US57658A - Improved car-coupling - Google Patents

Description

J. BAILOR Patented Sept. 4, 1866.

UNITED STATES PATENT -OEEIoE.

JOHN BAILOR, OF GANNON CITY, MINNESOTA.

IMPROVED CAR-COUPLING.

Specification forming part of Letters Patent No. 57,658, dated September 4, 1866.

To all whom it may concern:

Be it known that 1, JOHN BAILOR, of Cannon Oity,'in the county of Rice and State of Minnesota, have invented a newand useful Improvement in (Jar-Couplings; and I do hereby declare that the following is a clear, full, and exact description of the construction and operation of the same, reference being had to the annexed drawings, making a part of this specification, in which Figure l is a top view of the link-extension and swivel-link, as hereinafterdescribed. Fig. 2 is a top view of draw-bar and attachments to center or draw timber of the car. Fig. 3 is a side view or elevation of a portion of draw bar, and also a side view of the link-extension with cap F Fig. l, removed, and also a side View of the swivel-link. Fig. 4 is a side view or elevation of a portion of the center or drawtimber of the car to which the coupling is attached, of draw-bar, its attachments to said timber, and the bearings upon which the drawbar rests, and also a side view of the link-extension .E c c, Fig. 1, with the caps F in place. Figs. 3 and 4 jointly show a side view of the entire coupling in its ordinary working position. Fig. is a top view of the coupling at the moment of parting or uncoupling by the force and action of side draft, ashereinafter explained. Fig. 6 is an isonietrical view of the swivel-link and nut.

The draw-bar Ac, Fig. 2, is constructed of cast-iron or other metal, with the bumper-head B, Fig.2, and usual rubber springs G c. A mortise b, Fig. 2, is cut through the bumperhead for the purpose of allowing the draw or shackle pin D, Fig. 4, to pass through.

The attachments of the draw-bar A to the center or draw timber of the car are so constructed as to allow a free rotary motion of the draw-bar upon the bearings N n, Fig. 4. The shape of the lower or pendent portion of the draw-bar A, as shown in Fig. 3, is such as to hold the link-extension E and the wheel G to their place, and the slot S admits the pin L, Fig. 3.

The link-extension E c 6, Fig. 1, is constructed of cast-iron and other metal, with the drawhead E, Fig. 3, in the usual form for the insertion of a link and pin, and with an opening to admit the wheel G, Fig. 1.

A steel or wroughtiron pin, L, is fixed in the ends of the link-extension as shown in Fig. 1, working in the slot S of the drawbar A. An opening or mortise in the linkextension, and opposite and upon each side of the wheel G, Fig. 1, when in position, holds the sliding bearings H h, Fig. l, of the axle of the wheel G, and allowing a free sliding or lateral motion of the same in the plane M m, Fig. 3. The vertical ends of said slots or mortises form a seat for the spiral springs K is, Fig. 1.

A movable cap, F, Fig. 4, covers such opening or slot in the link-extension, being held in place by screws p p 9, Fig. 4, a corresponding projection and cover being cast solid upon the opposite side, as shown at f, Fig. l.

The spiral springs K it, Figs. 1, 3, and 5, are constructed of steel, brass, or composition metal, with sufficient strength of spring to resist a pressure at full length equal to the whole weight of the link-extension complete.

The wheel G is constructed of cast-iron or other metal, with a movable axle, J, Fig. 3. Such axle, when in place, allows a rotary motion of the wheel G around itself, and also works freely on its bearings in the sliding boxes H h, Fig. 3.

The swivel-link Y, Fig. 6, is constructed of steel, wrought-iron, or other metal, in three partsa half-link, Y, Fig. 6, with a fixed bolt, Z, Fig. 6, the same having a thread cut corresponding with the nut; a half-link, Y Fig. 6, with two disks, V V, of the necessary strength, and forged with the half-link. A sufficient interval is left between the two plates or disks to admit the nut X, Fig. 6, which forms the third part of the'swivel-link. After placing the nut X in its position between the plates V V, the bolt 2, Fig. 6, is inserted and pulled by the nut X to its place. The plate V below acts as a set-nut lo prevent the nut X from altering its position, sufficient play being given between the plates to allow a full halfturn. of the links in opposite directions.

Operation: The coupling is shown in its ordinary position, when .attached to cars, in Figs. 3 and 4. The draft is then in aline with the center of the track, as with couplings commonly used, and from the center of the cartimber 0, Fig. 4, is carried by the fastening uncoupling for ordinary purposes is performed in the usual manner by inserting or removing the draw-pins D d. The draw-bar and the link-extension in their ordinary position are held in place and together by the spiral springs K 70, Fig. 3, forcing the periphery of the wheel G against a corresponding concave surface in the lower portion of the draw-bar A, as shown in Fig. 3, the pin L being held to its place by same force.

The spiral springs K k are not intended to operate against any pull or thrust of the cars when in motion, or at the moment of starting or stopping, such forces operating directly upon the rubber springs O 0, Fig. 2.

When a car attached to an engine, or in any part of a train, leaves the track while in motion, either from obstructions upon the track or from broken wheels, axles, center-bearings, or otherwise, the side draft caused thereby acts upon the draw-bars A A, turning them upon their bearings at N n, Fig. 4, and in contrary directions. The coupling then takes the position as shown by Fig. 5, and, forcing hack the springs K k, throws out the wheels G G, and the pins L leaving the slot Sat the same instant, the train is thus immediately broken or uncoupled at the point where such accident occurs. The swivel-link Y allows of such action of the draw-bars A A as described.

I claim that the same result as described above will follow concussion when severe enough to raise a car clear of the track such a distance as would allow the flanges of the wheels to pass over the rails.

I do not claim the attachment of the rubber springs in connection with the draw-bar, as shown.

1 do not claim the draw-pins or their method of insertion through the draw-heads or links.

What I claim as my invention, and desire to secure by Letters Patent, is-

The application to railway-car couplings of wheels, springs, swivel-links, or shackles, in combination, and as herein described, and for the purposes specified.

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