upon curves, and also permit- 1 to 7, inclusive, an uncoupling shaft 1 is tin; the lever 10 to move in vertical and 15 pivoted in brackets 2 and 13 secured to the horizontal planes upon the bracket 14 as a 3;; end sill 4. At its" outer end the uncoupling fulcrum. Rotation of the lever 10 upon its shaftl is provided with an oil'set or crank longitudinal axis. however. is prevented by 5, which terinimites in a part (3 extending the engagement of its non-circular outer end substantially parallel to the main body of with the non-circular opening 15 in the the shaft 1. The part (3 forms a handle bracket 14. 55

below; Fig. 10, a plan view similar to Fig.

form of hand uncoupling device; Fig. 11, a new in elevation of the parts shown in whereby the shaft 1 may be turned-bv the application of either hand or foot power. the handle being close to the side of the car.

The inner end ofthc shaft 1. adjacent the /end of the-crank 7 might be otherwise censtrueted, and. that the precise form illusti'ated need not necessarily be followed. dVliil .inthe'claims I refer to this part of usual in con le'rs. now .in use the knuckle 12 is heldin loo (ed position by means of a locking pin 13 rovided at its upper end with an eye. T euneoupling lever 10 is ful- I;the bracket 14. is prefeably flattened or otherwise shaped to conform to the opening 3 in the .bracket 14 and to benon-rotatable therein'on the longitudinal axis of saidv In Figs. 1 and 3 the parts are illustrated in their normal position, the crank arm 7 lying flat against the end Slll 4. In this po- Fig. -1- to that illustrated inl ig. 5, thus raising the uncoupling lever 10 upon its bracket 14 as a fulcrum. The outer hooked endllth of the lever 10 being more remote from the some forms of coupler, for instance the La trobo, it is desirable that in liftin the looking pm by hand operation to loel"-set.pos1-.

tion the-upper end'of the pinbeat the same j 'sition the crank arm 5 and handle (3 also lie coupler is provided with an oil'set or crank parallel to the end sill, and the hook 1? oc- 9o arm T constructed at its outer end, in 'thc cupies its lowermost position. In this posipresent instance, in the form of a hook 17, tion also the uncoupling lever 10 lies upon this hook comprisingthe part 8 bent outthe arni S of the hook 17 intermediate its wardly at Stll) t'tt11lltlll)' a righbanpgle to the ends in a position where it may move either part. 7 and a part 9 bent back parallel to the .outwardly or inwardly without imparting part 8 and spaced therefrom Sulliciently to movement to the hook '17 and its shaft 1. It form a loop or slot between the parts 8 and ill be apparent that if the handle 6 be S) to receive the uncoupling lever 10, drawn outwardly from the (11d Of the 'car It will be obvious that the loop or slot the parts will move from the position illus- 3 formed by the bent part S---9 on the outer trated in Fig". 3 through that illllstrated i 40 the ueture as a loop, it will be understood fulcrum bracket ll thanthe book 17 where up] .h Principal f ti f hi 'tare the power s applied, \v1ll 1no\-e througlra v e tfornicd by the portion 8 thereof, which eorresptmdmgly' greater distance and will ies. beneath the lever 10, and by the bent elevate the locking pin. Fig. +t. IS intended portion between the parts 8 and 5). 'lhrough to represent the pos tion of the parts wh n I the part 8 the lever 10 is lifted in the manthe lflt'lilllg' pm is raised-to lock-set posit-ion,

ual operation of the device, and in the moon and Fig. 5 represents thepositionof the parts i gency action lthe lever 10 contacts with the when the locking pin has been ra }1 libent portionbetaveen the parts 8 and 9, and ,ciently to throw the knuckle to open position. thereby gives rise to the automatic uncoult willbe noted that in lifting the pin from 50 pling action hereinafter explained. The uplocking position, sl1ow rri1r.l ig. 3, to lockaset per portion 9, illustrated in the drawings, is positioiu. shown" in 'FIg. 4,-the lever 10 is useful in serving to retain the parts in as forced toward the carbody by the movement seinbled position. and inclination of the lower ar'mSOf the hook The coupler head 11 is provided with the 17, thus imposing a diagonally upward pull 55 usual knuckle 12 pivoted thereto at- 13. As toward the car body on the locking pih. In

time given a horizontal pull towardthe car 12 bodyfor the purpose of throwing the lower end of the pin away from the car body) to cause its toe to batch in lock-set position.

This movement of the. locking pin is .acoomplished by mechanism"lts,.=abQve described p eruined in a bracket 14, which is secured to and projects from the end si 1 4. The bracket 14 is provided with a on-ciroular, preferably rectan ular opening 15 through which the uncoupl' mg lever 10 passes, The end ofthe uncoupling lover where it engages ientlybe grasped by an operator standing upon'the ground, and an operator standing upon'the step of the car may place his foot against the handle 6 and push it outwardly from the. car. Convenient means are thus 1-5 provided for-raising the locking pin. Inasmuch as the handle'fi occupies its lowermosb position when the coupler is locked there can be no danger. of accidentally uncoupling by' reason of a traininan stepping upon the handler; when boarding or alighting from a car.

As .thus far described the mechanism shownin the drawingprovides convenient and eflicient means or manipulating the I locking pin of the coupler, and I will now proceed with a description of the action of the'dvice in automatically raising the lockingpin when the coupler is torn from' a. .ca'r.

' 80 Thedraft gear of a railway car permits froman inch and threequarters to three and one-quarter inches movement 'of the coupler toward and from the car upon com-, pression of the draft rigging due to pulling 86 and buiiing stresses. In Fig. 3 the uncouplin'g lever 10 is represented in full lines in its normal position, that is when there is neither a pulling nor bufling strain imposed upon the draft rigging. .In this position 4'0 the uncoupling lever 1 0 lies sufficiently insideof the bend of the hook 17 to permit the coupler to be drawn out under a pulling strain to the extent of the normal movement of the .draft rigging before causing said lever -10 to contact with the bend of the hook l'l." There is also sutlicient clearance topermit' the cou ler head to move inwardly under a bu ng strain without causj ing theun'cou-pling lever 10 to contact with the ,coacting parts.

.In the event of .the coupler being torn from the car its abnormal movement will drawfthe uncoupling lever 10 against the bend1,.o'ii the hook 17 as illustratedb the u dotted'circle 10'' in Fig. 3.. Continue out- .ward pull 'upon the. coupler head will be communicated to the inner end of the un-' coupling lever 10 through its connection W thl'th y Mh l c p 3 thus M causifng'said lever tojbear outwardly1 a ainst t I the'hook 17 in the ad-ire'ction of. e ower 5 arrow shown in Fig, 6. The outward movenientjofthe lever 10;upo n its bracket 14 as a fulcrum-will cause'thellgook 17 to turn upon ft 1 "as afcenter from the position shown in Fig. 3 to that shown in Fig. 6, the pivotal movement of' the shaft 1 which carries the hook 17 permitting it to move through an arcuate path, as indicated by the line 18. The hooked endlo of the uncoupling lever 10 being farther removed 1 from the fulcrum bracket '14 will move through an arc of correspondingly greater radius. 'l he effect of the abnormalouh ward movement of the coupler head thercfore is to impose upon the locking pin an upward pull and at the same time to cause the point of connection between the uncoupling lever and locking pin to move out wardly from the car body. 8O

\Vhen a train is moving forward due to the locomotive pull the locking pins of the couplers will be tightly gripped between the walls of the drawbars and tails of the knuckles, but when from any cause a coupier parts from a car the locking pin will be released from the gripping action. If the rivets securing the coupler to the yoke are sheared off or if the yoke breaks, the locking pin will be released at the moment of fracture but will be again temporarily gripped when the shoulders 29 (Fig. 7) or yoke bufling lugs, if there be any, contact with the carry-iron or inner face of the end sill. Before such contact takes place, however, the coupler moves through a distance of from two to nine and one-quarter inches, thus affording ample time for withdrawal of the locking pin before it is again gripped by the locomotive pull due to the shoulders 1m 29 or yoke butting lugs contacting the end sill or carry-iron. In case the coupler head breaks away from its shank, the locking pin is permanently released.

It will be apparent that when the coupling is torn away from a car, if the upper end of the locking pin were to be held stationary relative to the car body, the pin would bind against the coacting walls of the opening in the coupler head, the upper end binding against the wall toward the car and the lower end-binding against the opposite wall. In devices as heretofore constructed, attempts have been made to overcome this binding action which, 0 course, interferes with the withdrawal )f the pin, by providing a locking pin with pivotal joints and rounding the upper end of the opening in which it is received toward the car body. For the same'purpose the opening is made of such a size as to afford more. or. less clearance for the locking pin. By this expedient the removal of the pin is somewhat facilitated, the bendin of the pin upon its pivotal joints, and .L 9 clear- 1'25 ance in the opening in the coupler head to some extent preventing the pin from binding even when the coupler is pulled away from the car while the head of thepin is held stationary relative to the car body. In

'seuted by the arc,18.; The effect of this opcase a chain connection from the locking pin to the. end sill is used its eiiiciency depends upon its being ofprecisely the right length. The mechanism. above described, however,

provides elicctual means for preventing the binding action referred to, and provides adjustment for coincident action. Itwill be noted that as the coupler head moves an abnormal distance from the car body, that is, 'a distance greater than that permitted by the normal action of the draft rigging, not only is an upward pull-imposed upon the locking pin by reason of the turning of the hook 17 upon its shaft 1 as a center, but the uncoupling lever also moves away from the car body, such movement being represented in the case above described by the linelt), 20, (Fig. 6) which is the horizontal component of the arcuate movement representedby the are 18. The amount of upward movement communicated to the look ing pin is represented as shown in Fig. 6 by the line 19, 21, this being the vertical component. of the arcuate movementrepreeration is to impose an upward pull upon the locking pin and'at the same time to permit the point of connection between the looking pin and uncoupling lever to move away from the car body with the coupler head, thus, according to the proportion of "the parts, preventing to the extent desired a backward horizontalpull upon the. upper end of the locking pin.' This results in action the same as a vertical raising of the lock pm of a coupler at rest. The elimination of the backward pull upon the upper end of the locking pin prevents the pin from l indingand thereby obviates any possibility of a failure to automatically unlock the coupling when the coupler is torn from its connection with the car.

in some forms of coupler.notably that" known to the trade as the Sharon coupler, the. locking pin can be withdrawn by a horizontal pull toward the car body. In other Forms 0! coupler. For instance that known as the Latrobe coupler, a slight. lmcltward pull upon the upper end of the locking pin is desirable in hand operation for the purpose of throwing the toe upon the. locking pin forward for the purpose. of catching the same in lock-set positiol'r, in other forms of coupler, namely, thosem which an absolutely rigid locking pin is employed as, for

instance, the Simplex, a horizontal pull upon the upper end of the locking pin will not withdraw the same on account of canscoupler. v

By changing the proportion of the parts of mechanism as above described the direction of pull upon the locking pin may be adjusted to any angle desired, and l have found that an adjustment may be secured 'ing the locking pin to bind in its seat, in the t which will. be operative. with"'practiciill from the end sill and nearer a verticallin forms of coupler now in commonuse'; will be apparentthat by lengthening brackets 2 and-.3 shown in Fig. 1, thus ing the pivotal centeroftheshaft 1 farthe over the uncoupling lever 10, the uncoupling, lever 10 while moving under the locomotive pull when theco'uplertears away fromth car will move outwardly from the car bed. a greater distance while it is being lifte The same result can be accomplished} lengthening the crank arm 7,-thuslofltingt i the pivotal center of theshaft I. atfaypointj -farther above the uncoupling lever; U varying the proportion and disposition of, the parts asabove suggested it will bel ap parent that within practical limitsta ny de sired outward movementmay be giventotl the point:- of connectionbetween the uncouf 8a pling lever and locking pin whilethe' lock ingpin is being raised as a result of the 10- comotive pull upon the coupler head after U the coupler has moved beyond its normal) limit of movement. i, f i J 911* In Figs. 8 and 9 I have representedth coupler head diagrammatically by. the rec tangle 23. Referring to Fig. 8, theout'war'd horizontal component of the arcuateihoVC- ment of the point of connection between th 96;;

uncoupling leverand. locking pin, is: repre sented by the length of the arrow-24. Th length of the arrow 25 representstBe nbn ma'lmovement of the coupler hedddixrin the interval when the lockingfpi 'E'Being 1'0 lifted. Under these. circiunsta nc sultant pull uponathe l-ocking pin would be; vertically mini relative to the cou lr head. as represented. by the arrow 26. :I on the other hand, as represented in Fig. 9, the horizontal component of the arcua'te move ment of the point of connection between the]; uncoupling lever and locking pin represented-l by the arrow 27- is less than the out-ward;.'

movement of the coupler head whic takeg 'ne place while the locking pin is being re cased, i the resultant pull upon the locking pin rel-S u,

ative to the coupler head, will be in a line in! clining upward and toward the car body, as

represented by the arrow 28. l Afurther advantage in the use of myiniproved mechanism arises from the factfthat if the hook 17, 01' equivalent part en'ibracinag I -the uncoupling lever 10 be initially forine through careless workmanship, or from other 12b causes, in such 'manner as to allow insufficient play to accommodate the normal. outward movement of the coupler head, the stm'iih therebyimposcd'upon the hook 17 or equiv alent part will-merely tend to distort-"45inch 188 parts to an extent sufficient to accommodate".

.the normal outward movement of'tlie' -"oou' pler head. These parts ordinarily being madeof steel of a character that will bend without breaking, no iniurious result will followin 13o eeseao ease sutlicicut play is not allowed for the uncoupling lever 10 under normal condi-v tions. Accidental uncoupling. when the uncoupling lever 10 is forced against. thooutcr bend of the book 17 or equivalent part durin a normal outward movement of. the cou -plcr head is impossible for the reason that during such outward pull 1' on the coupler head the locking; pin is gripped in the coupler head by the locomotive pull Which-is transmitted to the knuckle, thus gripping the locking pin with a force so great as to render lifting of thc locking pin to release position absolutely ii'npossible under any up ward pull that is transmitted thereto through the tendency of the book 17 or equivalent part to turn upon the shaft las' a center.

Another advantage of my improved mechanism lies in the fact that no difficulty could arise from initially constructing the hook 17' or other equivalentpart embracing the uncoupling! lever 10 in such manner as to allow too much movement of said lever before contacting with the bend of said hook 17. or equivalent part. llhcn the shank of a coupler breaks it in of course, relieved from the locomotive pull as the coupler head is absolutelyl'ree from the car to winch it was attached and therefore the end sill or with the carry-iron. The amount.

- pivoted upon the pin 31.

'pro'vi'dednea-r its outer end witha shoulder of movement which takes place before these shoulders contact with the end sill or carry iron, thus again temporarily imposing the force of the locoi'notive pull upon the cou pler head, is generally in the neighborhood of two to nine and one-quarter inches. '{his leaves sutiicient. margin for any error li rely to occur.

In Figs. 10, 11 and 12 l have illustrated the application of my invention to another form of hand uncoupling device. lhis device as ordinarily constructed comprises a lever 30 fulcruined upon a pin 31 and c3:- tendin outwardly to a point adjacent the side o the car, and being provided at its inner end with a'projection 34 which extends beneath an uncoupling lever 33 also The pin 31 is 35 spacedsuli iciently from the inner end of said pin to allow the lever 33 to swing outwardly and inwardly in a'- horizontal plane the end I sill.

to accommodate the normal movement. of

the coupler head 36. The uncoupling lever 33 at its'inner end passes through an eye in the locking pin 37. It will be apparent that downward pressure upon the outer end of the lever 30 will have the etl'ect of raising the uncoupling lever 33, thus imposing an upward pull upon the locking pin 37.

As so far described this device isold and in use. In order to apply my invention to this mechanism. I pivot a link 38 in a bracket 39 secured to and projecting outwardly from The form of the link 38 clearly shown in Fig. 12. T

outwardly and downwardly from the end link, in nor- I mal position of the coupler head, that is when-no strain is imposed thereon, slopes sill. In its Outer end the link 38 is provided with an opening :40 through which the lever 33 passes with suflicient clearness' on each side to allow for the normal movements of the coupler head upon pulling and bufiing stresses without carrying said lever 33 into contact with the ends of the slot 40in the link 38. Upon arr-abnormal out-ward movement of the coupler head beyondthe limits allowed by the draft rigging and due to the coupler being torn from the car it will be apparent thatthe uncouplin lever 33 will contact with the outer end. 0% the slot- 40 in the link 38. A continuation of the outward movement:- of' the lever 33 after it has con tacted with the end of the slot 40 will cause the linl. 38 to move upon its pivotal connection with the bracket 39 as a center in the path indicated by the arc-ill. This movement is similar to'thal above described in connection \Vfill the structure shown in Figs.

from the car body to any extent practicably desirable during the lifting of the locking pin due to the turning of its pivotal center. I

In Figs. 13 and 14:, I have illustrated-the broad principle oi my invention applied in the link 38 upon '1 to Fund accomplishes the same results.

connection with an uncoupling device of al tormdifierent from those above described.

Upon the end sill 50 in the brackets 51 and 52 I mount an uncoupling, .shaft,53 provided at its outer end with a crank handle 54. Upon its inner end the shaft 53 is pro in the form of hooks or loops having slots 57. Through the eye of the upper end of the locking pin 58 I insert a bolt 59, and

after the nutis threaded-upon the bolt the endoi the bolt is preferably riveted over to prevent the nut from coming oil. The projecting ends of the bolt 59 extend through the loops 57 in the branches 56 of the crank 55', andv in normal position of the parts, the bolt- 59 has su'flicient play outwardly from the car to accommodate the normal movement of the draft rigging.

The bracket 51 may be of the form above described in connection with l to T. having a circular aperture the walls of which rotatably engage the shaft 51-). The inner bracket 52, however, instead of having a circular aperture, is shown as provided with a slot in which the shaft 525 has a certain amountof play toward and from the car body. The bolt 59 is shown as having a certain amount of play toward the car body in the loops or slots 57.

In hand operation, an outward pull upon the crank handle 54 will throw the inner end of the shaft- 53 toward the car body, such movement being permitted by the elongated forn'i of the aperture (30 in the bracket 52, and the'r'otation of the shaft 53 upon its axis will lift the locking pin andat the sametime, during the first part of the lifting operation, move the upper end thereof toward the car body, as explained in connection-with the structures shown in Figs. 1 to 6, thusthrowing-the. lower end of the locking pin forward to insure its catching in 1ock-set position.

v The slot (30 in the bracket ,52 also serves when an engine is moved against the train for the purpose of taking out the slack to permit the COUPlGl' to move inward toward the car body, this inward ,movementb'eing permitted partially by the movement of the bolt 59 in the slots oT'and partially by the movement of the shaft 53 in the slot, 60. The slot ()0 thus serves a two-fold function, facilitating the manual setting ofithe'eoupling to lock-set position, and assisting in permitting the requisite movement, in takin the slack out of the couplers and draft rigging, the latter operation being" ordinarily performed by an engineer [preparatory ,to starting a long train. i t

Itjwill be obvious that upon excessive outward movement of the coupler due to its tearing away from the car, the bolt 59 will contact withthc outer bend in the loops or slots 57. 'The outward movement of:.the

" coupler after such contact has taken place 'will cause the crank arm 55 to rotate with its shaft 53, thus imparting anarcuate movement tothe upper end of thelocking in, and not only lifting the pin but moving its point of connection with the crank 55 outwardly with the coupler, as explained above.

It will be observed that in all of the illustrated forms of my invention there is a member pivoted to the car body transversely 1 thereof, that is, by means of a pivot extending transversely of the car and that the pivotal connection of said member with the ca r body is out of horizontal alinemeut with the connection of said member with the remainder of the mechanism.

Mechanism for accomplishing the purposes described herein and mvolvmg'the same principle of operation, but dill'ering slightly in specific form. is shown-in my copending application Serial No. Sit'hltlt), tiled September 30, 1909.

What 1 claim is: i

1. In a car,a resilient draft rigging, a coupler connected to said draft rigging and provided with a locking pin, uncoupling mechanism comprising a plurality of parts which form a connect ion between said locking-pin and the car body, said mechanism including a member pivoted to said car body and having its pivotal axis extending transversely of said car body out of horizontal a'linen'ient with the point of connection between said mechanism and said locking pin, said mechanism having a loose connection between its parts to permit the locking pin,

coupler connected to said draft rigging and provided with a locking pin. uncoupling mechanism connecting said locking pin to the car body, said n'ieohanism comprising a member pivoted to said car body, a. rigid member connected directly to said pin and to said car body and having a sliding connection with the first named member whereby the said locking pin is permitted to move freely with the coupler head to the extent permitted by the draft rigging but is caused dill] to move in the arc of a circle by an abnormal movement of the coupler head.

3. Ina car, a resilient draft-rigging, a

, '5 and at the other end engaging said i I I 4 985,450

providedwith a locking pin, an uncoupling device comprising a lever extend- 'ing transversely of the car, said lever being -'fulcrumed near one end upon the car body locking "pin, a member pivoted on .the car body transversely thereof' and operatively con.

nected to said lever intermediate its fulcrum and point of'engagement with said locking pinythe pivota-l connection of said element with saidqca-r' bodybeing outof horizontal alinement with the point of its connection with said lever,and theconnections of said .lockin pin with said car body through said pivots member and lever having suflicient 0st motion to permit the locking pin, to move with the coupler tie the extent permittedby the draft rigging but causing an ff abnormal movement of said coupler and 20 locking pin to impart a pivotal movement to said element, whereby said locking pin ;is movedgin the arc, ofiifei rcle.

4. In a car, a, resilient draft-rigging, a coupler provided'with' a locking coupling device *com arising a lever extending transverselybf t e car, said lever being fulcrumed'ne'arone end upon the car body and at the'other end engaging said locking l1orizontal' alinemnt' with the pointfof its connection with said leverfand one of theconnec'tions of said member having sufficient lost motion tqkpermit the locking pinto,

move With th e' coupler to th extent permitted by the draft rigging b causing an abnormal movement of said coupler and lockin .-pin to impart a. pivotal movement sai memben wherehy said locking pin is moved in the arc of a circle. i

5,. -Tn a car, a resilient draft rigging, a coupler comprising a locking pin, an uncoupling device COlTlpI'lSlllQ a lever extendingtransve'rsely of the car, saiddevor being fulcrumednear one end upon the car body and at'the other cndengaging said locking pin; a shaft jouifnaledupon the end of the car and extending in substantially the same lirection "as said lever from the side oi the o a point beyond. the fulcrum of said aipon the inner end of pin, an un- 'i'pin', a member having a pivotal connection f iwlt-h' the-car body and having an operative said car body being out-of said shaft-having a loop engaging said lcver, said shaft and loop being 'out of horizontal alinement, said loop loosely engaging said lever to permit, said lever and locking pin to move with said coupler to the extent permitted by said draft rigging but causing an abnormal outward movement of said coupler and locking pin to impart a rotary movement to said shaft, whereby said locking pin is moved in the are of a circle.

6. Ina car, a coupler comprising a locking pin, an uncoupling device comprising a lever extending transversely of the car, a bracket upon the end sill of the car, said bracket being provided with an aperture in which said lever is fulcrumed and is slidable endwise, a member pivoted on the car transversely thereof and having a loop engagingsaid lever the pivot of said member being out of horizontal alinement with said loop, said loop loosely engaging said lever to permit said lever and locking pin to more with said coupler to the extent permitted by said draft rigging but causing an abnormal outward movement of said coupler and 'locking pin to impart a rotary movement to said member, whereby saidlocking pin is moved in the arc of acircle. i 7. In a car, a coupler comprising a locking pin, anuncoupling device comprising a lever extending transversely of the car, a bracket upon the end sill of the'car, said bracketbeing' providedwvith an aperture in which said lever is fulcrumed and is slidable endwise, a shaftjournalednpon the end sill and extending in substantially the same 'direction as said lever from the side of the car to a point beyond the, fulcrum of said lever, a crank arm upon the inner end of said shaft having a loop engaging said lever, said shaft and loop being out oi horizontal alinement, said loop loosely engaging said lover to permit said lever and locking pin to move with said'couplcr to the extent permitted by said draft rigging but causing an abnormal outward movement of said coupler and locking pin to impart a. rotary inovoment. to said shat't, whereby said locking pin is moved in the arc of a circle.

In testimony whereof, I have suhscribml my name.

JAY G. ROBINSON. V it nesscs a Env'run M. Axnnnson,

H 1mm A. Palms.

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