Improvements in Axles, Trucks, Couplings, and Draw Gear for Railway and Tramway Vehicles.
Year: 1893

page_text: Date of Application, 9th Aug., 1893-Accepted, 2nd Dec., 1893
COMPLETE SPECIFICATION.
Improvements in Axles, Trucks, Couplings, and Draw Gear for
Railway and Tramway Vehicles.
1, OTTO FLOHR, of 557 Masten Street, Buffalo, New York, United States of
America Mechanical Engineer, do 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 :-
My invention relates to an improvement in car couplings and means for attaching
them to cars.
Reliable information obtained from the headquarters of some of our largest
railroad lines shows that often from 60 to 70 per cent. of the cars standing idle for
repairs have been taken out of service on account of defects in some portion of the
draft gear, either couplings, sills, draft springs or attachments. Not the least of
the repairs of this character necessary has been from damage to the end sills of the
cars, and a prevalent cause of this damage resulted from the couplings which
instead of being constructed to clear the end sills when struck and compressed,
overlapped and hence abutted against them causing abrasion and fracture to the
sills struck and a jar to the car and its contents. To avoid this abrasion and
fracture of the wood sills which have generally been used metal plate facings have
been placed on the sills but this expedient has not been effectual in overcoming and
obviating the objections named.
The object of my invention is to improve on the type of couplings of this general
class by rendering them more positive and certain in their action, and by so con-
structing the parts that the resistance in coupling is reduced to a minimum. A
further object is to provide means whereby practically all of the concussion is
sustained by the trucks and the coupling prevented from coming in contact with
any rigid part of the car frame.
In the accompanying drawings,
Fig. 1 is a view in vertical section through a truck showing my improved coupling
attached thereto.
Fig. 2 is a view in plan of two couplers showing one in plan and the other in
section.
Fig. 3 is a view in elevation of one of the couplings, the casing or drawhead
thereof being in section.
Fig. 4 is a view on the line a-x, of Fig. 2.
Fig. 5 is a view of one of the coupling jaws.
Figs. 6 and 7 are views of the locking pin.
Fig. 8 is a view in side elevation of the coupling jaws.
a view
Fig. 9 is a horizontal section through a pair of draw. heads of slightly modified
construction the knuckle of one being open and the other closed. Fig. 10 is
in longitudinal section of same. Fig. 11 is a view in transverse section, and Fig. 12
is a view in detail.
Referring to Figure 1 A represents the truck and B, B, the wheels upon which
the truck is supported. C, C¹ is a fifth wheel comprising the upper and lower
sections C and C' respectively. The upper section C is provided with upturned
Banges which embrace sides of longitudinal sills 2 of the car frame and are bolted
or otherwise secured thereto. The lower face of this section C is rounded and
provided with an annular recess 3 for the ball bearings 4, 4. The lower section C¹
is enlarged and securely bolted or otherwise secured to the central timbers of the
truck, and from this centre the ends of C. C. extend laterally reaching entirely
across the truck and are fastened to the side timbers of the truck, so that abundant
securing surface is provided and the parts of this section are so far reaching, that

page_text: the section becomes like an integral part of the truck frame itself so that any
pressure or strain thrown upon it is thrown upon the truck proper. The upper face of
the central portion of section C¹ is dished out and rounded to receive the rounded face
of the upper section C, the two fitting each other neatly and this lower section C'is
furnished with an annular recess 5 corresponding in size and position with recess 3
and in this recess the bearings 4, 4, are held. The two recesses 3 and 5 are con-
centric with a central hole 6 through which the king bolt 7 which pivotally joins
the car frame and truck, passes. In this manner, the two parts are held securely
together and a perfect bearing is established. The ball bearings 4, 4, may be solid
or hollow but I prefer to have them hollow to make them as light as possible and
they are just as effective as solid bearings.
Projecting forwardly from the lower section C¹ and preferably integral therewith
is a yoke D. This yoke is hollow and at its forward end has a concaved or dish-
shaped formation d as shown. E is the draw head of the coupling. This also has
a dish-shaped or concaved section e at its inner end corresponding in shape with the
end d of the yoke, and can be formed integral with the draw-head, loosely mounted
thereon, or it may be held thereon by a set-screw or by other means as desired.
The draw-head has a hollow inner end and a tail bolt F passes loosely through
holes in the inner end of the draw-head and the outer end of the yoke and connects
the two together. Mounted on the tail-bolt and interposed between the convex or
dish-shaped sections of the yoke and draw-head are a pair of stiff spiral springs 8
and 9 concentrically arranged. The sections d and e form sockets for the ends of
the springs, prevent them from spreading or displacement and the tension of the
springs is sufficient to sustain all ordinary concussion due to the buffing of ears in
coupling. The tail bolt has a head on its outer end by which the bolt and
coupling are held together and at the inner end within the yoke the tail bolt is
preferably provided with a washer a rearward of which a pin is inserted to hold
the washer on and on the opposite side of this washer, or in other words between
the washer and the outer end of the yoke a stiff spring is mounted on the tail bolt
to ease the sudden strain and draft upon the car when draft is applied. This stiff
spring might of course be dispensed with or a rubber sleeve or buffer could be
substituted therefor if desired.
A plate of angle-iron 10 is secured to the centre of the end of the truck. This
projects inwardly toward the shoulder formed by the section e and is adapted to
form an abutment for the latter in the event the draw head is pulled out far enough
to strike it. A stop 11 depending from the draw-head is adapted to strike the
forward edge of the truck should the compression or impact be sufficient to force
the draw head, inward far enough. The angle iron being located opposite the
point where this projection would naturally strike prevents material damage at this
point. A plate 12 secured over the draw-head retains it against vertical
displacement.
The outer end of the truck-frame may be made longer than the other end so as
to project under the usual end platform, so as to bring the outer ends of the truck
approximately under the outer sills of the car frame.
In the construction shown in Figures 2 to 7 inclusive the draw head A is made
of cast metal preferably in one piece with its shank A' constructed to be attached
to the car by tail bolt or other means. The top and bottom walls of the shank
are preferably horizontal and the front or coupling head A2 is enlarged vertically
and ribbed if desired to give it additional strength to withstand the rough usage
to which all couplers are subjected. The side wall of the head A' is curved as
shown, and ribbed at c' externally to increase its strength while the wall d is curved
and provided with bearings d¹ for the reception of pine which latter carries the
coupling jaw E.
This jaw E consists of a locking arm and a coupling arm 1 arranged
approximately at right angles as shown, the coupling arm being somewhat
shorter than the locking arm and provided with a slotted end for the reception of
an ordinary coupling link, and with a pin hole f³ for the passage of a coupling pin.

page_text: The coupling arm, and outer faces of the throat of the coupling head A' are so
constructed to engage and receive the corresponding parts of vertical plane couplers
now in use, or those constructed on the standard lines, and hence there is no
necessity for describing the contour of these parts minutely.
The hub of the jaw E rests between the bearings of head A' and being
shorter than the space between the bearings d¹ has a limited vertical movement as
will be hereinafter fully described. The jaw E is mounted on the pin e and is free
when unlocked to make a quarter turn. The locking arm ƒ of the jaw E is
curved on its rear face as shown at f³ so as to conform to the shape of the wall e³
of the head A. By this construction when the jaw is in its locked position as
shown in Figure 2 it has bearings throughout its entire length against said wall e².
The hub of jaw E is provided with an inclined slot G adapted to receive a
projection G integral with or rigidly secured to the head A³ of the coupler.
When the jaw is in its closed position the projection G' rests in the lower end of
the slot G and the jaw E in its elevated position or in other words the act of
turning the jaw to its closed position, causes the jaw to move vertically by reason
of the engagement of the projection G' with the inclined slot G of the hub ft.
From the foregoing it will be seen that as soon as the locking arm is released,
the weight of the jaw E falls on the projection G₁ causes the jaw to swing to an
open position and remain open until again forcibly closed by hand or by contact
with another coupler.
The locking arm f is rounded or curved at its rear outer end as shown at g, and
is bevelled at its front outer end as shown at h. The locking pin I with which
this arm engages is shown clearly in Figures 6 and 7. This pin I, passes through
the coupling from the top, and being angular in cross section is prevented from
turning. The opening for the passage of the pin, as clearly shown in Figure 3
is slightly larger than the pin so that the latter can move freely and is provided
with a cap i which latter is designed to exclude dust and dirt from the interior of
the head. The body of the pin is as before stated angular in cross section while
the lower section thereof can be round or any other shape desired. This section i¹
passes through the bottom of the head and is locked against withdrawal by the
pin. The lower edge of the body of the pin is curved as shown at Figure 7,
while the side of the body adjacent to the lower edge of the curved section is
inclined as at outwardly and upwardly from the lowest point of the curved
portion a distance equal to the thickness of the locking arm f. This inclined
face is engaged by the inclined face h of the locking arm when the latter is in
its locked position, and holds the locking arm in position and prevents any move-
ment whatsoever. The pin normally rests in its depressed position and when the
coupling jaw is turned by contact with another coupler or by hand, the curved
section thereof engages the curved under face of the forwardly projecting
portion of the pin and raises same. By making. the surfaces g and i* curved there
is but a limited contact between said parts and hence but slight friction to over-
come. The locking arm or the curved section g thereof passes under the curved
portion of the pin, and after the former has passed the latter, the pin falls, thus
bringing the inclined face j of the pin in contact with the inclined face of the
locking arm. The weight of the pin resting on the inclined face of the locking
arm holds the latter rigidly in position, and consequently prevents undue wear of
the arm and pin e.
very
is
The strain of the inclined face h of the locking arm f against the inclined face j
of the pin tends to elevate the pin and hence when it is necessary to uncouple for
little power
any purpose while train is in motion or standing still, but
required to elevate the pin and release the locking arm.
This coupling is composed of but two movable parts and hence the liability to
damage is reduced to a minimum.
In the construction disclosed in Figures 9 to 12 inclusive A A are the draw
heads. These are of the Janney type and being similar in every detail only one
will be described. On one of the horns of the drawhead the knuckle 1 is hinged

page_text: as shown by means of bolt or pin 2. This knuckle has the general shape common
to knuckles of the Janney type and further it is provided on its lower surface
with a bevel face 3 at a point adjacent to the hub and concentric with the pivotal
support thereof.
A corresponding circular spiral way 4 is formed on the floor of the drawhead
at a point preferably within an eighth of an inch from the knuckle hub and upon
this spiral way the bevel face is adapted to turn as a bearing. The object of this
construction is obvious. By means of the bevel face and the spiral way the knuckle
automatically swings open as a result of its own gravity when not held in a closed
position by the pin or other means, it resting when in its closed position' at the
highest position on the spiral way from which it naturally and necessarily descends
the moment it is released.
B is the locking pin, the general shape of which appears in Fig. 10 the pin
preferably being larger at the upper end than at the lower end, and the length
being sufficient to admit of a full vertical bearing throughout the height of the
drawhead thus reducing all risk of bending or distorting the lock or in any way
disabling the coupling.
The holes 5 and 6 in which the locking pin operates conform to the shape of
the pin and in that way prevent its turning. The locking pin is so constructed
that it rises automatically to allow the arm of the knuckle to raise it and to this
end, the lower end of the enlarged portion is inclined as at 8 and the arm 9 of the
knuckle is tapered as at 10 to engage this inclined face 8 in turning whereby to
force the locking pin up until the arm 9 swings by and clears it. Then the pin by
its own weight drops down into the position shown in Fig. 11 and wedges itself
between the beveled outer end 12 of arm 9 and the adjacent wall of the draw head.
In this manner the knuckle is securely locked.
To unlock the coupling, it is simply necessary to raise the locking pin. The
knuckle will then swing open or into the position shown in the left hand portion
of Fig. 9 just as soon as the cars move apart sufficiently to allow it to swing open.
The locking pin may be raised in any convenient manner from the side of the
car, from the top or in any other manner, and as I construct my locking pin, the
mechanism for raising the pin could be connected with the upper or lower end of
the pin and for this reason I have shown a hole in each end as in Fig. 10.
In order to prevent the knuckle from swinging open too far, a stop 15 is
provided upon the outer face of the drawhead in position to be struck by a pro-
jection on the knuckle.
Having now particularly described and ascertained the nature of my said inven-
tion, and in what manner the same is to be performed, I declare that what I
claim is:
1. The combination with a car truck, and fifth. wheel having a forwardly
projecting yoke, of a draw-head, means for connecting the yoke and draw-head and
means for holding said draw-head and yoke yieldingly apart, substantially as set
forth.
2. The combination with a car frame and truck, of a fifth wheel comprising two
sections one secured to the car frame and the other to the truck, the truck section
extending approximately from one side of the truck to the other and having a yoke
projecting forwardly therefrom, substantially as set forth.
3. The combination with a car frame and truck, of a fifth wheel comprising two
sections, one secured to the car frame and the other to the truck, the truck section
reaching approximately from one side of the truck frame to the other and a
means projecting outwardly from this section, to sustain the inward pressure upon
the draw-head of a coupling, substantially as set forth.
4. The combination with a car truck, of a casting extending from one side
thereof to the other, and a yoke integral therewith and projecting forwardly
therefrom, of a draw-head connected with the yoke and spring interposed between
the yoke and draw-head, substantially as set forth.

page_text: 5. The combination with a car truck, of a casting reaching approximately
across the truck, and secured thereto, said casting having a forwardly projecting
yoke, a draw head having a tail bolt passing loosely through the yoke, a spring
interposed between the yoke and draw-head, and a spring mounted on the rear
end of the tail bolt rearward of the outer end of the yoke, substantially as set
forth.
6. The combination with a car truck, a yoke secured thereon and provided with
a concaved or dish shaped outer end, of a draw-head provided with a dish shaped
inner end, a tail bolt loosely connecting the yoke and draw-head, and spring
mounted on the bolt between the dish shaped ends of the yoke and draw-head,
substantially as set forth.
7. The combination with a car truck, and a yoke or similar device secured
thereon, of drawhead connected with the yoke, an angle iron secured at the outer
end of the truck and projecting inward for the abutment of the draw-head when
pulled outward sufficiently and a projection on the draw-head adapted to strike
opposite this angle iron plate when forced inward sufficiently, substantially as set
forth.
8. In a car coupling the combination with a draw head having a projection
thereon, of a coupling jaw having an inclined slot within which said projection
rests and means for locking the jaw in its closed position.
9. In a car coupling the combination with a draw head having a projection
thereon, of a coupling jaw pivoted to the head and having an inclined slot in its
hub adapted to receive the projection on the head, and means for locking the jaw
in its closed position.
10. The combination with a draw head and a coupling jaw consisting of a
coupling arm and a locking arm, the latter having a curved face and an inclined
face, of a locking pin having a curved surface adapted to be engaged by the
curved face of the locking arm as the latter is moved to its closed position and
with an inclined face adapted to rest in contact with the inclined face of the locking
arm when the latter is in its closed position.
L
11. The combination with a draw head having a projection and a coupling jaw
having a slot, a curved face and an inclined face, of a coupling pin having
curved section adapted to be engaged by the curved section of the locking jaw,
and an inclined section adapted to engage the inclined section of the locking jaw.
12. The combination with a draw-head having a spiral way on its floor, and a
knuckle hinged to the draw head, said knuckle having a tapering end and a bevel
portion formed at one side of the tapering end, of a sliding locking pin having an
inclining surface beneath which the tapering end of the knuckle engages in
raising the pin and provided with a beveled side adapted to engage the beveled
side of the knuckle, whereby the knuckle is locked, substantially as set forth.
13. The combination with a draw-head having a spiral way on its floor, and a
knuckle hinged to the draw-head, said knuckle provided with a bevel face on its
lower surface adapted to bear on the spiral way and tapering at its outer end, of a
sliding locking-pin having an inclining portion adapted to be engaged by the
tapering end of the knuckle whereby the pin is raised and the pin constructed to
drop into the space between the knuckle and the wall of the draw-head when the
knuckle is closed, substantially as set forth.
14. The combination with a draw-head and a knuckle hinged thereto said
knuckle provided with a tapering outer end, of a locking pin provided with a
beveled portion adapted to be struck by the tapering outer end of the knuckle
whereby it is raised, the outer end of the knuckle also beveled and the locking pin
constructed to form a wedge between this portion of the knuckle and the wall of
the draw head, substantially as set forth.
15. The combination with a draw head having a spiral way on its floor and a
knuckle hinged to the draw head, said knuckle provided with a bevel face on its
lower surface adapted to bear on the spiral way and tapering at its outer end, of
a sliding locking pin having an inclining portion adapted to be engaged by the

page_text: tapering end of the knuckle whereby the pin is raised, and the pin constructed to
drop into and fill the space between the knuckle and the wall of the draw head
when the knuckle is closed and a stop for preventing the knuckle from swinging
open beyond a certain point, substantially as set forth.
Dated this 9th day of August 1893.
R. HADDAN,
Herbert Haddan & Co.,
18, Buckingham Street, Strand, London, Agent for Applicant.