US1008062A - Railway-coupling. - Google Patents

Description

W. J. PRICE.

RAILWAY COUPLING.

APPLIOATION PI'LED AUG. 28, 1909.

4 SHEETS-SHEET 1.

Witnesses:

V W 1%???1? b 1 56 CO'LUMBIA PLANOGRAF'H 4:04. WASHINGTON, D. c.

Patented Nov.'?', 1911.

W. J. PRICE.

RAILWAY COUPLING. APPLIOATION FILED Atmjzs, 1909.

1,008,062, Patented Nov.'?, 1911.

4 SHEETSSHEET 2.

Inventor: Wntnessesz COLUMBIA PLANOORAPH co., WASHINGTON. D. c.

J. PRICE. RAILWAY COUPLING. APPLICATION FILED AUG. 28, 1909.

1,008,062, V Patented N0v.7,1911.

4 SHEETS-SHEET3.

40 f7 .9. x 39 as 4/ 4/ il iinesses: Invenior:

ww W

' orne y.

COLUMBIA PLANOGIIAPH cm. WASHINGTON. D. c.

W.-J. PRICE.

RAILWAY COUPLING.

12121101111011 FILED AUG. 28, 1909.

1,008,062, Patnted Nov. 7, 1911.

4 SHEETS-SHEET 4.

II /g h Witnesses: Invent or:

COLUMBIA PLANOGRAPH cc, WASHINGTON. n. c.

UNITED STATES PATENT OFFICE.

WALTER JOSEPH PRICE, OF NARRABRI, NEW SOUTH WALES, AUSTRALIA, ASSIGNOR TO THE PRICE AUTOMATIC RAILWAY COUPLERS LIMITED, OF NARRABRI, AUS- TRALIA.

RAILWAY-COUPLING.

Specification of Letters Patent.

Application filed August 28, 1909.

siding at Narrabri, in the State of New South lVales and Commonwealth of Australla, engineer, have mvented new and use ful Improvements in Railway-Couplings,of

which the following is a specification.

This invention refers to railway couplings and particularly the draw-bar coupling hooks and links and it has been devised so that such couplings may be effected without the necessity of the operator entering between the vehicles, and so that the vehicles may be coupled by either end.

According to this invention the draw-bar has a coupling hook and pivoted to this is the coupling link or shackle which is adapted to be raised to an upper or operative position, or position of readiness for coupling by means operatable at either side of the vehicle and to be held in such raised position by a ratchet notch which receives the pawl or trip end of a counterbalanced or equivalent lever. This lever is operated to release its pawl end from the notch by means automatically operatable by the impact of two vehicles, such as a cross bar or other releasing member depending from or actuated by the bufi'er heads so that when the buffers meet the coupling link is released and falls over and into the coupling hook of an adjacent vehicle. But in order that this invention may be clearly understood the same and its necessary appurtenances will now be described in detail with the assistance of the drawings accompanying and forming part of this complete speciiication.

Figure 1 is a perspective view of an im'- proved railway coupl ing constructed according to this invention in the position of readiness to engage with the draw hook of a similar coupling and showing also in dotted lines its non-operative position. Fig. 2 is a perspective view of two such couplings about to be engaged and Fig. 3 shows the couplings in operative engagement. Fig. 4 is a detail view, partly in section, of the coupling on one vehicle, showing the shackle held in upper position. Fig. 5 is a similar view showing the shackle in operative engagement with the hook of the other vehicle. Fig. 6 is a similar view showing the shackle in the non-operative position. Fig.

7 is a sectional view of one of the buffers. Fig. 8 is a perspective view of my invent-ion combined with a central bufiier. Fig. 9 is a similar view showing the couplings about to be engaged. Fig. 10 is a similar view showing the coupling members in operative engagement. Fig.11 is a detail view, partly in section, of the coupling showing the shackle held in upper position. Fig. 12 is a similar View showing the couplings in operative engagement. Fig. 13 is a similar view showing the shackle in the non-operative posit-ion.

The draw bar hook 24 carries the pivot of a cradle 25 which has an ear piece 29 with a recess or ratchet notch 30 in which takes the detent or trip 31 from an arm 32 depending from the pivot pin 33 in the drawbar 24 and having a counter weight 34. From the cradle 25 a projection 26 takes underneath the shackle 27 pivoted to it. The detent 31 retains the shackle 27 in the position for coupling and is released from the notch 30 by a U-shaped cross bar 35 secured to the inner ends of the buffer rods 36 of spring bufiers 37. The shackle 27 is elevated to coupling position by movement of the cradle 25 operated by handle 41 on a cross spindle 39 which is pivoted in bearings 40 under the vehicie and which has midway, a bell crankilever having one arm 42 taking againsti the cradle 25 and the other arm 43 taking against the depending arm 32 to keep the detent 31 clear of the ratchet when the cradle and shackle are non-operatively positioned.

In operation the handle 41 on the cross bar 39 is moved so that the bell crank lever arm 42 will raise the cradle 25 together with the shackle 27 into the operatable position and the detent 31 falls into notch 30 and so retains the coupling in such position until buffers of the approaching vehicles meet when the rods 36 operate the cross bar 35 and thereby cause the arm 32 to release said detent 31 from the notch 30. On being thus released the shackle 27 falls upon and engages with the hook 24 of the other coupling which has its shackle in nonoperatable position with the bell crank lever 43 holding the detent 31 clear of the notch 30.

In the central combined buffer coupling shown in Figs. 8 to 13 the buffer head is split and holds the coupling whose construction is similar to that just before described but the U-shaped cross-bar is dispensed with and in its stead a depending radial arm 4:5 is iulcrumed on bracket 4-6 aiiixed to the body framing. This arm 45 has a hook end adapted to engage with the arm 32 when the pin or stud 47 on the draw-bar 24 takes against said arm 45.

The operation of the central buffer coupling is similar to that before described but in this case when the buffer heads meet the stud e7 engages with the depending arm 41:5 and the arm 32 releases the detent 81 from the ratchet notch 30.

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.. A railway coupling comprising a hook on one vehicle and a shackle on the other vehicle, means for elevating the shackle to the operative position, a counterbalanced trip arm having a detent arranged to engage in a notch on the shackle to hold said shackle in said operative position, and a releasing member automatically operatable by the impact of the two vehicles to move the said trip arm out of engagement with the shackle to permit the shackle to drop into engagement with the hook.

2. A railway coupling comprising, in combination with coupling members adapted to cooperate with each other, a counterbalanced trip arm engaging one of said coupling members to hold it up out of en gagement with the other member, a bell crank lever one arm of which is adapted to move the trip arm out of engagement with said coupling member to permit said engaged member to drop into engagement and into cooperation with the other coupling member and the other arm of which is adapted to raise the coupling member into the operative position and into engagement with the trip arm.

in testimony whereof I have signed my name to this specification in the presence of two subscribing witnesses.

XVALTER JOSEPH PRICE. fi itnessesz PERCY NEWELL,

M. J. ,CANDRICK.

Copies of this patent may be obtained for five cents each, by addressing the Commissioner of Patents, Washington, D. U.

Images