Improvements in Railway Car Couplings.
Year: 1889

page_text: Date of Application, 17th Sept., 1889-Accepted, 19th Oct., 1889
COLLIN
SIMULTICATION.
Improvements in Railway Car Couplings.
We, WILLIAM CASWELL WATSON, Manufacturer, of 73 Main Street, Paterson, in
the State of New Jersey United States of America, and THEODORE YOUNG KINNE,
Physician, of 310 Broadway, Paterson aforesaid, do hereby declare the nature of this
invention and in what manner the same is to be performed, to be particularly described
and ascertained in and by the following statement:-
We will describe in detail a car coupling embodying our improvements, and then
point out the novel features in claims."
an
In the accompanying drawings, Fig. 1 is a bottom plan view of a coupling em-
bodying our improvements and portions of two cars. Fig. 2 is a similar view, on
enlarged scale, of a single car, certain parts being shown in section.-Fig. 3 is
an end view of one of the cars, and the coupling arrangement thereon.-Fig. 4 is
a side view of the same.-Fig. 5 is a detail, partly in section, shewing the different
positions into which the coupling hooks may be adjusted.-Fig. 6 is a transverse
vertical section, taken on the line a, a, Fig. 4.
Similar letters of reference designate corresponding parts in all the Figures.
A A' designate the bottom of cars which may be of
any suitable kind.
BB designates draw-heads arranged upon the under sides of the cars and adapted
to be moved lengthwise thereon. They are guided in their movements by means of
guides a shown as plates secured upon the under sides of the cars.-Upon the edges
of the guides a adjacent to the draw-heads B B there are formed notches a in
which work ribs or projections a' extending laterally from the draw-heads. The pro-
jections prevent the movement of the draw-heads too far in one direction. The draw-
heads are of frame-like construction, and are hollow, their outer ends being of greater
extent laterally than their inner ends, and being somewhat curved to admit of the
various movements of the cars relatively to each other.-At their rear ends the draw-
heads are provided with shanks b, which shanks are also hollow, and are surrounded
externally as here shown, by coil springs which coil springs abut near one of their
ends against the draw-beads and at the other against eyes formed upon plates 6³
secured upon the under sides of the cars. The Shanks & extend loosely through said
eyes so that the draw-heads may move freely to and fro. The springs tend to return
the draw-heads to their normal positions after they have been pressed rearwardly out
of such positions.
C
CC designate coupling hooks, which coupling hooks are provided with hooking or
engaging heads c and shank portions c¹. The shank portions care of frame-like con-
struction, and extend rearwardly into the draw-heads B B. Near their rear ends they
are pivotted to shanks c", which shanks extend through the shanks & upon the draw-beads
and to a considerable distance beyond the saine. The shank portions c' are pivotted to
the shanks c by means of pivots g, which extend outwardly to the exterior of the
draw-heads, and through longitudinally extending slots g formed therein. Near their
outer ends the pivots g are shouldered, as at in order to maintain said pivots in
position within the draw-heads, and yet admit of the free longitudinal movement of
the coupling hooks. The portions of the pivots beyond said shoulders, are extended
through longitudinally formed slots in plates arranged upon the exterior of the
draw-heads and secured near their other ends to the draw-heads by clamping screws g°.
The portions of the shanks beyond the eyes are screw-threaded, and engage
nuts c³.
Surrounding the screw-threaded portions of the shanks care coiled springs c', which
oil springs abut near one of their ends against the nuts c³, and at their other ends
gainst washers surrounding the shanks c outside the eyes 6. The outer extremities
f the shanks & upon the draw-beads, abut against the washers . It will therefore

page_text: be seen that when the draw-heads are moved rearwardly, they are so moved not only
against the resistance of the springs 6, but also against the resistance of the springs c.
It will be further observed, however, that the coupling hooks may have a longitudinal
movement, which is independent of the draw-heads, when they are drawn outwardly,
as they will be so drawn against the resistance of the springs only. By this con-
struction, should breakage occur at the shanks of the draw-beads, there can still be an
independent movement of the coupling hooks, and, at the same time the draw-heads
will be maintained in position at their rearward ends by the shanks & upon the coupling
hooks.
DD designate springs here shown as flat springs bent in such manner as to sur-
round pins d arranged in the interior of the frame-like shanks of the coupling hooks.
One of the arms of the springs D bears against the shanks of the coupling hooks, and
the other of said arms bears against the inner sides of the draw-heads. The tendency
of these springs is always to force the coupling hooks over to one side of the draw-
heads, and the springs are so arranged that upon adjacent cars they will operate to
force the coupling hooks in opposite directions, or in other words so that the heads
of the coupling hooks will be firmly engaged. By these means, whatever the
movements of the cars may be in turning curves, the coupling hooks will always
be maintained in firm engagement by the springs, as they may move for considerable
distances upon both sides of the centre lines of the draw-heads. We have shown
ranges of movements which the coupling hooks may have, more clearly in Fig. 5.
EE designate pull-rods arranged beneath the cars, and adjacent to the ends thereof,
and having
a cranked portion E extending round the under-side of the drawhead.
Near their extremities these pull-rods pass loosely through suitably apertured
guides e secured upon the under sides of the cars. Extending from each of the puli-
rods and parallel to the cranked portion E is a projection e, which projections extend
through suitable apertures in the drawheads B, and are of such extent that when
the pull-rods are moved toward one side of the cars they will contact with the
adjacent surfaces of the coupling hooks, and force the coupling hooks over to one
side of the drawheads against the resistance of the springs D, and into a position
where the hooks will be uncoupled and also into such a position that should two
cars come together while the coupling hooks occupy such position, they will not
couple.
In Fig. 5 the position of the coupling hooks shown in dotted lines, numbered 3, is
the position to which reference has just been made. The coupling hooks may also
be moved into the position marked 2, in Fig. 5, in which position they will, when
the cars are brought together, be-coupled, as shewn more clearly in Figs. 1 and 2, as
the coupling looks are provided with reversely extending bevelled outer faces, which
when the looks are brought together, will slide past each other. After they have
passed each other the hooks will be sprung into engagement by the springs D. The
coupling hooks may also be moved into the position marked 1 in Fig. 5 by the action
of the springs D, in which position should two cars come together, they would not
couple. This position of the hooks will be attained when the cars are uncoupled, and
the projections on the pull-rods have been removed from contact with the coupling
hooks. When occupying the positions 2 and 3 just referred to, the coupling hooks
are maintained therein by means of locks acting upon the pull-rods E. These locks
comprise, in this instance, notched plates secured upon the under side of the car.
By reference more particularly to Figs. 1 and 2, it will be seen that the pull-rods
E, E', are provided upon their rear sides with projections. The projections f
extend into notches or slots f³ formed in the plaies. Referring more particularly.
to Fig. 6, it will be seen that the notch f³ consists of an upwardly off-set portion
at the end of the plate farther from the drawhead, an upwardly offset portion at the
end of the plate nearer the drawhead, and a downwardly extending portion - The
pull-rod E, E, is also a rock shaft and extends wholly across the bottom of the car.
Near the outer ends of the pull-rod and rock shaft E, E, the same is provided as
here shown with downwardly extending arms or handles E, which may be grasped to
impart a longitudinal movement to said pull-rod, and also to rock it when it operates

page_text: ,
'
as a rock shaft. The rocking operation is for the purpose of causing the engagement
of the projection with one or the other of the offset portions of the
notch, in order that the coupling hook may occupy any one of the three positions
specified, as desired.
When the projection extends into the portion of the notch,
the coupling hook will occupy the position 1 shown in Fig. 5. When the projection
occupies the offset portion 7, of the notch, the coupling hook will be in position 2,
as shown in Fig. 5, and when the projection occupies the offset portion of the
notch, the coupling hook will be in position 3 of Fig. 5. It will therefore be seen
that by rocking the pull rod and shaft E, E', as desired, and moving it along, not
only will the coupling hook be caused to occupy any desired position, but the pull rod
will be locked against longitudinal movement.
'
J. J designate a crank, the portion of which extends upwardly at the end of the
car and above the roof. Said upwardly extending portion extends throngh suitable
bearings secured to the end of the car. The lower portion of this crank extends
through a suitable aperture arranged in a projection extending from the side of the
pull-rod E and in this instance about opposite the projection. The upper end of the
portion of the crank is provided with a handle j. whereby the crank may be rotated.
When rotated it will cause longitudinal movement of the pull rod, and by moving the
crank up and down the pull-rod will act as a rock shaft, which, when rocked, will
cause the engagement of the projection with any of the desired offset portions of
the notch The upwardly extending portion of the crank extends loosely through
its bearings so that it may move or be moved freely up and down, and its weight is
sufficient under certain circumstances to cause the rocking of the pull-rod and rock
shaft. This operation will occur when the coupling hook occupies position 2. When
in this position, and two cars are brought together, the coupling hooks by their
contact are forced laterally against the resistance of the springs D or toward
position 3. The strain upon the pull-rods is thereby at once relieved, because the
coupling hooks no longer contact with the projections e2 upon the pull rods. The
weight of the cranks J will then operate to rock the rock shafts, so that the.
projections will be raised against the portion of metal between the off-set portions
of the notch. When the coupling hooks have been locked together, the
springs D will, when motion of the car occurs, cause the coupling hooks to swing
from side to side, and thus move the projections + beneath the offset of the notches.
The weight of the crank will then further rock the rock shaft so as to force the said
projection up into the portion of the notch, thus locking the pull-rod against
longitudinal movement. In this position the coupling hooks may swing freely from
side to side throughout the entire width of the mouth in the drawheads, and thus
accomodate themselves to all the movements of the cars around curves and otherwise,
the books being always maintained in engagement by the springs D.
Instead of relying upon the weight of the crank J however, independent weights
may be applied to the rock shafts E, E', or a spring might be employed.
Having now particularly described and ascertained the nature of our said
Invention, and in what manner the same is to be performed we declare that what we
claim is:
-
1. In a car coupling, the combination with a drawhead of a coupling hook pivotted
within the same, a spring acting on said coupling hook to force it in one direction, a
pull-rod extending upon both sides of said drawhead, and adapted to contact with the
coupling hook to move the latter in one direction, and a lock for securing said pull-rod
in a position into which it may be adjusted, substantially as specified.
2. In a car coupling the combination with a drawhead of a coupling hook pivotted
within the same, a spring for moving said coupling hock in one direction, a pull-rod
extending upon both sides of said drawhead, and having a portion adapted to contact
with the coupling hook to move it in one direction, said pull-rod also constituting a
rock-shaft, an arm and a notched piece with which said arm engages to lock
said combined pull-rod and shaft against longitudinal movement, substantially as
specified.

page_text: 3. In a car coupling the combination with a drawhead of a coupling hook pivotied
within the same, a spring for moving said coupling book in one direction, a pull-rod
extending to opposite sides of said drawhead, and adapted to contact with the coupling
hook to move it in one direction, a lock for securing said pull-rod in a position to
which it may be adjusted, and a crank for causing the unlocking of said lock,
substantially as specified.
4. In a car coupling the combination with a drawhead provided with a shank upon
its rear end of a spring surrounding said shank and operating to force the drawhead
forward, a coupling hook pivotted within said drawhead and provided with a shank.
extending through the shank of the drawhead, and a second spring surrounding said
sbank of the coupling hook beyond the spring first-named, and operating to draw said
coupling hook inwardly, substantially as specified.
Dated this 17th day of September 1889.
NEWTON & SON,
Agents for the Applicants.