Abstract:
A safety release cable for a train has a release mechanism mounted on a jumper cable. The release mechanism has an easily gripped handle, which activates the release mechanism substantially along a lineal axis of symmetry for the cable housing, which facilitates attaching and releasing of the cable from the locomotive or transit car.

Description:
This invention relates to a safety release cable for a train, and more particularly to a safety release cable for a train adapted to be connected between adjacent locomotives, transit cars and combinations thereof in a train and easily released therefrom. 
     BACKGROUND OF THE INVENTION 
     In any industry, safety is extremely important. With the heavy machinery and weight of the vehicles involved, it becomes clear that railroad industry has critical safety problems. It is very critical to be able to connect one railway car to another efficiently and safely. A cable, which insures the efficient connection of one railway car to another, provides a great advantage. 
     The standard multiple use cable in the railway industry fits into a receptacle on a locomotive or a transit car. What is more important, the receptacle has a notched rim with appropriate pins contained therein to receive the multiple use cable. There is a hinged cover for the receptacle, which serves to close and protect the receptacle, when the receptacle is not in use. 
     Also for the receptacle, a notch within the rim of the receptacle on the locomotive or transit car guides the positioning of the multiple use cable therein. The multiple use cable has a notched head, with a protruding notch adapted to the received by the notched rim. In this fashion, the head is guided into and engages the receptacle. 
     Oppositely disposed from the notch on the head is a notched slot. As the cover comes down on the head a notched protrusion in the cover engages in the notched slot, with such engagement both positioning and securing the cable in the receptacle. 
     The difficulty comes when the head on the cable is removed from the receptacle. The cover must be propped up and the cable head jiggled or moved in order separate that cable from the receptacle. With ice and other cold weather problem that the mix, such cable removal becomes a big problem. 
     Such cables are used between railway vehicles, which require electrical power. The railway vehicle may be a transit car, a locomotive, or any combination thereof. Transit car is a term commonly used to describe the type of the railroad vehicle adapted to carry and move passengers. Such cables, usually referred to as jumper cables or multiple use cables, provide for transmission of electricity throughout the entire length of a train of transit cars, when required. By connecting two adjacent vehicles together, the required electric power for a train can be transmitted through the jumper cables. 
     Clearly, an individual railway transit car or locomotive hardly ever remains attached to the same adjacent railway car for an extended period of time. Therefore, the jumper cable, which transfers electrical power from car to car, must be disconnected every time a railway car is placed adjacent to a different railway car. Thus, it is definitely an advantage to be able to efficiently release and reattach the jumper cable. 
     Every current jumper cable requires a two-handed push and pull operation. Usually, the cable is supported in one hand, while a pulling operation occurs with the other hand. Such an operation is very difficult to keep in a substantially straight line or on an axis. Thus, it is very possible that prongs or other supports of the connection, especially those on the locomotive or railway car, may be damaged. Since such damage is difficult and expensive to repair, it is very desirable to avoid this problem. 
     For such a cable, it is very critical that it be firmly and quickly attached to a railway car on a train and easily released therefrom. Such requirements do not work together. If the jumper cable is quickly attachable, it is difficult to determine the firmness of the attachment. If the jumper cable is firmly attached, ease of release from the railway car becomes problematical. That structure, which permits a quick attachment, mitigates against a firm attachment definitely, and an ease of release probably. 
     Absolutely, an additional requirement for any such device is that it be durable. Durability is extremely desirable for the cable itself, and almost mandatory in view of the heavy-duty use such a cable receives in the railroad industry. The heavy weight of the railway cars and train engines or locomotives requires the cable itself to be heavy. 
     Any release mechanism on a jumper cable for a train must be accessible. Some jumper cables with a release mechanism are difficult to operate, because the positioning of the cable between railway cars impedes access to and ease of operation of the safety release cable. Thus, the release mechanism must also be accessible in close quarters. 
     These features bring the size and positioning of the release mechanism into great question for the safety release cable for a train. The larger the release mechanism is, the easier it may be to operate. The smaller the release mechanism is, the easier it will fit between a pair of railway cars. Both features are desirable and contradictory. A balance between the two requirements must be found in order to provide an effective safety release cable. 
     No efficient method of releasing a cable exists. Some of the cable receptacles are awkwardly located. Such a location, combined with the size and weight of the cable makes it hard for any electrician to remove a jumper cable located high on locomotive, even those cables with a device to assist the release. Such an awkward location and the weight of the cable combine to limit the electrician&#39;s ability to control the cable at all times, thereby maximizing the chance for injury. 
     Jumper cables can also be connected in a hard to reach location. For example, some receptacles are positioned either high and away, or low and away between locomotives. Such an awkward position requires to put his body between two locomotives, in order to release the jumper cable. Even so, the electrician for the railroad is many times unable to locate a comfortable position for disconnecting the jumper cable. 
     Clearly, the jumper cable used to connect two railway vehicles together is exposed to weather conditions. Thus, it is very likely that the jumper cable can be coated with ice. A release mechanism must still operate even in those adverse conditions. Not only that, the worker must be able to operate that release safely. So inappropriate release mechanism will overcome such icing problems. No such mechanism is known in the prior art. 
     Since the attachment and release of a jumper cable for a train, as used in the railway industry, are so critically important; many efforts to solve these problems are available in the prior art. In spite of all this effort, no device known in the prior art can solve these problems efficiently. 
     SUMMARY OF THE INVENTION 
     Among the many objectives of this invention is the provision of a safety release cable for a train with an accessible release handle. 
     A further objective of this invention is the provision of a safety release cable for a train, which is easily operated. 
     Yet a further objective of this invention is the provision of a safety release cable for a train, which attaches easily between a pair of railway cars. 
     A still further objective of this invention is the provision of a safety release cable for a train, which attaches firmly between a pair of railway cars. 
     Another objective of this invention is the provision of a safety release cable for a train, which releases easily from between a pair of railway cars. 
     Yet another objective of this invention is the provision of a safety release cable for a train, which is durable. 
     Still, another objective of this invention is the provision of a safety release cable for a train, with some simplified moving parts. 
     Also, an objective of this invention is the provision of a safety release cable for a train, which is transportable. 
     A further objective of this invention is the provision of a safety release cable for a train, which releases axially from between a pair of railway cars. 
     Yet a further objective of this invention is the provision of a safety release cable for a train, which may be released one-handed. 
     A still further objective of this invention is the provision of a safety release cable for a train, which minimizes the necessity of a person being between railway cars to attach or release a cable. 
     Another objective of this invention is the provision of a safety release cable for a train, which minimizes the necessity of a person being between two locomotives to attach or release a cable. 
     Yet another objective of this invention is the provision of a safety release cable for a train, which is controllable during attachment. 
     Still, another objective of this invention is the provision of a safety release cable for a train, which is controllable during release. 
     A further objective of this invention is the provision of a safety release cable for a train, which operates in adverse weather conditions. 
     A still further objective of this invention is the provision of a safety release cable for a train, which reduces work injuries. 
     These and other objectives of the invention (which other objectives become clear by consideration of the specification, claims and drawings as a whole) are met by providing a safety release cable for a train, which has a release mechanism mounted on a jumper cable with the release mechanism having an easily gripped handle, which activates the release mechanism substantially along a lineal axis of symmetry for the cable housing, and which, in turn, facilitates the attaching to or the releasing of the jumper cable the locomotive or transit car. 
    
    
     BRIEF DESCRIPTION OF THE DRAWINGS 
     FIG. 1 depicts a perspective view of the safety release cable for a train  100  of this invention in use. 
     FIG. 2 depicts a side view of safety release cable for a train  100  of this invention based on FIG.  1 . 
     FIG. 3 depicts a front perspective view of the safety release cable for a train  100  of this invention. 
     FIG. 4 depicts a top perspective view of safety release cable for a train  100  of this invention. 
     FIG. 5 depicts a top perspective view of safety release cable for a train  100 . 
     FIG. 6 depicts a bottom perspective view of safety release cable for a train  100 . 
     FIG. 7 depicts a perspective view of rod slot  170  suitable for use with a safety release cable for a train  100 . 
     FIG. 8 depicts a rear, exploded, perspective view of safety release cable for a train  100 . 
     FIG. 9 depicts a front, exploded, perspective view of safety release cable for a train  100 . 
    
    
     Throughout the figures of the drawings, where the same part appears in more than one figure of the drawings, the same number is applied thereto. 
     DESCRIPTION OF THE PREFERRED EMBODIMENTS 
     With a safety release cable for a train, a connecting cable or a jumper cable has a head assembly on each end thereof in order to complete jumper cable, with release assembly secured to at least one head assembly in order to form the safety release cable. Such a safety release cable provides a connection between adjacent railway cars, adjacent locomotives or another pair of railway vehicles. 
     The safety release cable of this invention replaces the multiple use cable or jumper cable used to transmit power between two locomotives, a locomotive and a transit car, or two transit cars. By transit car is meant a road vehicle suitable for transporting passengers. Clearly, a passenger train requires a cable between each pair of transit cars as well as between two locomotives, or a locomotive and any transit car. 
     The head assembly for the safety release cable includes a head cap, a head housing, and a release assembly. The head cap provides for attachment to an individual vehicle. The release assembly provides for removal of the head assembly, and hence the cable, from a railway vehicle. 
     With the release assembly attached to head assembly, an axial attachment to or removal of the cable from a railroad car can be accomplished in view of the U-shaped gripping member on the handle assembly, which permits a one hand grip. Since the one hand grip activates two, oppositely disposed push rods, head assembly, and thus safety release cable are efficiently removed or attached to the railroad car. 
     The reason for this efficiency is release assembly of this invention, especially considering that an U-shaped gripping member as a handle design makes easy even for even a short electrician to remove a jumper cable or safety release cable located high on locomotive. The handle assembly allows the electrician to have control of the cable at all times, thereby reducing the chance for injury. 
     Also, the U-shaped handle may be tapped, with a tool or by hand gently and repeatedly in the event of ice or other interference with release of the cable. Such tapping is easily accomplished with minimal or no damage to the safety release cable and the receptacle. The push rods being operated by the handle in such a uniform fashion greatly facilitate removal of the cable. 
     It is also very effective for releasing a jumper cable from a hard to reach location. For example, some receptacles are positioned low and away between locomotives. The handle assembly permits a cable to be tapped free from the receptacle without the electrician having to stand or otherwise be positioned between two locomotives. This safety release cable can be used in many different ways, which are both economically and ergonomically friendly, depending on whether locomotive receptacle is located. Furthermore, the electrician is able to locate a comfortable position for disconnecting the safety release cable, because such a position of the handle permits a jumper cable to be kept under control at all times. 
     Referring now to FIG. 1, safety release cable assembly  100  has a release assembly  110  secured to head assembly  110 . Release assembly  110  includes a hand  116  operating a handle assembly  120  mounted on a hinge  140  and connected to a pin mounting  158 . As the handle assembly  120  is activated, pin mounting  158  provides for push rod movement, which can in turn remove safety release cable  100  from the receptacle  112 . 
     Adding FIG. 2 to the discussion, receptacle  112  is mounted on a locomotive or railway car  114  (shown partially). As can be seen, gripping and moving of handle assembly  120  by hand  116  permits movement of both first push rod  124  and second push rod  126  (FIG.  4 ). Such movement, being substantially symmetrical, with first push rod  124  and second push rod  126  also being substantially symmetrical permits an even push which safely removes the release cable  100  from receptacle  112  as desired. 
     Receptacle  112  includes a cover  118  with a cover key  132  on the inside thereof. Cover key  132  fits into head notch  134  when safety release cable  100  is inserted into receptacle  112 . Head notch  134  cooperates with cover key  132  to lock safety release cable  100  in receptacle  112 . Guide key  136  on safety release cable  100  cooperates with receptacle notch  138  in order to position safety release cable  100  in receptacle  112 . 
     With the further consideration of FIG.  3  and FIG. 4, first push rod  124  is slidably mounted in first push rod guide  150 , while second push rod  126  is slidably mounted in second push rod guide  152 . The first push rod spring  154  surrounds first push rod  124  and second push rod spring  156  surrounds second push rod  126 . The first push rod  124  is substantially symmetrical and parallel to the second push rod  126 , in a preferred form. 
     Considering additionally FIG. 5, FIG. 6, FIG.  7  and FIG. 8, the first push rod spring  154  and the second push rod spring  156  contact first push rod guide  150  and second push rod guide  152  respectively at one end thereof. Oppositely disposed from first push rod guide  150  on the first push rod  124 , is first pinable member  160 . 
     The first pinable member  160  has a first spring support end  162 , which contacts first push rod spring  154  and is oppositely disposed from first push rod guide  150 . First pinable member  160  has a first pin receiving end  164  oppositely disposed from first spring support end  162 . 
     The second pinable member  170  has a second spring support end  172 , which contacts second push rod spring  156  and is oppositely disposed from second push rod guide  152 . Second pinable member  170  and a second pin receiving end  174  is oppositely disposed from second spring support end  172 . 
     First pin receiving end  164  and second pin receiving end  174  each have a rod slot  180  therein. Each rod slot  180  has a first rod wing  182  and a second rod wing  184  forming sides thereof. Within each of first rod wing  182  and second rod wing  184  is a wing aperture  186 , and thus providing for four wing apertures  186 . Preferably, the four wing apertures  186  are coaxial. 
     More particularly, handle assembly  120  has a hand grip  130  centrally located on the handle assembly  120 . Hand grip  130  is centrally located on the shaped handle bar  190 . The shaped handle bar  190  is preferably a single piece of metal having and bends or other shapes to achieve desired results. Shaped handle bar  190  provides for operation of the safety release cable  100  and connects the elements of handle assembly  120 . 
     Clearly from the structure of hand grip  130  and handle assembly  120 , is very possible to tap or strike hand grip  130  or other parts of handle assembly  120  with a hammer (not shown). Such tapping can release a frozen handle assembly  120  without any of damaging safety release cable assembly  100 , release assembly  110  or receptacle  112 . 
     Hand grip  130  is of sufficient width to permit easy gripping thereof with a hand  116 . The first inward bend  192  and a second inward bend  194  are at opposing ends of the handle grip  130  and effectively form the equal, nonparallel sides of what may be an isosceles trapezoid. 
     The first inward bend  192  and the second inward bend  194  in each extend into first hinge platform  200  and second hinge platform  202  respectively. First hinge platform  200  and second hinge platform  202  are preferably parallel to each other and have an extended perpendicularity relative to handle grip  130 . Within first hinge platform  200  and second hinge platform  202  are hinge apertures  204 . From hinge apertures  204 , the main hinge bolts  240  may pass into the hinge apertures  204 , through lever bushings  230  and then into housing tube  242 . 
     From the first hinge platform  200  and the second hinge platform  202 , the handle bar  190  provides first parallel platform  212  and second parallel platform  214  respectively being parallel to handle grip  130 . By the same token, first parallel platform  212  and second parallel platform  214  extend into first pushing lever  220  and second pushing lever  222 . 
     Both first pushing lever  220  and second pushing lever  222  include a lever aperture  226 . Each lever aperture  226  fits into rod slot  180  and aligns with the wing apertures  186 . In this fashion, hinge linkage rod  210  may receive rod hinge bolts  240 . Firstly, however, each rod hinge bolt  240  passes through a first wing aperture  186 , then through a lever aperture  226 , followed by a second wing aperture  186  before fitting into a threaded relation with linkage rod  210  hinge bolts  234 . 
     Each pair of wing apertures surrounding rod slot  180  have the same central axis. As each lever aperture  226  aligns with a pair of wing apertures  186 , rod hinge bolts  240  pass therethrough and secure the release assembly  120 . Cooperating with first pushing lever  220  and second pushing lever  222  is hinge linkage rod  210 , as hinge linkage rod  210  is secured between first pushing lever  220  and second pushing lever  222 . 
     If desired a cradle washer  236  may support first push rod spring  154  and second push rod spring  156  on the respective first push rod guide  150  and second push rod guide  152  by being positioned at each point therebetween. In this fashion each of spring  154  and  156  better positioned on first push rod  124  and second push rod  126  respectively. 
     By the same token, main hinge bolts  240  pass through a tube aperture  243  on a head housing  244  for the safety release cable  100 . Preferably, a stop shaft  250  is adapted to contact first parallel platform  202  and second parallel platform  204  if desired, stop shaft  250  may include stop shaft covers  252  on each end thereof Stop shaft  250  prevents first push rod spring  154  and second push rod spring  156  from disassembling the handle assembly  120 . 
     With FIG. 9 added to the consideration, head assembly  260  on each end of a wire assembly  262  with insulation  264  there around forms safety release cable assembly  100 . Head assembly  260  includes a head cap  266  mounted on a head housing  244 . Head screws  270  secure head cap  266  to head housing  244  in a threaded relation. Head housing  244  is operably secured to wire assembly  262 . The handle assembly  120  is substantially mounted on head housing  244 . 
     Head notch  134  (also shown in FIG. 2) is positioned on head housing  244  in order to cooperate with cover key  132 . Guide key  136  on safety release cable  100  cooperates with receptacle notch (not shown) in order to position safety release cable  100  in receptacle  112 . Between head notch  134  and receptacle notch  138 , safety release cable  100  may be properly positioned. 
     This application; taken as a whole with the abstract, specification, claims, and drawings being combined; provides sufficient information for a person having ordinary skill in the art to practice the invention as disclosed and claimed herein. Any measures necessary to practice this invention are well within the skill of a person having ordinary skill in this art after that person has made a careful study of this disclosure. 
     Because of this disclosure and solely because of this disclosure, modification of this method and device can become clear to a person having ordinary skill in this particular art. Such modifications are clearly covered by this disclosure.