Improvements in Car Couplers.
Year: 1891

page_text: Date claimed for Patent under Sect. 103 Of Act,
being date of first Foreign Application (in 25th Sept., 1890
Canada),
Date of Application (in United Kingdom), 16th Apr., 1891
Complete Specification Left, 16th Apr., 1891-Accepted, 16th May, 1891
Canada),
Date of Application (in United Kingdom), 16th Apr., 1891
Complete Specification Left, 16th Apr., 1891-Accepted, 16th May, 1891
COMPLETE SPECIFICATION.
Improvements in Car Couplers.
I, THOMAS HERMAN WALSH, of the City of Montreal, in the District of
Montreal and Province of Quebec, Dominion of Canada, Insurance Agent, 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 :-
or
This invention has for its object to combine the features of the "Miller "
vertical-plane-hook couplers and the ordinary link and pin couplings with a hori-
zontal-plane-hook coupling provided with guards against lateral uncoupling so that
passenger and freight cars, with my coupler, can with equal facility be coupled
together, with the Miller or vertical plane type, couplers or any link or pin coupling,
and perfect buffing with strength and security be attained.
It consists essentially of a hollow or slotted drawbar proper having a pointed or
hooked head on a horizontal plane and side guards and an auxiliary drawbar fitted
to slide forward and backward in such drawbar proper, the auxiliary drawbar having
a head embracing the features of the ordinary link and pin drawbars as well as those
of the "Miller "type, and the whole operating together to effect a coupling under
any circumstances, and when coupled adapting themselves to any movement of the
cars with the greatest possible ease and elasticity but with the requisite rigidity.
For full comprehension however of the invention reference must be had to the
annexed drawings in which
Figure 1 is a side elevation of a coupling effected by two of the drawbars proper
assisted by one of the auxiliary bars;
Fig. 2 a bottom view of same;
Fig. 3 a face view of a single coupler formed by a drawbar proper and an
auxiliary bar applied to a passenger car platform, lever mechanism for uncoupling
being also shown;
Fig. 4 is a bottom view showing the coupling of a drawbar of the "Miller" type
with the auxiliary bar of my coupler;
Fig. 5 a part side elevation and section shewing the coupling of an ordinary link
and pin drawbar with the auxiliary bar of my coupler; and
Fig. 6a face view of a single coupler similar to that shewn in Fig. 3, but applied
to a freight car, the lever mechanism for uncoupling being shewn also.
Like symbols indicate corresponding parts:
A is the drawbar proper, having a neck portion A'; a head A', which has hooked
upper and lower sides A'A', and a cavity A' open, and extending along the
bottom from a point about the middle of the neck A¹ back for about two thirds of
the length of the drawbar. Looking at this drawbar A from the underside as in
Figs. 2 and 4 enlargements A* A* in the width of the cavity A* and on cach side of
the same, will be seen and between these enlargements and the neck portion A¹ are
formed, also on each side of the cavity, guards A'A' providing buffing shoulders
which, seen in side clevation as in Figs. 3, 5 and 6, extend down below the main

page_text: bottom line of the drawbar the faces of such shoulders presenting bevelled portions
a² a leading into surfaces a³ a square with the axis of the drawbar.
B is the auxiliary drawbar having a neck portion B'; a head B' which is hooked
on each of its sides B B'; shoulders B B, also on each side at the base of the
neck; a hook or bevelled projection B on the upper side of the neck portion B',
and a projection B' on the underside of the shank portion of the bar.
The cavity A in the drawbar A. is sufficiently deep and long to receive the whole
of the auxiliary drawbar B with the exception of the projection B' and the head B
as shown by dotted lines in Fig. 1, the spaces formed by the enlargements A°A°
accommodating the shoulders BB as shewn in Fig. 2.
The auxiliary drawbar B is connected with the drawbar A by means of a steel
pin C fixed in the drawbar B and projecting from each side near its rear end into a
curved slot C in each side of the drawbar A and it is thus capable of a sliding
movement back and forth as will now he explained, in connection with the operation
of the coupler as a whole.
D is the usual sling or support for the drawbar hung from the timbers of the car
in the ordinary way and when two cars provided with my couplers are to be coupled,
the operation will be as follows, special reference being had to Figs. 1 and 2. In
this case the coupling is effected by means of the two heads A', which hook
together on a horizontal plane, assisted by one of the auxiliary bars B. The
position of the parts previous to coming together would be as shewn by the left
hand coupler in Fig. 1 the auxiliary bars being within the drawbars proper so that
the steel pins C are at the rear ends of the curved slots C and the projections B'
back of the slings D. On coming together either one of the heads A² strikes
between the underside of the opposite head and the auxiliary bar and forces such
opposite head upward (the steel pin C forming a pivot point for the auxiliary bar)
as shown in Fig. 1, thus locating itself in between the two so that supposing the
right hand coupler should rise bodily from any cause it would be impossible for the
left hand hooked end (which is the one inserted in this case) to become disengaged
as the head of the right hand auxiliary drawbar would still support it, and as
regards lateral movement Fig. 2 shews how the guards A7 A7 effectively prevent
any disconnection that way. In the coupling just described which is that of two
passenger cars the buffing is effected in the ordinary way between buffers in the ends
of the platform and when it is the coupling of two freight cars the buffing takes
place between the noses of the heads A and the shoulder surfaces a³ a².
uncouple, it is necessary to raise the end A3 (the right hand one in this case) which
is uppermost so as to free the hooks and this can be done by any ordinary lever
mechanism such as E, shown in Figs. 3 and 6, the other lever F being used in the
event of a coupling between a drawbar of the "Miller " type and one of my
auxiliary bars as will now be described with special reference to Fig. 4.
To
The hooked sides 13 13 of the auxiliary drawbar heads are virtually the same
as the hooked side of a Miller drawbar head including the bevelled shape and to
effect a coupling it is necessary first to raise the drawbar proper A till the
shoulders 13 13 are free to slip along beneath the bottom of the guards A' A' then
to draw the auxiliary bar forward over the sling D (the bevelling on the forward
face of the projection B', facilitating this) to the position of the parts shown in
Fig. 5 (which position is after the drawbar A has been lowered again) so that the
hooked projection 13 on the upper side of the neck of the auxiliary bar will be
engaged with the lower hook of the end A² of the main bar and the shoulders B³ B³
be in front of and in contact with the buffing faces a³ ³ of the guards A' A' and
the bolt (be located at the forward ends of the slots C¹.
The auxiliary bars are in each case normally below the usual level of the
ordinary draw heads and for this reason the projection 137 is used whereby upon
drawing the auxiliary bar forward it will slip upwards and rest upon the sling D,
as shewn in Fig. 5, and thus the drawbar proper A is prevented from dropping to
its original level which is assumed for the time being by the auxiliary bar. The

page_text: parts being located as just described a Miller coupler can in the usual manner be
coupled with either side of the auxiliary drawbar head and uncoupled therefrom
by the lever F in the same way as the Miller, and (on referring to Fig. 5) it will
be seen by the relative position of the auxiliary bar and the points of contact
between its pin C and hook B and the ends of the slots C¹ and the lower hook A¹
of the main bar that the line of traction will be identical in both couplers and a
normal pressure on the sling D.
A coupling with the ordinary link and pin drawhead is effected by the use of my
auxiliary bar as shown in Fig. 5 this being in the same position as for coupling
with the Miller drawhead, the buffing taking place between the shoulders B' B³
and the faces a a' of the guards A' A
The usual springs indicated at P will be arranged in the ordinary way to exert a
pressure tending to return the parts to their normal position and extra link
recesses G and pin holes G¹ may be provided in the noses of the heads A' to
effect a link and pin coupling without bringing the auxiliary bar into position.
If desired, an additiona! means of connecting the auxiliary bar to the main bar
can be used in the form of a pin passed horizontally through both as shown at H
Figs. 4 and 5.
Any of the well known devices for retaining the levers in place while holding the
drawbars A in open position can be applied and in Fig. 6 a transverse shaft E' is
shown, in addition to the lever E, to allow of raising the head A' from the sides of
freight cars but these of course form no part of my invention.
If desired, any ordinary lever action can be adopted to be used from the sides of
freight or platform of passenger cars for moving the auxiliary bars backward or
forward.
Having now particularly described and ascertained the nature of this inven-
tion and in what manner the same is to be performed, I claim :
.
1. A drawbar for coupling cars, having a head hooked on a horizontal plane and
downwardly projecting side guards, for the purpose set forth.
2. A drawbar for coupling cars, having a head hooked on a horizontal plane,
and downwardly projecting side guards containing buffing faces as set forth.
3. In a car coupler, the combination with a main recessed drawbar having a
head hooked on a horizontal plane, of an auxiliary drawbar arranged within said
main drawbar, and means for holding same together, as set forth..
4. In a car coupler, the combination with a main recessed drawbar having a
head hooked on a horizontal plane, of an auxiliary drawbar arranged to slide
within said main drawbar and having a head hooked in a vertical plane, and means
for holding such drawbars together, as set forth.
5. In a car coupler, the combination with a main recessel drawbar having a
head hooked on a horizontal plane,-of an auxiliary drawbar arranged to slide
within said main drawbar and having a chambered head with pin hole, and means
for holding such drawbars together, as set forth.
6. In a car coupler the combination with a main recessed drawbar having a
head hooked on a horizontal plane, of an auxiliary drawbar arranged to slide
within said main drawbar and having a hooked projection on its upper side adapted
to engage with the hooked lower side of said main drawbar, and means for holding
such drawbars together, as set forth.
7. In a car coupler, the combination with a main recessed drawbar having a
head hooked on a horizontal plane,-of an auxiliary drawbar arranged to slide
within said main drawbar and having a bevelled projection on its underside adapted
to slide over and rest on the usual supporting sling, and means for controlling the
movement of such auxiliary bar, as set forth.
8. In a car coupler, the combination with a main drawbar having a head hooked
on a horizontal plane and buffing shoulders and a cavity open, and extending, along
its bottom for about two thirds the length of the drawbar back from such buffing

page_text: shoulders and having enlargements on each side,-of an auxiliary drawbar arranged
to slide within such cavity and having a locking head and buffing shoulders and
pin projections working in slots in the sides of said main bar, as set forth.
Dated this 16th day of April 1891.
ABEL & IMRAY,
Agents for the Applicant.