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Патент USA US3079019

код для вставки
Feb. 26, 1963
w. J. METZGER
3,079,010
COUPLER OPERATING MECHANISM
Filed June 9. 1958
2 Sheets-Sheet 1
INVENTbR.
Mu. MM 4/ M57265?
BY
Feb- 26, 1953
w. J. METZGER
3,079,010’
COUPLER OPERATING MECHANISM
Filed June 9, 1958
2 Sheets-Sheet 2
30
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INVENTOR.
MAL/AM d/l/nzaig
ice
_
3,079,010
Patented Feb. 26, 1963
1
2
3,079,010
William J. Metzger, East Cleveland, Ohio, assignor to_Na
with couplers having rotor shaft members of this type in
actual service have been generally highly satisfactory.
Some disadvantages, however, have been discovered. In
4- Claims. (or. 213-167)
situations where the operating rod has been bent or other
wise deformed, proper alignment of the hooked end there
of within the hooded head portion of the rotor shaft mem
COUPLER OPERATING MECHANISM
tional Castings Company, a corporation of Ohio
Filed June 9, 1958, Ser. No. 740,877
This invention relates generally to railway car coupler
operating mechanism. More speci?cally, this invention
ber is difficult to maintain and a hindrance to proper sep
aration of the rod from the member may occur. The
rotor shaft member of this co-pending application has
relates to a rotor shaft member constructed to prevent 10 also been found to be impractical for use on couplers
unintentional actuation of a car coupler, especially in the
having operating rods connected to and operable from
event of accidental coupler pull-outs.
Rotor shaft members in conventional use on car cou
plers, particularly those employed with the A.A.R. alter
nate standard type F interlocking coupler, are uninten
tionally actuated when a coupler is accidentally pulled
out of the end of its associated car by a mating coupler.
‘ This actuation of the rotor shaft member results in op
both sides of the car. This is due to the fact that in
coupler pull~outs the shank of the pulled-out coupler
swings slightly in the direction of the operating rod.
Double operation necessarily interferes with such swing
ing of the coupler.
It is quite possible, also, with rotor shaft members of
the aforementioned application, to be subjected to de
eration of the unlocking mechanism of the coupler, caus
formations which may go unnoticed. The rotor shaft
ing the pulled-out coupler to become unlocked so that 20 member of applicant’s co-pending application, or any
it will invariably separate from the coupler to which it
similar member which provides an opening through which
is mated and drop to the track bed.
the end of the operating rod is adapted to pass on coupler
In some present railway coupler designs, support means
pull-out, is particularly liable to deformations occurring
' are provided for the purpose of supporting a mated cou
pler against dropping onto the track in the event one of
the couplers is accidentally pulled out from the end of
its car. For this purpose, the coupler is sometimes con
structed with an auxiliary support shelf disposed on the
underside of the coupler head or an interlocking wing
and pocket structure, or both. However, it has been
found that unless the coupler knuckles remain in locked
position, neither the shelf means nor the interlocking wing
means'on the coupler retained in position is generally ef
_' fective to support the pulled-out coupler whose knuckle
has been unlocked. It is important, then, that the
knuckles‘ of the mated couplers remain locked if the sup—
port means are to function effectively. In other Words,
the rotor shaft member must be prevented from operat
.ing the unlocking mechanism of the coupler during cou
pler pull-outs.
Unintentional operation of this type occurs because of
eccentric forces applied to the rotor shaft by the operat
ing rod causing the rotor shaft to rotate and unlock the
coupler. In present constructions, the rotor shaft mem
ber has an eye portion that receives the J-shaped or
hooked end of the operating rod. The eye portion in
cludes a Wall Which is raised or spaced vertically upward
relative to the axis of rotation of the rotor member,
which makes it possible for the rotor member to re
spond to the undesirable eccentric forces resulting inthe
aforementioned unintentional operation.
In applicant’s co-pending application, Serial No. 659,
610, ?led May 16, 1957, now Patent No. 3,021,964, there
is shown and disclosed an improved rotor shaft member
which will prevent operation of the unlocking mecha
nism of the coupler in the event of accidental coupler
pull-out. In this application, the rotor shaft member
comprises a hooded head portion which includes sup
port means for the hooked end of the operating rod and
an opening or passageway through which the hooked end
of the operating rod will pass and separate itself from
the rotor shaft member during coupler pull-out, thereby
precluding unintentional operation. , The results obtained
in‘the area of the opening, due to the fact that the end
of the operating rod may not have been exactly in central
alignment with the opening when it passed therethrough
while separating. These deformations are usually not de
tectable by workmen on casual inspection. The de
formed shafts may, therefore, be returned to service,
creating a possible dangerous operating condition.
The present invention provides a novel rotor shaft
member for a car coupler which is extremely effective
under normal operations but which embodies novel means
for resisting eccentric forces and for facile separation of
the existing operating rod from its usual connection with
the rotor shaft to thereby preclude actuation of the un
locking mechanism of the coupler in the event of an
accidental coupler pull-out.
3
"
Accordingly, the primary ‘object of thelinvention is
40 to provide novel means for preventing operation of the
unlocking mechanism of a car coupler in the event of an
accidental pull-out of the coupler.
Another object of the invention is to provide a .car
coupler having a rotor shaft member embodying means
that will permit the uncoupling rod of the coupler to
separate therefrom in such a manner as not to‘ actuate
the unlocking mechanism of the couplerin the event of
a coupler pull-out.
'
A further object of this invention is to provide a rotor
0 shaft member of the above mentioned type which will‘ re
main operable regardless of deformations. existing in,
or occurring in, the operating rod to which it ‘is associated.
It is also an objectof this invention-to provide a rotor
shaft member of the above-mentioned type capable of
use with couplers equipped for double operation.
A still further object involves a safety provision inthe
rotor shaft member of this invention whereby the mem
ber is intentionally and visibly damaged as a result‘- of
a pull~out to thereby eliminate‘ any possibility of return
ing the member to service.
7
'
A more speci?c object of the invention is to provide a
rotor shaft member for a car coupler comprising an eye
portion having one de?ning wallthereof disposed sub
, stantially equal or normal to the vaxis of rotation ofthe
8,079,010
3
’ member to ‘preclude response to eccentric forces and an
‘other'de?ning wall thereof reduced in metal thickness or
weakened to permit the hooked end of the operating rod
to break theretbrough and separate from ‘the member in
the event of a coupler pull-out.
These and'other objects will become apparent upon a
4
ceived in a slot in the conventional rotor lever (not shown)
of the coupler unlocking‘ mechanism to operatively connect
the rotor shaft 16 to the rotor lever. In the embodiment
shown, the unlocking mechanism comprises the aforemen
tioned rotor lever and the usual toggle or lifter link (not
shown) which is connected to the lock of the coupler.
reading of the following speci?cation considered and
interpreted in the lightof the accompanying drawings,
Upon actuation of the operating rod 5, the rotor shaft 16
is caused to rotate, thereby operating the unlocking mecha
in which:
FIG. 1 is a top plan view of the operating mechanism
permit opening of the coupler knuckle.
of the coupler in reposed position, the coupler being
shown inphantom lines.
wall 22, rear wall 24, outer and inner end walls 26 and
' FIG. 2 is a top‘ plan view showing the position of the
"parts when the coupler has'been pulled out from the end of
' its‘associated car such a distance as will cause the hooked
‘ end of the operating rod to force against and break through
"the ‘weakened wall of ‘the eye-portion of the rotor shaft
nism to cause the lock to move to unlocking position and
Eye-portion 20 of rotor member 16 comprises front
28, respectively, and a connecting wall section 30. The
aforesaid walls, together with shank 18, form the eye
opening 32 adapted to accommodate -J-hook .14 of "the
operating rod in connected relationship. The walls and
openingv 32 are- so arranged that hook 14 substantially
encircles wall 26 and assures a positive connection be
tween the rotor shaft member 16 and the rod 5 when in
FIG. '3 is an enlarged fragmentary-top plan view. show 20 assembled condition on the railway car.
_ ‘member to thereby Idetach itself from the rotor member
andjprevent‘ operation of the uncoupling mechanism.
ing'the relationship'between "the rotor shaft memberv and
‘the operating rod in'the reposed position.
‘ FIG. 4 is a view similar to FIG..3 but showing the rela
An abutment lug 34 is formed integral with and depends
from front wall 22. Upon actuation of rod 5 by pulling
upwardly on handle 12, hook 14 is adapted to engage the
inner sides of rear wall 24 and lug‘ 34 to cause rotation
tionship between the parts when the operating shaft is
25 of the rotor shaft in a counterclockwise direction, as
actuated for normal operation.
viewed‘in FIG. 4, and thereby operate the unlocking
FIG. 5 is a view, also similar to FIG. 3, but showing the
mechanism of the‘ coupler; It'will be understood that a
operating rod in position‘for separation. from the rotor
clearance exists between the hook 14 and the inner sur
shaft member.
,
FIG. 6 is a view similar to FIG. 4and shows the posi
face of luge34, as shown at 36 in ‘FIG. 3, in order to
‘avoid undesirable contact during lateral ‘angling of the
tion of the‘ parts immediately following separation thereof. 30 - coupler in‘ normal service.
'FIG.'7- is a top planview of the. novel- rotor shaft. mem
As" best illustrated in'FI'G. 8, the’top surface 24a; of
‘ber of this invention.
F1618 is a side view thereof.
"FIG. 9 is anend view thereof.
rear wall124 ‘is disposed or offset vertically downward
relative to the top surface of shank portion 18. 'As previ
ously indicated, the rear wall of the eye-portion of con
35
“FIG. 10 is a partial plan view taken substantially along
ventional rotor shafts is disposed substantially above the
the. lines 10-10 of-FIG. 7.
top surface of the rotor shaft shank. As is known, during
FIG. 11 is a sectional view taken substantially along the
a coupler pull-out, hook 14 will pivot in the direction of
_ lines 11-—11' of FIG. 7.
the rear wall of the rotor shaft.
Since the rear wall of
Referring to the‘ drawings, the coupler. operating mecha 40 the conventional rotor shaft is'disposed above the top sur
nism is shown-applied to a car coupler 2 (indicated by dot
dash lines) and the end of a car body 4. The coupler is
- mounted on the car by means of the usual support 'struc~
rture 6 (:also shown in ‘dot-dash lines) and in the embodi
face of the shank and, hence, above the axis of rotation
of the rotor shaft member, the member is responsive to
the eccentric forces exerted and is easily actuated by
contact with hook 14- thereon during pull-out. On the
--.ment shown‘ is an A.A'.R. alternate standard type F inter
' locking coupler. it will be understood,‘ of course, that
* other hand, rear wall 24 of the present invention, being
' while the invention has been shown embodied in a particu
' vlar type of coupler, it may be’used with any coupler that
- utilizes-an operating or uncoupling rod which, at one end,
- shank, portion 18, will not, by‘ mere contact with hook .14,
is connected to the unlocking'mechanism of the coupler
' and .on the otherend is attached to the car structure.
-.In the'embodiment shown, the operating rod 5 is a
- conventional A.A.R. standard operating rod for the afore
mentioned type F coupler ‘and near its outer end is sup
disposed with its surface 24a below the‘top' surface‘ of
actuate rotor vshaft 16, since the disposition of the Wall
'is, in- eifect, equal to or below the'axis‘ of rotation; ofv the
rotor shaft. Rotor shaft 16, therefore, cannot be'actu
50 ated by the eccentric forces exerted during coupler pull
out. This constitutes an important feature of this inven
tion, as will hereinafter become‘ more evident.
‘ Wall section 3t‘; extends between rear wall 24 and outer
- >5 ported in the U-shaped tbearing ‘portion 7 ' of the usual
'end wall 26. ' The drawings clearly indicatethat wall sec
. bracket 10 secured to car body structure 4. U-shaped por 55 tion 30'is of substantially lesser metal thickness than the
tion 7‘ permits transverse movement of the rod with respect
‘1 tov the-car in ‘response to'horizontal angling movement of
w the'eoupler'l. The outeriend of the rod terminates in
depending handle portion 12 for actuation thereof. The
other walls ‘de?ning eye-portion 20.
FIG. 10 clearly
‘shows that wall section 30.is of lesser thickness in a
vertical direction and is also of lesser thickness ina trans
verse direction, as seen in FIGS. 7 and I1. Ine?'ect,
- :J'-shaped inner end ‘1410f the operating rod is connected to 60 then, eye-portion 20 is de?ned'by a section of reduced
> ea’rotor member 16 which is‘ mounted on the underside of
"thickness so as to intentionally form therein a weakened
Ethetcoupler head for rotation‘ about a horizontal axis, as is
portion adapted to be fractured out or broken through by
‘well-known to-those skilled‘ in the art. Rotor 16 is opera
book 14 during'a coupler pull-out. To this end, wall
' ‘.tively connected to- the usualrunlocking member (not
‘section 30 is of a length slightly in excess of the diameter
' ~ shown)'-to ‘lift the lock of the coupler'out of locking posi 65 of the rod S'to permit hook 14 to break cleanly there
tion relative to the ‘knuckle of the ‘coupler upon rotation of
i irro'd 5 by means of-handle12.
Rotor shaft member 16 comprises shank portion 18, and
infaccordance with the invention, an ‘eye portion 20 to
.through' (FIG. 6).
In assembly the uncoupling rod‘ to the rotor shaft, book
.14 is inserted through eye-opening 32 and is disposed to
:partially encircle‘outer wall 26. The outer end'of rod 5
‘zwhich‘the J'-hook 14 of the uncoupling rod is connected. 70 .is' then placed in position in the U-shaped portion 7 of
Shank portion 18 comprises the usual cylindrical bearing
:support bracket ltl'and the usual cotter pin is inserted
1 "sections‘18a and 18b which are adapted to be received in
-.through portion 7 to maintain the rod in connected rela
the complementary bearing portion on the underside of
tionship tothe railway car.
- theicoupler head._ Located between bearing portions 18a
' Thefunctioning of the novel rotortrshaft to- prevent
' ifandilsbiis'the key-‘portion 19 which is adapted to bere 75
3,079,010
operation of the unlocking mechanism in case’of acci
dental coupler pull-out is as follows:
Assume that coupler 2 in FIG. 2 has been pulled out
vof the end of its associated car. It will be understood
that the pulled-out coupler 2 will be supported by the:
_ opposing mated coupler (shown in dot-dash lines in FIG.
2) as long as both couplers remain in locked condition.
As the coupler 2 ispulled away from the end of its car
the rod 5 is pulled by the coupler through U-shaped por
tion 7 of support bracket 10 until handle portion 12 of .'
the rod engages portion 7. At this point, it will be appar
ent that no further sliding movement of the rod with
respect to the bracket can occur upon further outward
movement of the coupler. In existing constructions of
weakened wall section so that their hook ends will break
through and separate therefrom substantially as described
above in single operation. Also, during actuation of the
rotor shaft when adapted for double operation, the eye
portion of the shaft on the side of the coupler opposite
from the operating rod being manually actuated will
rotate at least 35 degrees before any movement is im
parted to the operating rod connected thereto. Thus, the
coupler lock may be raised to lock-set position without
disturbing the unactuated operating rod. This result is
obtained primarily through the described disposition of
rear wall 24 relative to the shank 18 of the rotor shaft
to provide the necessary clearance for the hooked end
of the unactuated rod, as will be well understood by those
rotor shaft members, such as that now in use in the type 15 skilled in the art.
F coupler, an eccentric force would be exerted on the
The novel rotor shaft of this invention is readily inter
rotor shaft member by the uncoupling rod as the coupler
changeable with the existing rotor shaft of the type F
2 approached the above-described point. Such a force
coupler and does not require any structural changes to be
causes rotation of the rotor shaft member of the F coupler
made in the coupler head or to the operating rod. It will
in a direction to eifect unlocking of the coupler knuckle. 20 be apparent that eye-portion 20 of the rotor shaft, as
However, with a rotor shaft embodying the present inven
described herein, may be incorporated in various types
tion, no eccentric force is applied to the rotor shaft during
of rotor shafts now in use on car couplers.
movement of the coupler to the described position and
The terms and expressions which have been employed
therefore no actuation of the shaft occurs and the coupler
are used as terms of description and not of limitation and
knuckle will remain locked. .
25 there is no intention of excluding such equivalents of the
As the coupler is pulled beyond this position, the rod 5
temporarily acts as a tie between the bracket 10 and the
coupler and causes the latter to pivot relative to the rod in
invention described or of the portions thereof as fall
within the purview of the claims.
What is claimed is:
a counterclockwise direction, the operating rod simul
1. In a car coupler operating mechanism, 1a rotor shaft
taneously pivoting at its handle 12 about portion 7 of the 30 member
rotatably mounted on the underside of a car
bracket, as shown in FIG. 2. Also, during movement of
coupler, said member having a shank portion and an
the coupler to the FIG. 2 position, the hook 14 of the
eye portion, and an uncoupling rod having a hook-shaped
rod pivots away from normal reposed position on outer
end operatively connected to said eye portion, said rod
end wall 26 to overlie and bear against the weakened wall
having a handle portion adapted for pivotal mounting on
section 30. Continued movement of the pulled-out 35 an associated railway vehicle, said eye portion comprising .
coupler will cause the hook 14 to fracture or break
a rear wall and depending lug, said wall and lug being
through the wall section 30 to effect separation of the rotor
adapted for hearing engagement with said rod end upon
shaft and the operating rod. The pulled-out coupler is
actuation
of the rod to effect rotation of said member, said
then supported and carried by the opposing mated coupler.
eye portion having an end wall and a wall section joining
This facile separation of the rod and shaft precludes opera
said rear wall and said end wall, said section being of
tion of the unlocking mechanism of the coupler and thus
reduced cross-sectional area compared to the adjacent
prevents the pulled-out coupler 2 from dropping to the
walls and being of a length in excess of the diameter of the
track bed.
rod, said section being so disposed in relation to said rod
It is apparent from FIG. 6 that wall section 30 will
as to be engaged and fractured by said rod end in the
fracture out and hook 14 will break therethrough with 45 event of a coupler pull-out to permit separation of said
out interference and will not only prevent unlocking of the
rod end from said eye portion.
pulled-out coupler, but also will prevent any damage to
2. In a car coupler operating mechanism, a rotor shaft
bracket 10 and the operating rod 5. In existing rotor
member operatively connected between the unlocking
shaft constructions there is no provision for automatic
mechanism of the coupler and an uncoupling rod, said un
disconnection of the uncoupling rod therefrom during a
coupling rod having a hook-shaped end connected to said
coupler pull-out and, consequently, distortion and break
member and the other end of said rod having a handle
age of the support bracket and rod will occur, in addition
portion
adapted for pivotal mounting on‘ an associated
to the unlocking of the coupler. With this invention, once
railway vehicle, said member comprising a shank por
the rod has become disconnected from the coupler, it will
hang from bracket 10 and neither the rod nor the bracket 55 tion and an eye portion embraced by said hook-end of
the rod, said eye portion being de?ned by a plurality of
will be damaged. Obvious damage occurs to rotor shaft 16
integral walls, a rearward one of said walls being adapted
due to the fracture or break in eye-portion 20, as de
for engagement with said hook-end and having a top sur
scribed. This damage, as aforementioned, is deliberately
face disposed below the top surface of said shank portion,
intended in order to require the substitution of a new
rotor shaft and to preclude the possibility of returning 60 and another of said walls being of a length in excess of the
diameter of said rod and reduced in cross sectional area,
said wall being embraced by said hook-end during ac
While wall section 30 has been described as weakened,
cidental pull-out of the coupler to permit said rod to break
it is to be understood that the intended fracturing thereof
said wall and separate from said member.
will occur only when the hook 14 assumes the designated
3. A rotor shaft member for a car coupler comprising
position and unusual ‘forces, such as those exerted dur 65
a shank portion and an eye portion, said eye portion be
ing coupler pull-out, are applied thereto. Weakened wall
section 30 is of sui?cient strength to withstand vany strains
ing de?ned by front and rear walls, inner and outer end
or forces to which it may be subjected in normal service
walls, and a wall of reduced thickness connecting between
operation.
said rear and outer end walls, said walls being integral
When the rotor shaft of this invention is adapted for 70 and forming an eye opening for receiving an end of an
use on couplers equipped for double operation, swinging
associated operating rod therein in connecting relation
of the coupler, as shown in FIG. 2, will not occur, due to
ship.
equal and compensating forces exerted by the uncoupling
4. A rotor shaft member as de?ned in claim 3, wherein
rods on both sides of the coupler. Both rods will, how
another of said walls adjacent said shank portion is
ever, align themselves properly relative to the respective 75 formed with its top surface below the top surface of the
a deformed rotor shaft to service.
23,079,1210
8
7
"1,990,699
2,083,054
2,171,078
2,282,641
' shank portion,‘ said last-named wall‘ being disposed on the
- rearward side of said. eye portion.
References Cited in the ?le of this patent
vIJNITED- STATES PATENTS
7819,314
Renshaw. ______________ __" May 1, 1906
1,315,969
.Kienzle _____________ __ Sept. 16,119‘19
$1,630,481
Fitzpatrick __________ __IMay 31, 1927
"1,744,536
5
‘ Faverty ____ __-__..>_ ____ __ 12111.21, 1930 10
‘~ Kinne ______________ -_"Feb. 12, 1935
Cline _______________ __ June 8, 1937
Cline ___________ __'___ Aug. 29, 1939
Corey _______________ __' May 12, 1942
24,52,796
2,468,669
Holmes _____________ __ Apr.-26, 1949
7, 2,585,889
Wolfe ______________ __ Feb. 12, 1952
2,769,55 6
Metzger ______________ __ Nov. 6, 1956
2,949,195
Kozak ______________ __ Aug. 16,1960
Skibsted ______________ __ Nov. 2, 1948
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