Improvements in and Connected with Car Couplings.
Year: 1899

page_text: Date of Application, 16th June, 1899--Accepted, 29th July, 1899
COMPLETE SPECIFICATION.
Improvements in and Connected with Car Couplings.
I, JAMES BRYANT THOMAS, Gentleman, of St. Louis, in the County of St. Louis
and State of Missouri, United States of America, 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:
The invention relates to improvements in car couplings.
The object of the present invention is to improve the construction of draw-
heads of the Janney type, and to prevent two draw-heads, when coupled, from
twisting laterally and straining the knuckle and the draft mechanism while
rounding curves, and to provide, in connection with draw-heads having a free
lateral movement, means for retaining them in substantial alinement when
coupled. A further object of the invention is to enable draw-heads, capable of
such lateral movement, to couple automatically on curves or in any other position
which they may assume. Another object of the invention is to enable draw-
heads to be readily uncoupled, and to provide an uncoupling mechanism, adapted
to conform to the movements of a draw-head, and capable of preserving the proper
relation between its parts and the draw-head, at all times and under all conditions,
so that the position of a draw-head will not, in any manner affect the operation
of uncoupling.
'
The invention consists in the construction and novel combination and arrange-
ment of parts, as hereinafter fully described, illustrated in the accompanying
drawings and pointed out in the claims hereto appended.
In the drawings:-
Figure is a longitudinal sectional view of a car-coupling constructed in
accordance with this invention and shown applied to a car.
Figure 2 is a plan view, partly in section, showing two draw-heads coupled.
Figure 3 is a perspective view of the draw-head.
Figure 4 is a transverse sectional view, illustrating the manner of suspending
the draw-head from a car.
Figure 5 is a detail view of the latch for engaging the arm of the knuckle.
Figure 6 is a detail view of the weighted lever.
Like numerals of reference designate corresponding parts in the several figures
of the drawings.
1 designates a draw-head having its draw-bar 2, connected with a car 3 in the
manner shown and described in my Patent No. 594,579, dated Nov. 30th, 1897,
and the said draw-head, which is capable of lateral vibration to avoid straining
the draft timbers and the frame of the car, is suspended from the latter by means
of a swinging stirrup 4, constructed and operating in accordance with the said
natent

page_text: The shank or draw-bar is connected by a pin with a draft bolt 5, which has
the spiral spring 6, disposed on it and interposed between follower blocks 7, the
latter being mounted in ways of draft irons 8.
The stirrup 4, which depends from the sill 9 of the car, is composed of vertical
sides 10, and a bottom piece 11, connecting the lower ends of the sides 10. The
sides 10 pass through openings of the sill 9, and are pivotally connected at their
upper ends to the car.
The stirrup, which is adapted to swing laterally of the car
is also capable of a limited longitudinal swing in order to yield to any longi-
tudinal thrust of the car-coupling.
The draw-head is provided at one side with perforated ears 12, to receive a
knuckle pin 13, which pivots a knuckle 14, and the other side 15, of the draw-
head, presents a straight front face, which is disposed at an angle to provide a
flaring mouth or guide for directing a knuckle into engagement with the
knuckle 14. The angularly disposed tapering guiding side of the draw-head,
increases the width of the same and co-operates with the lateral swinging of the
same to the extent that it enables two draw-heads to couple automatically from
any position which they may assume, whether on a curve or straight track, by
guiding the knuckles into engagement. The point of the tapering guiding side
of the draw-head is located in substantially the same transverse plane as the outer
face of the knuckle, when the latter is closed, and it extends laterally and lies in
a longitudinal plane beyond the limit of the swing of the knuckle of an opposing
draw-head, whereby such knuckle will strike the straight guide face at a point
between the ends of the guiding side or arm and be directed inward and closed
by a glancing blow only.
The draw-head is provided at its knuckle side with a vertical flange or wing 16,
extending outward laterally and forming an abutment for the guiding side of
another draw-head, as clearly illustrated in Figure 2 of the accompanying draw-
ings. The lateral extension or wing 16, of one draw-headl, is located directly
opposite the extremity of the guiding side 15, of the other draw-head, and when
the two draw-heads are coupled, the abutments and the guiding sides 15 are
slightly separated to permit the draw-heads to have a lateral play or twisting
movement on each other of about four or five degrees, but the construction of the
draw-head will prevent any greater twisting and will resist all strain tending to
cause them to assume a greater angle. By this construction, the draw-heads are
caused to remain in substantial alinement, even while cars are passing around
curves, as the rigging will permit the necessary bodily movement of the draw-
heads.
The nose or extremity of the guiding side of each draw-head is located a con-
siderable distance in advance of the wing or flange 16 and when these abutting
portions of two draw-heads are in contact, the knuckles have a slight play, and by
this construction and arrangement, the said knuckles are not subjected to and
injured by the blows incident to coupling.
The wing or extension 16 is supported by a horizontal web or flange 17, arranged
at the rear face of the wing or extension and connecting the same with the side
of the draw-head. The extended guiding side of the draw-head is supported by
a horizontal brace 18, which is substantially rectangular, forming a rectangular
opening 19, at one side of the draw-head, to receive the adjacent side 10 of the
stirrup. The brace 18 consists of transverse front and rear portions and a con-
necting side portion arranged parallel with the shank or draw-bar. In order to
strengthen the brace, and at the same time avoid unbalancing the draw-head,
it is provided at its inner and outer edges, with vertical marginal flanges 20
and 21, projecting from the upper and lower faces of the brace 18. The body
portion of the brace, which is horizontal, is located midway between the upper
and lower faces of the draw-head, as clearly shown in Figure 4 of the accom-
panying drawings.
The arm of the knuckle is provided with a V-shaped notch 22, and is engaged

page_text: by a pivoted latch 23, which is provided with a head 24, for engaging the V-shaped
notch. The latch, which is mounted upon a vertical shaft or pivot 25, is provided
at its outer end, adjacent to the shaft or pivot, with a shoulder or projection 26,'
adapted to abut against a corresponding shoulder 27,. of the inner face of the
adjacent side of the draw-head to limit the movement of the latch.
The vertical shaft or pivot 25, which extends below the draw-head, is provided
at its bottom with a horizontal arm 28, extending beneath the car coupling and
having its outer end upturned to form a pivot 29, for one end of a rod or bar 30,
which connects the latch with a weighted lever 31. The weighted lever 31,
which is mounted on a horizontal shaft or rod 32, consists of an L-shaped or
bell-crank body portion, and an arm 33, extending from one arm of the bell crank
body portion of the lever, at right angles to the same. The arm 33, which is
disposed beneath the shank or draw-bar is provided at its outer end with a pivot
or projection 34, which is connected with the rear or inner end of the rod or
bar 30. The rod or bar 30, which is provided at its ends with perforations, is
secured to the pivots 29 and 34, by means of suitable keys or pins.
The shaft or rod 32, which is disposed transversely of the car, is arranged
loosely in an opening of a bracket 35, and has its inner end journaled on the
draw-head, or rather the shank or draw-bar thereof, being arranged in a per-
foration 36, and secured to the shank or draw-bar by a pin or key, located within
the same, as clearly illustrated in Figure 2 of the accompanying drawings. The
transverse rod or shaft, which is adapted to slide longitudinally through the
opening of the bracket 35, is capable of following and conforming to the lateral
and longitudinal movements of the draw-head to which the uncoupling mechanism'
is directly connected, whereby the uncoupling mechanism is adapted to remain
at all times in proper relation with the draw-head, so that the position or move-
ments of the same will not in any manner affect the operation of the uncoupling
mechanism. The uncoupling mechanism, by being mounted directly on the draw
head, is capable of operating effectively on curves, as well as on a straight track;
and as the draw-heads are maintained in substantial alinement, any strain on
them will not render the uncoupling mechanism ineffective.
.
The engaging end of the latch presents a bevel face to the arm of the knuckle,
so that when the knuckle closes, its arm is adapted to engage the latch auto-
matically, and the latch is maintained in engagement with the knuckle, and is
held normally in position for such automatic engagement by means of a weight 36",
arranged at the end of the rear arm of the bell-crank body portion of the lever 31.
The body portion of the lever 31 is fixed at its angle to the transverse rod or
shaft 32, and the latter is provided at its outer end with a crank handle, by means
of which the weighted lever may be readily oscillated to release the knuckle.
The draw-head is provided at its bottom with a forwardly extending arm 37,
arranged at a slight inclination and bolted or otherwise secured to the draw-head
to form a support for preventing a draw-head from dropping out of engagement
with another and falling upon the track should such draw-head become dis-
connected from its car.
The invention has the following advantages:
1-
The car coupling is simple and comparatively inexpensive in construction and
the improvements do not lessen or in anywise impair its strength and durability
The draw-heads, while having free lateral movement to avoid straining the draft,
timbers or frames of cars, are retained in substantial alinement while rounding
curves and are prevented from straining their knuckles by lateral twisting.
The draw-heads are also adapted to couple automatically under all conditions
and from any position they are capable of assuming, owing to their lateral move-
ments, and their knuckles are positively guided into engagement. The uncoup
ling mechanism conforms to the movement of the draw-head and its parts pro-
serve their proper relation with the same at all times and under all conditions,
so that the position and movements of the draw-head do not in any manner inter
fere with or affect the operation of uncoupling.

page_text: Changes in the form, proportion, and minor details of construction may be
resorted to without departing from the spirit or sacrificing any of the advantages
of this invention.
Having now particularly described and ascertained the nature of my said
invention and in what manner the same is to be performed, I declare that what
I claim is:
1. In a car coupling, the combination of a draw-head provided at its knuckle
side with a flange or wing, the other side of the draw-head being tapered and
provided with a straight angularly disposed inner guiding plate and being
extended laterally and forwardly, the point of the tapered side being located in
substantially the same transverse plane as the outer face of the knuckle and lying
in a longitudinal plane beyond the limit of the swing of the knuckle of an
opposing draw-head, whereby such knuckle will engage the guiding face at a
point between its ends and will be closed by a glancing blow, the extended sides
and the flanges or wings being arranged to abut against each other to prevent
the knuckles from being injured, substantially as described.
2. In a car coupling, the combination of a car, a stirrup depending from the
car, a draw-head supported by the stirrup and adapted to swing laterally and
having one side extended laterally at an angle to form a guide, a knuckle pivoted
to the other side of the draw-head, and a substantially rectangular brace con-
necting the extended side of the draw-head with the shank or draw-bar and
forming an opening to receive the adjacent side of the stirrup, substantially as
described.
3. In a car coupling, the combination of a car, a stirrup depending therefrom,
a draw-head supported by the stirrup and having one side extended laterally at
an angle to form a guide, a knuckle pivoted to the other side, and a substantially
horizontal brace connecting the outer portion of the extended side of the draw-
head with the shank or draw-bar and forming an opening for the adjacent side
of the stirrup, substantially as described.
4. In a car coupling, the combination of a car, a draw-head provided at one side
with a knuckle and having its other side extended to form a guide, a substantially
rectangular base connecting the extended side of the draw-head with the shank
or draw-bar and provided at its upper and lower faces with inner and outer
marginal flanges, a wing extending from the other side of the draw-head, and a
Hange or web arranged in rear of and supporting the wing, substantially as
described.
5. In a car coupling, the combination of a car, a draw-head mounted thereon
and capable of lateral vibration and longitudinal movement, a knuckle pivoted
to the draw-head, a latch for locking the knuckle in its closed position, a trans-
verse rod or shaft extending from one side of the car to the draw-bar or shank
of the draw-head, journaled at its outer end and loosely supported by the car, said
rod or shaft being capable of moving longitudinally and swinging laterally to
yield to the movements of the draw-head, and a weighted lever carried by the
rod or shaft and connected with the latch, substantially as described.
6. In a car coupling, the combination of a car, a draw-head mounted thereon
and capable of lateral vibration, a pivoted knuckle, a latch for locking the knuckle
in its closed position, a transverse rod or shaft journaled on the shank or draw-
bar and moving with the same, a weighted lever mounted on the rod or shaft and
consisting of a bell-crank body portion and an arm extending from one end of the
same, and connections between the arm and the latch, substantially as described.
7. In a car coupling, the combination of a car, a draw-head capable of vibration,
a pivoted knuckle, a latch, a vertical pivot connected with the latch, depending
from the draw-head and provided with a horizontal arm, a transverse rod or
shaft journaled on the shank or draw-bar of the draw-head and loosely connected
with the car, a lever mounted on the rod or shaft and consisting of a bell-crank
body portion provided at one end with a weight and at the other end with an.

page_text: arm, and a rod or bar connecting the arms of the pivot and the lever, substantially
as described.
Dated this 16th day of June 1800
e Applicant,
J. G. LORRAIN, M.I. Mech. E., M.I.E.E.,
Norfolk House, Norfolk Street, London, W.C.,
Chartered Patent Agent.