Car-Couplers
Year: 1885

page_text: I ALFRED JULIUS BOULT of 323 High Holborn, in the County of Middlesex,
Engineer do hereby declare the nature of this invention (a communication from
Jaines R. Avery, of Louisville, Kentucky, United States, Merchant) 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 Car-Couplers.
The objects of this invention are first, to provide a coupler by which the jar and
strain in coupling and draft will be lessened and distributed throughout the train,
and to relieve the car from draft-strain or concussion; second, to provide means
whereby the coupling of cars will be automatic and with little or no danger to
human life, and limb or property; said means embracing devices for uncoupling;
third, to provide a coupler-head which will hold the link in such position that the
coupling will be rendered certain; fourth, to construct a coupler which will be of
small cost, perfect in its operation, and while light in weight, of great strength and
durability.
The invention consists principally, in a car-coupler comprising a coupler-frame, a
cross-bar pivoted therein, a draw-bar with a link-receiving coupler-head sliding
longitudinally upon the front end thereof, the said draw-bar passing through the
cross-bar pivoted in a coupler-frame, and springs interposed between the coupler-
head and cross-bar and between the cross-bar and a nut or other abutment upon
the rear end of the draw-bar, whereby push or draft upon the coupler-head meets
with a yielding resistance.
The invention further consists in the combination with mechanism just described,
of rods or bars extending the entire length of the car and connected with the
pivotal cross-bar, mounted in the coupler-frame at each end of the car, forming the
cross-bar into a single abutment whereby concussion and draft-strain are distributed
throughout the train, the said rods or bars forming the coupling mechanism in the
train into a continuous.elastic or resilient connection.
The invention consists further in a peculiar form of link-cavity, which, when
the link is in place therein, will permit only the movement of the outer end of said
link within a space: corresponding with, and having radii equal to those of the
.

page_text: opening, the rear wall of said cavity being provided with an additional cavity into
which the inner end of the link may be placed to hold the link elevated.
The invention consists further in means for coupling automatically by the move-
ment of the coupler-head upon the draw-bar releasing a weighted lever, carrying
the coupling-pin, and so moving the same into the coupler-head.
The invention also consists in certain details of construction, all of which together
with those above stated will be hereinafter fully described.
In the accompanying drawings forming part of this specification like letters of
reference indicate corresponding parts in the several figures.
Figure 1 is a view, in side elevation, of one end of a railroad car provided with
this improved coupler.
Figure 2 is a vertical longitudinal section of the coupler on a larger scale.
Figure 2 is a detailed view of the key at the end of the draw-bar.
Figure 3 illustrates in vertical longitudinal section also on larger scale, a coupler
including springs as shown in figure 1.
Figure 4 illustrates in plan view and horizontal section, two ways in which the
couplers at each end of a car may be united.
Figures 5 and 6 illustrate the coupling-pin setting wheel, and a peculiar form of
crank for turning and locking said wheel.
The letter A designates what I will term the coupler-frame, which is constructed
to fit upon cross-beam B on the under side of the end of the car. This frame has
depending bearings a and a cross-piece a¹.
Between the loops extends a cross-bar O having projecting ends or journals c
extending through the depending loops in which the said journals may turn
permitting a similar movement of the cross-bar.
A draw-bar D is fitted at its front end with a head d, and is screw-threaded and
provided with a slot or hole at its rear end. A washer or nut d' is fitted upon said
screw-threaded end and holds a pin or key d³ in place in the slot.
In order that the pin or key d³ may be held from longitudinal movement in its
slot, it is provided with a notch in one edge of a length a little more than equal to
the diameter of the screw, so that when the key or pin d³ is placed in the slot, the
notch will engage the end-wall of the slot when the nut is screwed up against the
other side or edge, as best shown in figure 2.
The draw-bar D passes through an opening in the cross-bar C.
Upon the headed end of the draw-bar D is placed the coupler-head E in such
manner as to be capable of movement longitudinally thereon.
The coupler-head rests upon the cross-piece al of the coupler-frame A.
The coupler-head is made with a cavity having a concave back-wall, preferably
semi-elliptical in form joined with curved walls in the opening which form & portion
of the mantle of a cylinder and which lead to, and blend with, the walls of the
cavity. In conjunction with the link cavity and bisecting the concave or semi-
elliptical back-wall thereof is a cavity a for the reception of the inner end of the
link for greater elevation of its outer end when a higher coupling than ordinary is
desired. This cavity also serves for the reception, security and operation of the
draw-bar, the said draw-bar projecting by concussion the link resting therein.
The upper side of the outer portion of the coupler-head is made convex and
solid in order that snow, ice, and other objectionable matter may not accumulate
thereon to interfere with the operation of the device. It will be observed that the
front portion of this coupler-head is made cylindrical, whereby the same may be
shorter while having a portion performing the function of a guide, the decrease in
length effecting a decrease in weight, and a saving in material, and enabling me to
employ a shorter link.
The under side of the outer portion is provided with the usual coupling-pin
holo, continued vertically in socket form into the upper side of the link-cavity
preferably, but may continue through, and a pin-seat provided in the front wall of
its upper section to receive the pin inserted from above for its elevation preparatory
to a coupling. The head of the draw-bar is constructed to fit nicely in the rear

page_text: end of the socket a³ in the rear wall of the link-cavity. When the link is in place
in the socket a³ its end rests against the head d the rear wall e of the coupler-head
preventing the withdrawal of the draw-bar therefrom rearward.
A hanger or block F which has a depending arm, is mounted upon the draw-
bar D in such manner as to slide thereon. The location of this block or hanger F is
preferably next the rear end of the coupler-head, in order that the rearward move-
ment of the coupler-head may cause a like movement of said hanger or block. At
the lower end of the depending arm of this block is fulcrumed and pivoted a
lever f, made with its rear end heavier than its front end to which latter end the
coupling-pin g is attached. At the rear portion of the lever f is a pin or rod h,
which, when said lever is sufficiently elevated at that end, engages a notch or catch i
in a rigid or spring arm or arms depending from the coupler-frame or from the
under side of the car, and preferably as indicated in full lines figure 1, and in
broken lines figure 2.
Between the sliding hanger or block F and the pivoted cross-bar C and between
the nut and the said pivoted cross-bar C are interposed springs G and G¹. In
figures 1 and 3, it will be noticed that in place of the single spring G₁ as shown in
figure 2, two springs are indicated. This construction is preferred and will herein-
after be set forth fully. The spring G or that upon the front end of the draw-bar,
cushions the inward thrust of the coupler-head E and the spring (+1, or that upon
the rear end cushions the outward thrust of the draw-bar. The thrust in both
directions being received by the cross-bar C.
Upon the projecting journals c of the cross-bar C, are secured the ends of rods
or chains H or their equivalents, which extend the entire length of the car, and are
Each
secured by a fellow-coupler at the other end of the car in a similar manner.
of these rods H is preferably composed of two sections connected at the meeting
ends with means for tightening or loosening. Two ways of constructing this con-
nection between the couplers at the ends of a car, are indicated in figure 4, but
it is obvious that this connection between the couplers may be made by other
arrangement of the rods. By connecting the couplers of each car, as above
described it will be understood that concussion and draft-strain upon one coupler
will be transmitted through the rods to its fellow, or throughout the couplers and
rods of an entire train, thus relieving the cars themselves, or their frames of the
violent shocks, and the treinendous strain to which they are usually subjected.
As a means for operating the lever, supporting the coupling-pin to put the same in
position for automatic coupling, I have devised the following: A wheel or drum I,
is mounted in suitable bearing in the car-frame, in such position as to be within
convenient reach of a trainman or other attendant, and preferably so that one end
of the journal or shaft will project within the car, and the other without, as
indicated in figure 1 by the broken lines. The ends of the journal or shaft of this
wheel or drum are squared to receive a cranked key for rotating the same.
cranked key is provided with feathers or splines to engage notches or their
equivalents upon the car-frame, and thus when the key is pushed inward upon the
squared end of the shaft, prevent rotation of the wheel or drum. A chain or cord m
is secured at one end to the drum or wheel and at the other end, to the rear end
of the lever f so that when the wheel is rotated the chain or cord will be wound
upon the wheel and elevate the lever f, until the pin h engages the notch in the
depending arm i, in which position the coupling-pin is withdrawn and the device
is ready for automatic coupling. If it is desired that the cars shall not couple
upon their coming together, the cranked key for winding up the chain or cord, can
be pushed inward upon the end of the shaft until the feather l¹ engages a notch in
the frame, which engagement will lock the wheel or drum from rotation and con-
sequently prevent the operation of the coupling-pin lever. The chain or cord m
may be made to pass over one or more guide-pulleys, as indicated in figure 1. The
wheel or drum for winding the chain or cord 'm may be located in suitable bearings
on the under side of the car, as shown in figures 2 and 3, and may be operated
from the side of the car in obvious manner.
This

page_text: Referring now to the construction shown in figure 3, which best shows the
preferred arrangement of springs, the letter n indicates a cylindrical sleeve provided
with a flange n¹ at one end. This sleeve fits and is adapted to slide upon the rear
portion of the draw-bar D between the cross-bar C and the nut or equivalent
abutment d' upon the rear end. In addition to a heavy spring G¹ which in this
instance is placed between the cross-bar C and the flange or collar n¹ is interposed
a lighter spring o between the nut d' and the flange n.
As shown in figure 3, the cross-bar C may be provided with a depending arm 01
to form the support or hanger for the lever f. In this case the front end of the
lever engages the coupling-pin by passing through an eye or hole in the end of the
pin, and the inner or rear end of the draw-bar operates by its rearward movement,
the spring-book arm or catch i to release the rear end of the lever f when the cars
are to be automatically coupled.
The operation of the coupler shown in figures 1 and 2 is as follows: An
approaching car having its coupler-head provided with a link, abuts against the
coupler-head E, having its pin and lever in the position indicated in figure 1 by
full lines, and in figure 2 by broken lines, causing said head to move backward
upon the draw-bar D, and push back the sliding hanger or block F which carries
the lever f. The backward movement of the lever f, releases the pin or rod h
from the notch of the arm or arms i permitting the rear or inner end of said lever
to drop by its own weight, and elevating the outer end and with it, the coupling-
pin, which passes through the link entering the coupler-head and thus couples
the cars.
The operation in automatic coupling by the construction shown in figure 3, will
be as follows: When the parts are in the position indicated, the entering link of
the approaching car will drive rearward the draw-bar D, the end of which will
push back the spring-arm i, thus releasing the heavier end of the lever f, which
will drop by its own weight elevating the outer or front end thereof, and with it
the coupling-pin, thus coupling the cars, as before described.
It will be noticed that the pin d³ is of such length that should the draw-bar be
withdrawn sufficiently far forward, it will abut against a beam B, and act as a stop
to prevent too great a compression of the spring G¹.
As the coupler is pivoted on the journal c, it will be seen that the coupler-head
can be moved vertically within the compass of a short arc, and that the coupler
will thus yield and rise, should the link of the approaching car strike too high in
the mouth of the coupler-head, thereby insuring a coupling and preventing or
lessening the liability of injury to the link or other parts.
By constructing the bearings for the journals of the cross-bar C as shown,
vertical movement of said journals is permitted.
By constructing the link-cavity as herein before described, a link placed therein,
will, by the formation or contour of the cavity alone, be held in position to enter
the coupler-bead of another coupler, thus avoiding the necessity of manually
holding the link every time two cars are coupled, and the danger to life and limb,
consequent thereto, and also pecuniary loss by breakage of parts are obviated.
I wish it to be clearly understood that I do not limit myself to the exact con-
struction of parts shown and described, as they can be modified or changed without
departing from the spirit of this invention.
Having now particularly described and ascertained the nature of the said
invention and in what manner the same is to be performed, as communicated to
me by my foreign correspondent, I declare that what I claim is
1. In a car-coupler the herein-described improved coupler-head having its cavity
made with a semi-elliptical or other concave form of the rear wall joined by
cylindrically circular walls blending therewith, and forming the front opening to
the said cavity, substantially as described, and for the purpose set forth.
2. In a car-coupler the herein-described coupler-head having its cavity made
with a semi-elliptical or concave rear wall joined by cylindrically circular walls,

page_text: blending therewith and forming the front opening to the cavity, the said rear wall
provided with an additional rearward extending cavity, for the reception of the
inner end of the link to hold its outer end elevated for coupling with a higher car,
substantially as set forth.
3. The coupler-head having its cavity made with a concave or semi-elliptical
rear wall, joined by circular walls blending therewith and forming the front
opening of the cavity, the said rear wall provided with an additional rearward-
extending cavity for the reception of the inner end of the link, combined with a
draw-bar having its end,constructed to fit in said rearward-extending cavity, to
permit the longitudinal movement of the coupler-head, substantially as and for the
purpose set forth.
4. In a car-coupler, a coupler-head having a pin hole entering its under side,
passing vertically into its upper side, preferably not quite through and with the
contour of said upper side convex, a link-cavity having a concave rear wall and
reverse cylindrically circular walls thereto, and link-rest and draw-bar cavity, all
substantially as and for the purpose specified.
5. In a car-coupler the pivoted cross-bar having the draw-bar passing there-
through, the said draw-bar carrying the coupler-head, constructed and operating,
substantially as set forth.
6. The combination with the coupler-frame of a cross-bar pivoted therein, a
draw-bar supported by said cross-bar, and a coupler-head supported on the end of
said draw-bar, substantially as described.
7. The combination with the coupler-frame of a cross-bar pivoted therein, a
draw-bar supported by said cross-bar, a coupler-head supported on the end of said
draw-bar, and springs interposed between the ends of the draw-bar and cross-bar,
to cushion thrust in both directions, as set forth.
8. In a car-coupler the combination with a pivoted cross-bar and a draw-bar
supported therein, of springs interposed between the ends of the draw-bar and the
pivoted cross-bar, as set forth.
-
9. In a car-coupler the combination with a pivoted cross-bar, a draw-bar
supported therein, having a coupler-head connected with and adapted to slide upon
the front end thereof of a spring or springs interposed between the sliding coupler-
head and the cross-bar, and a spring or springs interposed between the rear end of
the draw-bar and the cross-bar, by which it is supported, as set forth.
10. In a car-coupler the combination of a pivoted cross-bar having a draw-bar
passing therethrough, a coupler-head connected with and sliding longitudinally
upon the front end, and a nut or other abutment upon the rear end of said draw-
bar; and springs interposed between the sliding coupler-head and cross-bar, and
between the nut or other abutment and the cross-bar, substantially as and for tho
purpose set forth.
11. In a car-coupler the combination with a coupler-frame of a pivoted cross-bar
having a draw-bar passing therethrough, a coupler-head connected with and sliding
longitudinally upon the front end, and a nut or other abutment upon the rear end
of said draw-bar, and springs interposed between the sliding coupler-head and
cross-bar, and between the nut or other abutment and the cross-bar, substantially
as and for the purpose set forth.
12. In a car-coupler the combination with a coupler-frame of a pivoted cross-bar
having a draw-bar passing therethrough, a coupler-head connected with and sliding
longitudinally upon the front end, and a nut or other abutment upon the rear end
of said bar, and springs interposed between the sliding coupler-head and cross-bar,
and between the nut or other abutment and the cross-bar, substantially as and for
the purpose set forth.
13. In a car-coupler the combination with a cross-bar supporting the sliding
draw-bar and coupler-head of a rod or rods, chain or chains extending the entire
length of the car, and rigidly connecting with the cross-bar at the other end of the
car, substantially as set forth.

page_text: 14. In a car-coupler the combination with a cross-bar supporting the sliding
draw-bar and coupler-head of a rod or rods, chain or chains extending the entire
length of the car, rigidly connected with the cross-bar at the other end of the car,
and means for adjusting and tightening the said rods, as set forth.
15. In a car-coupler a cross-bar having a draw-bar passing therethrough, a
coupler-head connected with and sliding longitudinally upon the front end, and a
nut or other abutment upon the rear end of said draw-bar, and springs interposed
between the sliding coupler-head and cross-bar, and between the nut or other
abutment and the cross-bar, combined with rods, bars or chains connecting the
couplers of the same car rigidly, as shown and described.
16. A car-coupler comprising the coupler-frame, a cross-bar. pivoted in saiḍ
frame, a draw-bar passing through said cross-bar, a coupler-head connected with
and sliding longitudinally upon the front end, and a nut or other abutment upon
the rear end of said bar, springs interposed between the sliding coupler-head and
cross-bar and between the nut or other abutment, and the cross-bar and rods or
their described equivalents connected with the cross-bar and extending the entire
length of the car, and connected with the coupler at the other end of the car in a
similar manner, as set forth.
17. In a car-coupler the combination with the cross-bar, a draw-bar passing
through said cross-bar, a coupler-lead connected with and sliding longitudinally
upon the front or outer end of said draw-bar of a sliding hanger supporting the
link operating lever, a spring arranged to press against said hanger to hold the
lever in a locked position and means to lock said lever, the said hanger arranged
to be operated by the coupler-head upon the inner movement thereof on the draw-
bar, to release the said locked lever to operate the coupling-pin, substantially in
the manner and for the purpose set forth.
18. In a car-coupler the coupler-frame, a cross-bar pivoted therein, a draw-bar
passing through said cross-bar, a coupler-head connected with and sliding longi-
tudinally upon the front or outer end of said draw-bar, a sliding hanger supporting
the link operating lever, a spring arranged to press against said hanger to hold
the lever in locked position, and means to lock said lever combined with means
substantially as described, for operating said lever to withdraw the coupling-pin
from the link-cavity, all arranged and operating, substantially as set forth.
19. The cross-bar and the draw-bar supported to slide therein, and having upon
its outer end a coupler-head combined with a flanged sleeve supported upon the
rear portion of the draw-bar, springs supported between the cross bar and the
flanged sleeve and between the said sleeve and the end, substantially as described.
20. The cross-bar and the draw-bar supported to slide therein, and having upon
its outer end a spring or springs interposed between said coupler-head and the
cross-bar combined with a flanged sleeve supported upon the rear portion of the
draw-bar and a spring interposed between the collar and the cross-bar, and the rear
end of the draw-bar, all constructed and operating, substantially as set forth.
21. In a car-coupler the sliding draw-bar made with its rear end provided with
a screw-thread, combined with a notched pin in a slot and a scrow nut bearing
against aid pin to hold the notch portion thereof against a wall of the slot,
substantially as described.