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Патент USA US2381603

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Aug. 7, 1945.`
2,381,603
E. A. LARSSON
CAR COUPLING EQUIPMENT
Filed July 24“, 1943
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ERNST A. LARSSON
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Aug- 7, 19145~ v
E. A. LARSSON
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2,381,603
CÀR COUPLING EQUIPMENT
Filed July 24, .194s
5 sheets-sheet 2
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[email protected]
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ERNST ALAR SSoN
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_ Aug» 7» 1945~
E. A. LARssoN
2,381,603
>GAR GOUPLING EQUIPMENT
Filed July 24, 1945
3 Sheets-Sheet 3 ,
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‘72,381,603
Patented Aug; 7, 1945
j _ UNITED STATE s PATENT oFFl-CE >
2,381,603 _' y
CÀR COÚPLING EQUIPMENT
.i i" ~-Ernst Larsson, Mansfield, Ohio, assignor to The
Ohio Brass Company, Mansfield, Ohio, a rcor
poration of New Jersey
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Application July 24, 1943, Serial No. 496,255
` ‘ _ 2s claims.
l My invention relates to car couplers, includ
.ing attachments therefor to secure the couplers
to cars.
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(ci. 213121)
trally held position to a lateral position and held
in such position, whereby a coupling may be
effected.
l
Many features of construction of my present
'
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y
My invention is exemplified by the combination
coupler are to be found'vin my coupler disclosed
in my U. S. Letters Patent 2,235,618 issued March
and arrangement of parts shown in the accom
panying drawings and described in the following
l18', 1941. My present invention involves features
which may well beî considered asimprovements
out in the appended claims.
over my prior invention. ‘-‘
"
»
‘ In the conventional types of I automatic cou
plers, the method of `attaching the same to cars
is by means of» al vertical‘pin upon` which the
coupler head pivots laterally. This design and
method oivattachment‘of the coupler>to cars
specification and it isfmore particularly pointed
l
In the drawings:
Fig. 1 is a side view of two couplers of the type
herein referred to in position suitable to be moved
into coupled relation.
Fig. 2 is a top plan view taken on the line‘2-2
of Fig. 1 in partial section showing one form of
permitspractically unrestricted lateral movement 15 coupler head, namely the female’head under nor
mal condition.
of the coupler head upon they pivot -pin under
Fig. 3 is a side View in partial‘section of Fig.
`pull and‘bufï conditions.
.
2, the partial section being taken on the line 3--3
There isf usually considerable `clearance be
of Fig..2,
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\ .
tween the ‘wheelA flangeion the cars and the inside
face of the rail head and this permits 'the- cars 20 Fig. ‘4 isa section corresponding to the section
OtîFig.- 2 showing the relation of thev parts when
in a train coupled with the» conventional type of
the coupler is under buff condition.
coupler to buckle `and to assume ran angular re
Fig. 5 is a schematic drawing of several cars
on a straight track and equipped with the afore
lation to each other> and `to the track under se
verebuihng conditions;
-
'
This tendency lfor the cars to buckleîis a se--
rious matter, alîecting the operation of the cars
in long trains and frequently resulting in derail
ment of the cars in pushing or buiiing., especially
when short couplers are used on long cars with
short wheel base as is quite common practice in
mining and industrial operations.
It is the purpose of my >improved coupler here
in described, to completely eliminate, or substan
tiallyxso, the .tendency of the‘cars to buckle un
der buff and in fact my improved coupler has `: w Si
the effect` of alining the cars in a straight line
parallel'to .the rails when, subjectedvtovsevere
bufling.
..
,
of the cars and couplers indicates the couplers
under draft or normal conditions.
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Fig. 6 is a schematic drawing of a plurality of
cars equipped as in Fig. 5 but under buff con
ditions.
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Fig. 7 is a-schemati‘c drawing showing several
cars4 equipped with my improved coupler and op»
erating under buff conditions.
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~ Fig. 8 is a schematic drawing showing the dif
ficulty of `coupling cars on a short curve when
the cars are equipped with couplers provided with
automatic centering devices.
.
.
_' . Fig. 9 is a schematic drawing showing two
`
Another purpose of my improved coupler is to
provide one in which the tendency for the cars
to be derailed on curves is less than with a cou
pler of the `conventional-type ,which is provided
with substantially .unrestricted »lateral move
ment on its pivotal pin.
said conventional coupler. The relative positions
I
' .
`A diiiiculty isoften `experienced inattempt
ing to couple two cars ona curve when the co,u-.
plers are of the` conventional typeand equipped
with automatic centering means. =’_l",he.couplers
cars about to be coupled on a short curve, the
cars'being equipped with vmy improved coupler
also' equipped with my centering device.
Fig. 10 is a schematic drawing showingthe
operation of a plurality of cars equipped with my
improved couplers when operation on a curve
under buff conditions.
-
, Fig. 11 shows a plan view in partial section
of the Acoupler Xr of Fig. 10 showingv the relation
of parts.
..
.
,
l
Fig. 12 shows a plan view in. partial section of
condition of the curve projects the face ,of Ythe 50 the coupler> Z of` Fig. 10 showing the relation of
in this case are held in central `position and the
couplers far .enough out of alinementso thatthe
heads when 'brought together. will `not .effect .a
coupling.
>In my improved 'c,:oup1er.-I..,provideY
11;.: .‘ -means
whereby> the head; may z-be .movedïfrorn its con.; 55
parts.
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p' Throughout the description to follow, like
parts, as far` as possible are given like designa
tion.
,
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It is the means oi the attachment of thecou
1
2
2,381,603
pler head to the car body and the cooperation
In Fig. 4 the parts are shown under approxi
mately a maximum bumng action applied direct
ly along the longitudinal axis with the end 5’
of the coupler engaging the plate I8 at which a
tendency to align the couplers and cars begins to
act, the ribs I6 being fully compressed. With less
bufflng action, the ribs I6 would have been only
between the head and attaching means and the
eifect upon the operation of the car to which my
advance in the art relates principally and not
in the type of head per se. The two heads could
be of the same design if so constructed as to
in‘tercouple, as shown for instance in U. S. Letters
Patent l2,140,705 issuedto me December 20, 1938.
partly compressed and the coupler end would not
.contact the bumng plate )lf
My description therefore, covers principally
the means of attaching the coupler head tothe
car body and their corelation and operation and,
for that reason I have not shown in detail the
companion head as that is clearly shown and de
scribed in my Patent 2,235,618.
In Fig. 1, the male coupler M comprises in
general a head I, a draw bar 2, anda resilient
anchorage 3 and these parts are shown assembled
and mounted on a car body Ar
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In Fig. 1, the female coupler F comprises a
10
I
When the pressure dueto the buff is released
the spring action of the rubber ribs I6 tends to
force the parts to their normal position as in
l
It will be noted that in my prior invention
disclosed in theaforesaid Patent 2,235,618, that
all pressure due to buff is distributed over the
entire area of the rubber spring or pad while
in my present invention the normal buff is taken
up by ribs I6 at points laterally spaced from the
head 4 which has integrally combined With itv a 20 longitudinal center of the device until the buff ~
draw bar 5, and the resilient anchorage 3 at
exceeds the resistance thereto by the resiliency of ~
tached to a car body B.
`
the ribs
I6.
.
,
,
.
I
I.
The female head 4 is adapted to receive the
male head I and the two are locked in. coupled
position by the latch 'I which engages the bearing
face» 8 in the transverse- sloty a. The handle I0
secured to the latch 'i operates the same tol the
Mounted within the coupler head near its piv
oted. end is a, slidable centering device 2l él‘ig.
having. a forked end with tines 2.5. „'lî‘hese` tines
rest.. againstv the member> I! in both grooves 2,6
when the head. isin. a normal position `(Fig. 2).
unlocking position.
rEhe tines are pressed. against. the member I!
The resilient anchorage 3 isr the same for both
by means of the spring 2l, held- at one end by
typesv of heads and comprises a box-like mem 30 the ñxed pins 28'. The pressureI of the spring
ber II formed with a. back memberv I2V andv side
2ï is. sufficient. tov maintain the, coupler head in
members I3 and held to the car body by bolts
longitudinal alinernentl with the car axis when
I4 which also secure in placer the parts. within
.uncoupled
«
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„
the member H.
The action of this centering device is the
Mounted within the member- Il is. a pad t5
same as that. vdisclosed in the aforesaid Patent
preferably of resilient or elastic rubber capable
2,235,618 namely, when the coupler head is moved
of returning to its original shape after deforma
laterally to one’side (Fig. i2) the spring 2:1 is
tion. The padv I5 is provided, on its iront face,
compressed thus increasing its normal pressure
with a plurality of spaced ribs I6 at or adjacent
and. increasing the tendency to» move the head to
the extreme side edges'lthereof and the ribs are 40 its central position.
_
. ;
connected by an extended ñat portion I'I in which
In further explanation of, the purpose and oper
is embedded a.- metal. plate I8' as- by moulding
ation of my invention, I, show schematically in
and/or. vulcanizin-g at the time of. manufacture.
Fig. 5.» a train of cars connected by the conven
Mounted upon. the front of the pad I5 and en
tional type of pivoted couplers and attachments
gaging the ribs I6 isv a. metal clevis member I9. 45 in which the cars are under draft conditions‘or
Mounted within` the anchorage casing is a. yoke
in a couplersThe
normal state
are longitudinally
thatis neither
laligned
draftì nor
with the
shaped member 2*»I having a vertical. portion in
front of each elastic member 28 and also having
longitudinal airisy of the train.
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portionsA extending rearwardly and engaging- the
In
6 is shown schematically the elîcctÍ of
back members I2 and held in place by bolts: I4 50 thev same equipped cars under buit conditions. in
and nuts 2.2 thereon. The members 2_I are de
which the cars are buckled due tothe clearance
signed to meet specisñc' conditionsgand when
between rail head and wheel ilanges and the
mounted into place, a normal compression is
couplers treely pivoted relative to the» cars. The
placed upon the' resilient:y members- t6 and 20
tendency is toA push the cars. frm the rails.
and this compression is maintained by the- nuts 55
My improved coupler eliminates theÄ tendency
22.
of cars to buckle under buff forces; and> on the
The rubber parts I-15` and 2lI are employed in
contrary has the eiîectr oi alining the. cars; lon
place or metal springs and have proven superior
gitudinally in a straight line parallel to the rails
thereto andrequire less space- for equivalent work.
when subjected to severe or abnormal; bufi‘l'ng.
.
I. may use in place of “rubber,” the various forms 60
In Fig.` 'Z' is shown schematically a train oi’
of so called synthetic rubber and elastic plastics,
cars equipped with my improved coupler and an
which my term “rubber” includes and which are
chorage under buil’ conditions and it will be noted
non-metallic.
the cars and the couplers pivoted theretov remain
'l‘he coupler head is mounted on the clevis
aligned longitudinally.
member I9 by means of the pin 23 which'per 65
The support member I3 rests upon the raised
mits. pivoted movement of the head in a lateral
ribs i6' which are under sufficient compression
direction relative to the anchorage and> car. The
to maintain the member I9- in its forward position
support member I9 and head 5 move longitudi
when uncoupled (Fig. 2) or when coupled but
nally together under pull or buff action.
under neither buiî nor draft forces. The adjacent
In Figs. 2 and 3 the parts are shown in nor 70 ribs I6 are spaced' and' this` together with their
mal relation. Under a draft or pull the coupler
head and member I'9ï will move forward and
therebyr compress- the rubber springs 201 and re*
lieve some oi the normal pressure on the rubber
ribs IW.
construction' permits them to be fully compressed
under sumcient or abnormal buff forces..
In operation, if a haulage train is made up=of
cars of a size and constmction. commonly used in
mining and industrial work and equippedwith
3
enough out of the center line of the track so
.conventionalïtype‘couplers (Fig. 6)', experience
that it is missed by the coupler on the companion
has shown that a compression' or buff Aforce of
less than 5,000’pounds'is not sufficient to cause
car which is being moved forward to eiîect a
a derailment of the- cars but when a buiiing force
coupling.
force
increases.
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In my improved coupler I propose to overcome
of more than 5,'000 pounds is encountered the
tendency for the cars to climb the rails is pres:
ent and this tendency increases as the bufñng
this diiliculty by providing means to hold the
coupler head in a lateral position. I provide a
notch 29 in the face of the plate I8 so that when
the'coupler head is manually swungover to either
extreme position a corner at the rear end of the
'
If Ithe cars of such a train are equipped'wiïthy
my improved‘couplers constructed to overcome
coupler head will enter the notch and hold the
' the above detrimental conditions, that is, to oper
ate with unrestricted lateral movement under
normal buñing conditions and when abnormal
conditions are met, the couplers will tend vto
prevent derailment by operating to force'the cars 15
head in its lateral position against the pressure
of the centering device until released automati
cally by suiïicient external force as by the cou
pling lof the cars 'or when released manually.
In Fig. 1l the head is swung around almost suf
intoalignment and .to maintain such alignment.
ficiently for the corner ofthe head to enter the
vThe coupler equipment would be. constructed,
notch 29. In Fig. 9 the couplers are shown as
let >us say, to vhave about 7/8 inchy longitudinal
equipped with notch 29 and the coupler D is
movement of the coupler body relative 4to the
heldin
a position to couple with the companion
20
anchorage at 5,000 pounds buñìng force,"while
coupler upon bringing the cars together.
a movement of % inch would just seat 'the
A'further and important advantage of my irn
broad end face 5’ of the body against the bufñng
. proved invention is diagrammatically shown in
y
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Fig. 10 which shows three cars U, V, and W
As soon as the said end- face 5' engages the
builing plate I8, at a force somewhat less than 25' equipped with my improved coupling device and
plate I8.
operated on a 20 foot radius curve.
5,000 `pounds (Figs. 4 and '7), the compression
The cars are assumed to be pushed around the
force will begin to exert an effort to bring the
curve in the direction of the arrow and the push
cars and couplers into alignment. yWhen a bufiing
`ing force is assumed to be large enough to com
force of 5,000"p‘o_unds is reached, the plate IB
will be under considerable compression `and will 30 press the resilient ribs IB of the resilient pads
I5 so that the ñat end faces of the coupler heads
exert a'considerable momentof force to bring
come in contact with the plates I8 of the pads I5.
into and Amaintain alignment of the cars and
The cars U and V are each on the curve and
couplers, and the greater the bufñng force the
greater‘the'mon‘ient of force exerted.
The bui‘lìng force acting between‘the end of "
car W is still on tangent track approaching the
curve with the coupler pivot 22 on the point of
tangency.` Thusthe position of the couplers at
the body 5 `and the bufling plate IB is exerted at
the‘lateral edges of the body 5 and hence >pro
duces a moment at one edge or the other, de
pending upon which direction tendency `for non
X between the cars Vy and W shows the position
assumed by the couplers when one car is on
stantially the product of the bufiing or compres
sion force times one-half the width of the coupler
the >curve and the other car with the coupler pivot
on the point of tangency.
In this position the coupler X on the car V
takes the maximum swing attainable by normal
end face at each coupled end of the car.
operation over a 20- foot radius curve with a car
alignmentis exerted, and this‘moment‘ is sub
`
of such proportions as shown (10' x 6’ body) and.
After being subjected to a compressive or 'buf
fing force of about _5,000‘p`oundsV the coupler and 45 the coupler on car W is at the starting stage
of i-ts cycle of lateral swing with the center line
car axes will align with practically the complete
only out a few degrees from the center line of
surface of bufüng plate I8 inconta'c‘t with the‘
rear end of theV coupler body and with the rear
the car.
face of clevis member I9 land any additional
compressive force will be absorbed by the entire
rubber member I 5 which may be of sufficient size
Assuming that a pushing force P is exerted
from car W against car V, it will be noted that
the direction of this would be along the line 50,
and consistency to absorb a compressive force of `
through the pivoted centers of the couplers if
50,000 pounds or more at the end‘of an addi
conventional couplers with unrestricted swing are _
tional compressive movement of 1/2 inch.
.used, but the force is along the line 5I connect
The members 20 will yield against a pulling or
draft
force.y
` ì
ing diagonal corners of the end faces of the cou
pler heads when my improved coupler equipments
`
In my previous' description it is evident the
coupler headl may pivot on‘the pin 23 under
normal buñing and 'pulling conditions and even
when the coupler is under extreme compression
are used. i Fig. 11 exemplifies my improved equip
‘ ment at X.
The force P in addition to moving the cars W
and V along the track also produces a twisting
it may be moved laterally under influence of` a
laterally applied force such as would bethe case
if the cars were `pushed around ratherv sharp
curves. In this case one'lateral Vedge of .the rear
face of the coupler Ybody will rock- over suffi
ciently `to engage the plate I8 thus bringing pres
sure on one edge of the coupler body end face
and of the resilient pad vI 5 and releasing pressure
on the other edge thereof (Fig. l2) ., „
'
In Fig. 8 'is shown diagrammatically a form
65
moment acting> on each car tending to push the
respective car off the track. In the case Vof car
W this moment is equal to P><A when the con
ventional coupler is used, and it is zero when my
improved coupler equipment is used because the
line 5I passes through the vertical center line of
the car showing that the tendency to push car
W off the track is infinitely reduced bythe use
‘of my improved equipment.
In the case of car‘V, the moment of force is
equal to P><B when conventional couplers are
used, and to PXC when my improved coupler is
ing coupler heads. . Thecouplersare held in a
central position and thecondition of the curve ` A¿.used, and as C is considerably less than B, the
proJects the face of the coupler in one car far ' “equations show that the tendency to push'the
of difliculty sometimes experienced when coupling
cars on short curves with automatically center
4
2,381,503
car V off the track is considerably reduced by.
the use of my improved coupler.
f 1. A coupler anchorage comprising in. combi
nationl a body member for attachmenttoeJ car,
At Z in-Fig. 10 is shown the position assumed.
a support member with means thereon to secure
by the couplers when two adjacent coupler cars
a coupler body thereto, resilient cushioning
' U and V are both on a 20 foot radiusv curve. The
lateral swing of the couplers in relation to the car
means of non-metallic material interposed be
tween the support member and the body mem
ber to permit longitudinal movement of the cou
center lines are then the same in both cars and,
assuming a pushing force P’ exerted> from car V
pler body under either draft or buff forces, anda
to car U there is a moment of force produced
builing plate associated with the cushioning
tending to push both cars U and V off the track 1,0
means and so related thereto as tobe engaged byy
equal to P'XE when conventional couplers are
the rear portion of the coupler body to receive a used and equal to P’><Dl when my improved cou'
plers are used.
r
portion of thebuiiing force due to the rearward.
-
movement of the coupler body after . :the .said
As D is less than E the equations show that
buiiing force has been initially appliedI to the sup-t
the tendency to push the cars off the track in 15 port member.
this position is also less when my improved cou-.
2. A coupler anchorage comprising in combi-.
plers are used than when conventional couplers
nation, a body member for attachment Ato a car,
are used.
>
.
a support member with means to attach a cou-„
In Fig. 11 is shown the approximate relation
of the parts of my improved coupler at the maxi 20
mum swing, as at X inFig. 10, with particular
emphasis on the compression of the rubber builing
pad l5 under influence of the compressive _force P.
In Fig. 12 is shown the approximate position
of the coupler parts at a lesser degree of swing, 25
such as at Z, showing how the rubber block I 5>
pler thereto, resilient means `interposed ,between
the support member and the body member and
arranged to engage with and normally hold the
support member normal to the longitudinal,axis`
of the anchorage, the said resilient means being
constructed with channeled formations and< so
arranged relative to the support member and to,
the body member that the support member may
is compressed at one end and released of compres
be moved'relative to the body member-and asf»Y
sion at the other end under the in‘iluence of the
sume obliquely disposed positions relative to theA
unequal distribution of the force P. y
.
,
said axis under 4buff forces, a metal builingv plate
The wider I make the rear end face of my im 30
associated with the resilient means and in axial
proved coupler, the greater is the effect described
alignment with the longitudinal axisl of thel
above but With an end face of 4” to 6” in width
anchorage, and means on the plate to be engaged
I am able to secure Very marked results in im
by the rear end of an associated coupler to 11e-I
proved operation.
`
leasably hold the coupler with its longitudinalA
In order to help support the lcoupler head in
axis obliquely disposed to the longitudinal axis of '
a horizontal position, I place two spaced coil
the anchorage.
springs to exert pressing upon the clevis mem
3. A coupler anchorage comprising in combina-'f
ber I9 adjacent its lower edge, thus tending to
tion, va body member for attachment to a car, al
raise the coupler and assist in holding it in a hori
zontal position.
.
.
.
40
In the appended claims I have used certain ex
‘ pressions which are deñned as follows
support member and the body member to control .
the longitudinal movements of. the coupler rela-_ .
tive to the anchorage under either draft or‘buiî ,
Normal bufiìng force is anysuch force less than
that which will derail the car.
support member with means thereon to secure al
coupler thereto, resilient cushioning means of
non-metallic material interposed between the
In the example
given above, it is any builing force less than 5,000 45 vforces, the means controlling the buflìngA forces
` extending laterally. in both directions from `the,
Norma1 longitudinal moment refers to the lon~
longitudinal axis of theanchorage and compris
pounds.
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`
gitudinal movement in either direction and if in `
a buñing direction it is limited to normal bufllng '
force.
,
50
The support member I9 is held in a normal po
sition when its plane is normal to the longitudinal
axis of the coupler body 5..
‘
ing raised yieldable portions'at the lateral ends
1
and which engage with the support member and l
exert constant forward pressure upon the support
v‘member and a central portion between said raised
end portions, the central yportion arranged to re
» main out of operative relation with the supportI
The longitudinal axis ofthe anchorage is its
member duringnormal bufling operations.
axis which aligns with the longitudinalaxis'of 55 4. A coupler anchorage comprising in combi
the car to which'it is attached.` Under prac-‘ "nation, a plate-like support member provided
tically all construction the longitudinal axes'of
with means to attach a, coupler, thereto7 a body
the couper proper, of'the anchorage and‘of the '
member for attachment to a car, resilient -means
car are in alignment under draft conditions Vex
’ of non-metallic material` interposed between one
cept when operating on curves.
60 face of the support member` andthe body mem
The coupler proper is in its central position
ber, other resilient meansof non-metallic mate
when its axis is aligned with that of the car or
rial interposedvbetween another face of the sup
anchorage.
The coupler proper is »in its central position t
when it is substantially free of draft and bufñng
forces as when uncoupled from a companion
coupler`
.
The size of the various parts of my invention
may be changed to meet various conditions es
65
port member and fixed means secured to the body
member, the said resilient means being under con
_stant compression, the ñrst said resilient means ,
being subject to further compression from bufling
forces and the said other resilient means subject
to further compression from draft forces, .the ñrst
said resilient means formed with a plurality of ,
pecially with respect to the size and construction 70 spaced and raised portions whereby the said nor
of the car and the buñing forces to which it will
be subjected.
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Having described my invention, that which I
claim is set forth in the appended claims,
I claim:
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. ~
imal buiiing forces upon said support members are .
absorbed by the said raised portions.
5. In a car coupleranchorage provided with au
body member for attachment to a car and a sup
75 port member for pivotally mounting the coupler i
5
2,381,603
on the anchorage and means `of elastic non-me
tallic material positionedbetween the said sup
port member and the body member, the combi
nation with the body member of a resiliently
comprising a support member havingmeans for
attaching the coupler body thereto, an anchorage
body adapted to be attached to >the car, resilient
means interposed ybetween the‘support member
mounted buffer member positioned rearwardly .Cil and the anchorage body whereby the support
member is held in position and the coupler head
and bodyipermitted to move longitudinally of the
anchorage body under either .a draft force or a
its central position and said buffer member con
hurling-force, a resiliently held buffer plate posi
structed and arrangedso as to interlock with a
position of the adjacentend of the coupler to re 10. tioned rearwardly from the support member in
spaced relation thereto and engageabler by the
tain it in its other than central position.
,
rear end of the coupler body only after the buiï
» 6. In a car coupler anchorage provided with a
force exceeds a predetermined value.
body member for attachment to a carand a sup
1l. Car coupling mechanism comprising in
port member for pivotally mounting the coupler
on .the anchorage and means of elastic non-me 15 combination, a coupler including a -coupler head
adapted to couple with a companion coupler, an
tallic material positioned between the said sup
from the support member and arranged-to be en
Y gaged `by the coupler when pivoted laterally from
port member and the body membenthe combina
anchorage to mount the coupler body on a car,
the said anchorage comprising a body potion for
tion with the body member of means positioned
attachment to a car, a support member to which
rearwardly from the support member and ar
ranged to be engaged by and to yieldingly inter 20 the coupler body is pivotallysecured for lateral
movement, resilient means interposed between
lock with :the coupler when moved laterally from
the support member andthe said body portion to
itswcentral position to hold the coupler in its other
cushion the normal longitudinal forces of draft
than central position.
.
and buff and a resiliently supported buiîer mem
'7. In a car coupler anchorage provided with a
body member for attachment to acar and a 25 ber to be engaged by one end of the coupler body
plate-like support member for` pivotally securing
the coupler to the anchorage, the combination
whenrthe said normal bufñng force is exceeded,
with the body member of means of yieldable none
12. Car coupling mechanism adapted to be
to further cushion the builìng force.
.
metallic material interposed between `the support
mounted >on a car and to couple with a compan
member land the body member and normally
ion coupler comprising in combination, a coupler
headprovided with a rearwardly projecting cou
pler body, an 4anchorage to mount the coupler
maintaining the support member at right angles
to the longitudinal axis of the anchorage but per~
head and body on a car, the said anchorage com
mitting the support member to take an oblique
prising a body portion for attachment to a car,
position relative to the said axis under buffmg
forces applied by the coupler, and means spaced 35 a support member to which the coupler body is
pivotally- attached _for lateral movement with a
from said body `member and supported by non
portion of the coupler body projecting rearwardly
metallic material, said means constructed and ar
from ,the pívot pin and beyond the rear face of
ranged to engage and hold a portion of the adja
the support member, yielding means of» elastic
cent end of a, coupler member to retain‘the cou
non-metallic material positioned between the sup
pler member in an oblique position.
`
`
. 4D.
port member and the anchorage body portion to
8. A car coupler mechanism comprising in
cushion the draft and buiï forces and permit lon
combination, a coupler head and body, thehead
gitudinal` movement of said coupler head and
portion adapted to` couple with the head on a
body under said forces, a resiliently Ámounted
coupler body on a car, the said anchorage' com-`v 45 buffer member positioned so as to be engaged by
companion coupler, an anchorage‘to mount the
the said Aprojecting portion of the coupler body
when the krearward longitudinal movement of the
coupler `body exceeds a predetermined amount to
movement, a buffer member spaced rearwardly
further cushion the bufñng force and to main
from the support member and‘engageable by the
rear end ofthe coupler body and means to resil 50 tain the ,longitudinal axis of the coupler body and
the anchorage in alignment during said excess
ientlysecure the support member and the buiïer
member in position wherebybothlmembers are
rearward movement.
v
13. Car >coupling mechanism adapted to be
permitted to move longitudinally relative to the
prising a movable support member to which the
body portion is pivotally attached for lateral
car under’a buff force.
`
mounted on a car and to couple-with a compan«
9. A car coupler comprisingy in combination, a 55 ion coupler comprising in combination, a coupler
head provided with a rearwardly projecting cou
coupler body including a head to couple 'with a
pler body having a substantially ilat end sur
companion coupler, an anchorage to mount the
face projecting laterally to each side of the 1on
coupler body and head on a car, the said anchor
gitudinal axis of the head and body and in a plane
age kcomprising a body portion for attachment to
normal to said axis »for the purpose described,
the car, a support member to which'the coupler
an anchorage to mount the coupler head and body
body is'pivotally attached for lateral movement,
on a car, the said anchorage` comprising a body
a buffer' member spaced rearwardly-of thesup
portion for attachment to the car, a `support
port member and engageableby the rear end >of
member to which the coupler body is pivotally at
the coupler body, and means resiliently securing
the support member and the buiïe'r member in 65 tached to move laterally to either side of its cen
tral position with a portion of the coupler body`
position relative to the ‘anchorage body, whereby
and dat end surface projecting rearwardly from
the coupler body and the support member are
the pivotal pin and ybeyond the rear face of the
yieldable longitudinally under eithera draft or a
support member, resilient means ofnon-metallic
birding force and the buiî'er member' is' yield
material .positioned between the support member
able longitudinally under only a' ,buil’lng` force.
70A
’and the anchorage body portion to cushion the
' 10. Car coupling mechanism comprising in com
forces of draft and buff and‘perimt longitudinal
bination‘, a coupler head .adapted to couple with
a companion head, a coupler body projecting rear
wardly from the head, an vanchorage to mount
the head and body on a car, the said anchorage
movement of the coupler head and body relative
to the anchorage, a resiliently mounted buffer
.member havinga substantially dat-surface posi-`
6
2,381,603
tioned so‘as to been'gaged by ‘the end >surface
of the said projectingv portion'of the coupler body
when> the' rearwardly longitudinal movement of
the
coupler` body’- exceeds
a
predetermined
amount, the surface of said buffer member being
normal to thelongitudinal axis ofthe coupler
head and «body when in their central position
whereby the longitudinal axìs of the coupler body
and head andv ofv the anchorage will be' brought
into‘longitudinal- Valignment when the -said sur
facesiengage, said-buffer member having a for
mation ‘therein -engageable with vthe rearwardly
projecting portion of the body to> hold said body
in an off-center position:
ï
14. In a car couping mechainsmv~ comprising a
car coupler to couple with a companion coupler
and an anchorage'arranged to pivotally mount
the coupler upon a car and having means of elas
tic material to cushion the longitudinal move
ments of the coupler relative to the anchorage
due to draft and buff forces, the rear end surface
of the coupler being substantiallyñat and normal
to the'longitudinal axis of the coupler andex
tending laterally on both sides of said axis, the
combination' with the anchorage of means to'be
engaged by the said end surface of the coupler
after the coupler has moved rearwardly in ex
cess of its normal buiT‘mov'eme'nt to maintain the
longitudinal axes of the coupler and said anchor
age in alignment.'
15. In a car coupling mechanism comprising a
car coupler and an anchorage to pivotally mount
the „coupler upon a car and having means of re
silient material to cushion the rearward move
ments "of the coupler relative to the anchorage
due to normal bufflng forces, the combination with
theanchorage' of means engageable by the rear
end lof the coupler after the said rearward move
ments `are exceeded Ito hold the longitudinal axis
of-the coupler and anchorage yin alignmentv under
said buff action;
'
'
16. ‘In a't'ransportation system comprising a
train of two or more cars mounted on a track and
couplers connecting adjacent cars 'and an an
chorage> secured to each car and provided with
means whereby each coupler is pivotallylmount
ed upon its car and further each anchorage pro
vided vwithineans to cushion the normal buil? and
draft forces between _adjacent cars,- the combina
a force moment isset up on either side ofthe
longitudinal axis tending to maintain the axis
of the cars and couplers in longitudinal align
ment and thereby resist derailment of the cars;
18. Ina haulage system comprising a train of
two or more cars operating on a track and the
adjacent cars connected by car couplers pivotally '
mounted thereon by interposed anchorages and
each anchorage provided with resilient means
of non-metallic material to cushion the nor
mal draft and buinng forces relative to this an
chorage, the combination with each anchorage of
`other resilient means to engage
with
means
spaced therefrom on the associated coupler after
the bulilng force exceeds said normal force tend
ing to derail the cars, the' said other means
when engaged by the last said means on the cou
pler under said excess bufñng force providing
moments of force operating to align the longitu
dinal central axes of the couplers and anchorages
and cars and hold them in alignment thereby re
sisting the tendency for the vcars to derail due
to excess bufñng forces.
19. In a'haulage system comprising two or more
cars operating on a track and car couplers con
necting the adjacent cars and including sup
port means to receive and pivotally secure the
couplers to their respective cars and each said
means provided with cushioning means of yield
able elastic material to absorb the normal draft
and builing forces, the combinationwith the first
said means of other resilient means to be en
gaged by the rear end of the coupler t0 receive
buning forces in excess 0f said normal bufi‘lng
" forces, the rear end on each coupler co-operating
with said resilient means to form moments of
force spaced laterally from the longitudinal axes
of the cars and the couplers whereby the cou
plers and’cars are brought into alignment after
excessive buning and so maintained with their
longitudinal axes in alignment during the period
of applicationof said excess buñing force.
20. In a transportation system comprisingwa
plurality of cars and a track on which the cars
operate and couplers connecting the adjacent
cars with the longitudinal axes of the vcouplers
and cars in alignment on the tangent portions of
the track and anchor means to pivotally secure
the couplers to the cars with resilient means in
tion with‘each anchorage of cushioning 'means ser terposed between the couplers and the anchors
to be engaged 'by the adjacent rear end face of
and to absorb the normal bufling forces, the com
bination with `the said anchors of auxiliary means
to align the longitudinal axis of the car and the
spaced from said resilient means so arrangeed
coupler and to maintain said alignment on a
as to cooperate with the couplers whereby a mo
tangent track whereby derailment of the cars is 65‘ ment of force will be developed to align the llon
resisted.v
f
'
_
.
gitudinal axes of the couplers and cars when the.l
17. In" a transportation system comprising a
cars are operating on a curve and the bufflng
train of two or more cars mounted on a track
force is in excess of thesaid normal buñing torceÀ
and couplers connecting adjacent cars andan
` thereby tending to derail the cars.
anchorage secured to each car and provided
21. In a transportation system comprising a
the associated coupler under abnormal buff forces
witlrmeans whereby each coupler isv pivotally
mounted upon its car and further each anchor
age provided with means to cushion the buff and
draft-forces between adjacent cars and -the rear
end of each> lcoupler projectingy within its an
chorage and havingan end surface of extended.
width from. the longitudinal axis of the coupler,
plurality of cars and a track onwhich the cars
operate and couplers connecting the` .adjacent
cars with the longitudinal axes of the couplers
_ and cars in alignment on' the tangent portionsl
of the track and anchor means to pivotally secure>
the couplers to the cars with resilient means in
terposed between the couplers and the anchors
to4 permit longitudinal movement of the couplers
iently supported means normally spaced rear
relative to the anchors and toabsorb the normal
wardly from the end surface of theassociated 70» bufnng forces, the combination with the anchors
the combination with> each anchorage of resil
coupler and having asurface of extended widthv
normal to the longitudinal axis of the car and
a of auxiliary means spaced from the said resil
ient means to co-operate with the couplers when
engageablenbyI the end surface of the coupler»
the bufling forces `exceed said normal force tend
under a‘buif forcewhereby due tothe width of king to derail the c_ars, the said co-operation'be
the contacting vsurfaces and the hurling force 75 ing effected at a lateral distance from the said
7
2,381,603
longitudinal axis of the coupler whereby a mo
ment of force is produced equal to the product
of the component of the full bufiing force times
the perpendicular distance from the said longi
tudinal axis of the coupler to the point of appli
cation of the said component thereby tending `to
car and of the coupler being capable of longi
tudinal alignment, and means on the anchorage
positioned rearward of the coupler end and nor
mally spaced for said coupler end and arranged
to cooperate with means on the coupler whereby
' the coupler and the car are maintained in lon
gitudinal alignment when the said parts are sub
rotate the coupler on its pivotal axis to align
the axes on a curve and to maintain the align
jected to a buiñng force greater than the normal
ment on the tangent thereby resisting derail
buiiing force and also to bring the coupler and
10 car into alignment from an unaligned condition.
ment of the cars.
26.' In combination, a car, an anchorage mount
22. .A cushion for a car coupler anchorage com
ed on the car, a couplermounted on the anchorage
prising, a body of elastic non-metallic material
to pivot laterally, the longitudinal axes of the
car and of the coupler being capable of longitu
dinal alignment, and means on the anchorage po
and a depressed central portion of extended area,
sitioned rearwardly of the coupler end and nor
the end portions each provided With a plurality of
mally spaced from said coupler end and arranged
’ spaced and raised means so constructed and re
to cooperate with means on the coupler whereby
lated to the centrall portion that the normal
the coupler and the car are brought into longi
bufiing forces will be absorbed by the said raised
means prior to the central portion absorbing buf 20 tudinal alignment from an unaligned position
when the said parts are subjected to a buii‘ing force
ñng forces in excess of said normal forces and a
in excess of the normal bufñng force.
metallic plate of extended area positioned in the
27. In a car coupler organization, a housing se
depressed portion to distribute the pressure due to
curable to a car, a buiñng element fixed to the'
the excess bufling forces over an extended area
and to maintain the coupler in an aligned posi 25 car and disposed Within said housing, a plate
secured to said bufling element, a support dis
tion with the longitudinal axis of the car while
posed ahead of and adjacent said buiiing element,
« under excess boiling.
a draft element arranged ahead of said support,
23. A cushion for a car coupler anchorage com
means holding said draft element and said sup
prising, a body of resilient non-metallic material
adopted to form a part of a car coupler anchorage 30 port for movement relatively .of each other and
said builîng element, a coupler element pivoted to
and of extended area, the said body provided with
said support, the end adjacent the pivot spaced
raised portions so constructed and'arranged as to
from said plate, said buñîng element having ribbed
receive and absorb the norma1 buffing forces of a
portions engaging said support adapted to absorb
car coupler, and the said body also provided with
a depressed iiat central portion to receive and 35 the normal builing action, and said coupler end
adjacent said plate contacting said plate upon an
absorb buil-lng forces in excess of said normal
abnormal buiñng action and >said plate and adja
buiiing forces and a metal plate positioned in said
cent end of said coupler when in contact .main
depressed portion and secured in place by its
taining the axis of said coupler in alignment with
edges embedded in the resilient material.
adopted to be interposed between the coupler and
anchorage, the said body having two end portions
40 the axis of the track on which said car is running.
28. In a car coupler organization, a housing
securable to a car, a buñîng element fixed to one
adopted to form a part of a car coupler anchorage
wall of said housing, said bufñng element having
and of extended area, the said body provided with ‘
a plurality of raised portions along some of its
a plurality of raised rib portions at its edges so
constructed and arranged as to receive and absorb 45 edges, a plate held on said buiiìng element be
24. A cushion for a car coupler anchorage com
prising, a body of resilient non-metallic material
the normal bufnng forces of a car coupler, and
the said body also provided with a depressed por
tion to receive and absorb buning forces in excess
tween said raised portions, a support disposed
Within said housing adjacent said buffing element
only of said normal buñing forces, and metallic
ient element disposed ahead of said support,
means of extended area associated with the cen
tra1 portion and secured thereto to be engaged by
the rear end of the coupler to yieldingly retain
said couplerl with its longitudinal axis obliquely
raised portions, a draft element including a resil
50 means to hold said draft element and said support
and said buiìing element in operative relation, and
a coupler body pivoted to said support, the pivoted
end of which is spaced from said plate, said spac~
ing being of an amount such that said raised por
` disposed to the face of said cushion and to dis->
tribute the pressure of the coupler over an ex 55 tions will ñrst absorb the initial builing action and
tended area of said depressed portion.
25. In combination, a car, an anchorage mount
ed on the car, a coupler mounted on the anchor
age- to pivot laterally, the longitudinal axes of the
said adjacent end of said coupler will then engage
said plate to enable the entire bufûng element to
absorb the buii‘ing action.
-
ERNST A. LARSSON.
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