Car-Coupling. Page: 4 of 5
[2], 3 p. : ill. ; 23 cm.View a full description of this patent.
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496,256
steam pipe G2 is secured to the extremity of
the main pipe G' and is carried on the pro-
jecting arm I of a rock shaft I' extending
across the end of the car both rocking and
5 having a limited sliding movement in bear-
ings ii secured to the same. Crank handles
i' i' at each end of the rock shaft I' allow the
latter to be rocked so as to raise its arm I
with its flexible pipe attachment G2 into po-
io sition for engagement and coupling with a
similar pipe on the similar lifting device of
the opposite car. A rod I2 forming a crank
connection at i2 with the rock shaft I' also ex-
tends to the top of the car, where it is pro-
15 vided with a handle P1 by means of which the
rock shaft mayberocked bythebrakeman from
the top of the car, sufficient play being allowed
for the sliding movement of the rock shaft.
The pipe coupler II consists of the twin coup-
20 lers i' HI', Figs. 4 and 5, having a longitudinal
steam passage way h, with a central aperture
h' on the inner face of each coupler which
register when the faces are locked together.
A projecting L-shaped shoulder I12 at the base
25 of each coupler forms a guide way into which
fits the head of the other coupler, when they
are swung into engagement by first sliding
the rock shaft laterally by means of its crank
handles i' i' to bring them face to face. On
30 the inner face of each coupler are projecting
hook shaped lugs h2 h6 which fit into coun-
tersunk recesses h3 h3 on the inner face of the
opposite coupler when they are first brought
together, and engage with a flange hm h formed
35 by the undercut groove h5 h5 forming a species
of bayonet joint locking the twin couplers to-
gether as their inner faces turn upon each
other when the rock shaft I' is dropped. It
is obvious that this interlocking of the twin
40 couplers H' H' may be accomplished by a lat-
eral as well as by a vertical swing of the rock
shaft I', but I prefer a vertical swing of the
couplers as it allows of an adjustment for cars
of different heights. In order to uncouple the
45 connecting hose the rock shaft I' is raised and
the steam pressure remaining in the hose
forces the faces apart. It follows that the un-
coupling can be done by the brakeman from
the top by means of the rod 12.
50 J is a valve in the main steam pipe G'
through which the steam may be turned on
and off from the rest of the train through the
rock shaft J' mounted in bearings j J across
the end of the car and having crank handles
55 j' j at each end and a crank rod connection
J2 with a handle J" extending to the top of
the car to be manipulated by the brakeman.
In the drawings, Figs. 1 and 2 I have shown
the valve actuated by a clutch arm j2 engag-
60 ing with the lever arm j3 of the valve, but do
not limit myself to the specific device.
It is evident that the pipe coupling rock
shaft and rod connections, the main pipe valve
operating rock shaft and rod connections and
65 the pipe coupling may be used either singly
or jointly with other pipe connections on a
car or train of cars, without departing fromthe spirit of my invention. In the drawings
I have shown them adapted to operate the
pipe connection of a Westinghouse air brake 70
while at the same time serving to actuate my
car coupling.
L is the Westinghouse air brake pipe; L' is
the valve in the pipe opened and closed by
the clutch armj4 extending from the rock shaft 75
J2. L2 is the flexible pipe connection sup-
ported on the arm I of the rock shaft I', and
L is the air brake pipe coupler consisting of
the twin couplers II' II' as already described.
MI is a guard rail located on the top of the car 80
where the valve, and rock shaft rods are col-
lected to protect the brakeman when using
the same. It is thus seen that I provide an
automatic car coupler which can be released
by the brakeman at any time from the side 85
or top of the car without passing between the
cars, and a pipe adjustment and coupling
which may be made in the same way from the
side of the train and released by the brake-
man from the side or top of the car without 90
passing between the cars.
While I have shown the drawhead as con-
sisting of a sleeve and spindle, I do not limit
myself to the particular construction, as any
form of drawhead may be used in which the 95
coupling and uncoupling is accomplished by
the swing of the drawhead, neither doIlimit
myself to the particular form of coupling hook
shown, providing that the engaging parts
proper be adapted to be locked and disen- ioo
gaged by the swing of the drawhead. Neither
do I limit myself to the piston head rod at-
tachments forward of the pivoted end of the
drawhead as they may be attached to thepro-
jecting rear end without departing from the ro5
spirit of my invention, in which case the lo-
cation of the springs and steam pipe would
be reversed in the cylinder. It is also obvi-
ous that the drawhead may be held in the
normal locking position by other means than t ro
that shown, and the cylinder and its rod and
pipe attachments be used for uncoupling
alone, and that the valve and its rod attach-
ment may be greatly varied provided always
it is so constructed as to be operated by the 115
brakeman without passing between the cars.
It is evident that my invention can be used
on cars of any description, without essentially
varying the arrangement shown and that it
is equally well adapted for use with com- 120
pressed air as with steam.
Having thus described my invention, what
I claim as new, and desire to secure by Letters
Patent, is-
1. In a car coupling, the combination, with 125
a car, of a pivoted drawhead, a pivoted lever,
a rod connection between one arm of the lever
and the drawhead, a spring and a suitable rod
connection between the spring and the other
arm of the lever, substantially as described. r3o
2. In a car coupling, the combination, with
a car, of a pivoted drawhead, a pivoted lever,
a rod connection between one arm of the lever
and the drawhead a cylinder having a piston
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Gebhardt, William Charles. Car-Coupling., patent, April 25, 1893; [Washington D.C.]. (https://texashistory.unt.edu/ark:/67531/metapth173399/m1/4/: accessed July 18, 2024), University of North Texas Libraries, The Portal to Texas History, https://texashistory.unt.edu.; crediting UNT Libraries Government Documents Department.