Year: 1886

page_text: I, HERBERT JOHN HADDAN, of 67 Strand, in the County of Middlesex, Civil
Engineer, do hereby declare the nature of this invention, a communication to me
from abroad by Robert Powell Thomas Mastin and John Mastin all of Kansas City,
in the County of Jackson and State of Missouri, United States Gentlemen, and
in what manner the same is to be performed, to be particularly described and
ascertained in and by the following statement:—
This invention relates to that class of car-couplings, in which the shackle is
automatically locked by the arms of a rotary wheel arranged within the draw-head;
and it consists in certain novel means, whereby the elevation of the locking-bolt
and its retention when elevated and disengaged from the arms of the wheel may
be accomplished and also the elevation of the outer end of the shackle in a more
expeditious and simple manner, dispensing with openings in the draw-head which
would admit snow and water, and affording a reliable coupler under all conditions
and in all places. And it further consists in the means, whereby in the event of
accidental breakage of the draw-bar or the separation of the draw-bar from the
car, the connecting bar will automatically disengage itself from the lever perma-
nently attached to the car, thereby preventing destruction of the lever on the car
and the attachments to the draw-head.
In the drawings:
Fig. 1 is a perspective view of the end portion of a car and of the coupling and
uncoupling devices applied thereto.
Figs. 2. 3 and 4 are longitudinal sectional views through the draw-head, showing
the relative position of the operating parts.
Fig. 5 shows a front and rear elevation of the catch-bolt.
Fig. 6 shows a side and end view of the cam.
Fig. 7 shows a side and end view of the transverse lever, which passes through
the draw-head, and showing also key for operating the cam.
Fig. 8 shows a side and bottom view of the detachable connecting-bar.
Fig. 9 shows an end view of the forked end of the connecting bar and showing
also a portion of the operating lever on the car and the-pin engaging with the slot.

page_text: Fig. 10 is a view of the friction spring attached to the timber, which supports
the draw-bar.
A. represents the end portion of a car. D is the draw head, attached to the end
of the car in the ordinary way. The said draw-head D is constructed with a
vertical longitudinal slot D¹ extending through the lower central portion of said
draw-head and is made of the proper width to receive the armed wheel EI and
permit its free rotation therein. The said wheel H is retained in the draw-head by
and rotates upon the bolt h, which bolt passes transversely through the draw-head
and through the wheel H a suitable distance below the centre of said draw-head
to permit in the rotation of the wheel H the arms of said wheel to be automatically
engaged by the catch-bolt E. The said wheel H is provided with a number of
arms h which are placed eccentrically upon the axis of said wheel and the portions
of the arms h which in rotation are brought opposite the opening d³ in the draw
head, are provided with the cam-projections /*.
The curved end of each arm h³, which come in contact with the catch-bolt E
I make curved or rounded at h¹ to enable cam F to engage with and slide past the
curved end and thereby force backward and downward said ends of arms. The
opposite portion of the ends of said arms h* are curved in a greater degree to
permit said arms to more easily elevate the catch-bolt E. A suitable fulcrum is
formed in the bottom of the throat of the draw-head by the rear and opposite
inclination of the bottom of the said throat in the draw-head as shown in dotted
lines. Near the outer portion of the draw-head D and near the end thereof and
extending a suitable distance into the throat or opening d³ is a vertical slot d
which receives the catch-bolt E. The sides of the opening or. vertical slot d are
made to extend laterally over the sides of the catch-bolt E so as to form a groove
to guide said catch-bolt. The said catch-bolt E is provided with a shoulder e
restricting its extension beyond a certain point in the draw-head or so far within
the longitudinal opening d³ as to lock one of the arms of the wheel E. Catch
bolt E is made with a groove e¹ which extends a suitable distance in the side of
said bolt and the requisite distance longitudinally to permit the action of the cam F
and terminates at its upper end in a shoulder ca. The lower end of the groove e³ is
inclined outwardly at e, affording room for the downward play of the cam F.
I then make transversely through the upper portion of the draw-head in rear of
the catch-bolt E and nearly in a vertical line with the bolt h which supports the
wheel H in draw-head a perforation d and connected with and extending a
slight distance below said perforation a key-seat d². Through the transverse
perforation I then insert a lever G, the outer end of which lever is bent
át right angles on the outside of the draw-head and terminates in an arm g,
which arın is bent outwardly in a horizontal direction. Upon the portion of
the lever G which extends through the draw-head and is opposite the opening G'
in the upper portion of the draw-head I form a 'fixed key g². I then form
the cam F with a transverse perforation of a suitable size to receive the
lever G and extending from one side of the perforation in said cam in the same
transverse relation is a key-seat f³ of the proper dimensions to receive the
key g² on said lever G. The said cam F is made of sufficient length to enter
the groove e¹ of the catch-bolt E and beneath the shoulders e³ of said catch-
bolt, which bolt E, when inserted in the vertical slot d of the draw-head, is directly
opposite the cam F. The lower portion of the cam F is provided with a curved
extension f³ of a sufficient length to engage with the curved outer end ¹ of one
of the arms of the wheel H. Between the curved extension f³ and the opposito or
upper portion of the cam extending into the groove e' of the bolt E I make in the
end portion of said cam a transverse rebate f' which rebate, when the bolt E is
acted upon by one of the arms of the wheel H permits said bolt to be elevated and
fall by its own weight to its normal or locking position without disturbing the
cam F or any of the attachments. The upper portion of the draw-head I) is
provided with an interior longitudinal space or opening D and of a sufficient width
to admit the can: F and permit its free movement therein. Connected to tho

page_text: arm g on the outside of the draw head is a detachable connecting-bar I, which is
provided with an eye i at one end, and which eye is fitted on the said arm g'and
secured from removal by the split key g¹. The connecting bar I extends down-
wardly a suitable distance and is then bent at right angles towards the car and the
end of said bar opposite to that provided with the eye i, is made with a forked
extremity The lower portion of the forked end of the bar I is provided with
a longitudinal slot i³. I then make a rod or lever K of a sufficient length to
extend the width of and transversely beneath the car A. The ends of said rod K.
are bent upwardly at each side of the car and midway beneath the draw-head. D
the said rod K is given a U shape in order to avoid the timbers of the car and to
form a lever, the said rod K being loosely mounted in the journal-boxes k, which
journal boxes are suitably fastened to and beneath the bottom of the car A. The
forked ends of the connecting-bar I are made to pass over the U-shaped
portion of the rod K and at the point upon the said rod K, whereon said forked end
rests a pin ³, is formed upon the under side of said rod or lever, which pin enters
a slot 3 of said portion of the forked end of said bar and secures said connecting
bar removably to the end of the U shaped portion of the rod or lever K.
In the operation of the improved coupling and uncoupling devices, when it is
desired to uncouple or release the shackle, the arm k of the rod or lever K is
thrown backward from the end of the car as shown in Fig. 4 and marked 3. This
result throws the lower or U shaped portion of the rod or lever K forward, and
also the connecting bar I in the same direction, which bar acts upon and also
throws forward the lower end of the transverse lever in the draw-head upon which
the cam is keyed.
The end of the cam by this movement is elevated against the shoulder in the
groove of the catch-bolt, thereby elevating said bolt and causing the release of the
arm of the rotating wheel, held by said bolt in the draw-head; thereby permitting
the said wheel to rotate and at once to release the shackle M and permit a shackle
from an opposite draw-head to enter without coupling. When the rod or lever K
is thrown into the described position as indicated in Fig. 4 and marked 3, it is
automatically held from returning to a normal position by its own gravity by
spring c attached to the timbers' supporting the draw-bar and projecting a
sufficient distance to enable the U shaped portion of the rod or lever to come in
frictional contact with the said spring and thereby holding the coupling device in
an uncoupled position and prevent coupling when not desired.
Upon releasing the rod K from contact with the spring c¹ attached to the
timbers of the car, the bolt E falls by its own weight and the lower end of said
bolt extends within the opening d³ a suitable distance in the path and in front of
one of the arms h of the wheel H in the draw-head. A shackle when introduced
in opening d³ will then meet one of the arms of wheel H carrying said arm in rear
and elevating a following arm, which being elevated, comes in contact with the
lower end of bolt E and raises the same. The said bolt E falling by its own
gravity in front of the said following arm and the coupling effected thereby.
When the shackle from an opposite draw-head comes in contact with one of the
arms of the wheel and throws up the catch bolt E, the said bolt is prevented from
being thrown out of the draw head by means of the curved extension of the cain F
which impinges on the lower end of the said catch-bolt, the said cam F being
retained in its normal position by the weight of the lever G. When it is desired to
elevate the outer end of the shackle M, the arm k of the rod or lever K is thrown
in the direction of the draw-head D as shown in Fig. 2 and marked 2, which action
the U shaped portion of the rod or lever K backward and also the connecting bar I
and the arm of the lever G in the same direction and depresses the end of cam F
downward and backward and in this movement engages with the curved outer end
of the perpendicular arm upon which the shackle is locked, throwing said arm
rearward and downward, thereby depressing the rear end of shackle and causing
the elevation of the outer end of said shackle. The shackle M is readily thrown
out of the draw-head by suddenly throwing the levers into an uncoupled position..

page_text: In the event that the draw bar should, from accident, be forcibly removed from the
car, the release of the connecting bar from the rod or lever K on the car is
accomplished by the separation of the draw bar from the car, this act drawing the
U shaped portion of the rod or lever K farther outwardly and upwardly than when
in its proper working relation, thereby the pin which operates in slot i³ is lifted
out and the connecting bar automatically releases itself from the rod or lever upon
the car, thereby preventing breakage of the levors attached to the said car.
The cam F is inserted through the opening d³ in the draw-head. The lever G
is inserted through the perforation in the draw-bar and also through the cam F,
and when said lever is brought to its proper working position or relation with the
connecting bar, the said lever and cam are automatically locked within and to
the draw bar, the said fixed key being rotated away from key seat in the
draw-head.
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.combination with the draw-head of a car an automatic coupling device
consisting of a wheel and arms arranged eccentrically upon the axis of the wheel
and to each other and adapted to rotate upon suitable bearing in the draw-head for
the purpose described.
2.) In combination with the draw-head of a car provided with a vertical
longitudinal slot and a wheel adapted to rotate upon suitable bearings within said
slot, the arms arranged eccentrically upon the axis of the wheel and to each other
and provided with cam projections as and for the purpose described.
3.) The combination, with a draw-head of a car provided with a rotary coupling
device having arms so arranged within the draw-head, that they will engage with
and lock the shackle and a vertical slot in said draw-head of a catch-bolt having
a suitable longitudinal groove a lever a transverse perforation through the draw-
head in rear of said catch-bolt adapted to receive said lever and a cam keyed upon
said lever and arranged in a suitable opening in the draw-head and adapted to
operate as shown and described.
4.) The combination with the draw-head provided with a rotary coupling device
having arms adapted to engage with and lock the shackle and a vertical slot in
Baid draw-head of a catch-bolt having a suitable longitudinal groove, a lever, a
transverse perforation through the draw-head in rear of said catch-bolt adapted to
receive said lever, and a cam keyed upon said lever and arranged in a suitable
opening in the draw head, and a curved extension of said cam adapted to engage
with and depress an arm of said wheel as shown and described.
5.) In combination with the draw-head provided with a rotary coupling device,
having arms adapted to engage with and lock the shackle and a vertical slot in
said draw head in said catch bolt having a suitable longitudinal groove, a lever, a
transverse perforation through the draw-head in rear of said catch-bolt adapted to
receive said lever and a cam consisting of a curved extension keyed upon said lever
within the draw head and adapted to operate as shown and described.
6.) The combination with the draw head provided with a vertical slot therein of
a catch-bolt having a suitable groove and a lever extending through a suitable
opening in the draw-head and a cam provided with a curved extension keyed upon
said lever and a rotary coupling device arranged in a suitable opening in the draw-
head, and having arms adapted to engage with and lock the shackle and provided
with curved outer ends for the purpose specified.
7.) In combination with the draw head of a car provided with a rotary coupling
device, having arms adapted to engage with and lock the shackle and a lever for
operating said device and a transverse rod or lever upon and extending beneath
the car, and a connecting bar attached to said rod or lever on the car and to said
coupling device upon the draw head and adapted to automatically release itself
from said levers as herein described, for the purpose specified.
.J

page_text: 8.) In combination with a vertical catch-bolt in the draw-head and a transverse
lever connected with said bolt, a connecting bar, pivotally attached at one end to
said lever and provided with an opposite forked end and arranged to operate as
shown and described.
9.) In combination with a vertical catch-bolt, in the draw head and a transverse
lever; connected with said bolt a connecting bar pivotally attached at one end to
the said lever and provided with an opposite forked end and a slot in said forked
end and a transverse lever upon and extending beneath the car and a pin upon said
lever adapted to engage with the slot in said connecting-bar as described.
10.) In combination with a transverse lever arranged upon the car and provided
with a bent portion beneath the coupling devices of a spring having one end
attached to the car near the coupling devices and the opposite end engaging with
the said bent portion of said transverse lever as herein shown and described.
2000