Cab-cottplibtgr

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  • Assignees:
  • Publication Date: October 23, 1860
  • Publication Number: US-30496-A

Abstract

Claims

A. 00T. .Car Coupling. ,Patented oct. 23, 1860. UNITED sTATEs PATENT oEEioE. ADAM OOT, OF MINETTO, NEW' YORK. CAR-COUPLING. Specification of Letters Patent No. 30,496, dated October 23, 1860. To all whom 'it may concern: Be it known that I, ADAM OoT,o Minetto, in the county of Oswego and State of New York, have invented a new and useful Improvement in Automatic Railroad-Car Couplings; and I do hereby declare that the following is a full, clear, and exact description of the same, reference being had to the accompanying drawings, forming a part o this specification in which- Figure l is a longitudinal view of one of the bumpers or draw heads, exhibiting the elbow or hook of the same, when not in operation. Fig. 2 represents the draw head, or bumper in a position ready for operation. Fig. 3 is a plan view of my coupling in operation. Fig. 4L is a section view of my coupling in the same condition, as represented in Fig. 3 and Fig. 5 is a front end view of one of the bumpers. Similar letters of reference. in each of the ligures indicate corresponding parts. Before going into a minute description of my invention, I would remark that I am aware, that a great number of automatic car-couplings have been patented, and that the same principle which I have adopted in my coupling hasV been embodied in some of these, and that therefore I do not intend to cover by my patent, and new principle, but simply the embodiment of an old principle in a new, and improved organization of mechanism. To enable others skilled in the art to make and use my invention, I will proceed to describe its construction and operation. A, A, represent the bumper, or draw head of a car. The socket B, B, is made iaring at its front end in every direction, so as to readily admit the coupling link D. The socket at the front end is made larger than at its rear end, or from the front to the rear ends of the socket it diminishes in size. By thus constructing the socket, the deep portion B, B, in front is of suiiicient size to readily admit the link and allow the same considerable up and down play, but the shallow portion (Z, in the rear of the slot o, o, is but a trifle larger than the link, and when the link enters the shallow portion of the socket it has no chance to play, and consequently remains in a horizontal position, or in such a position in the bottom of the bumper or draw head that the hook of an approaching, or stationary car will certainly strike the link, in the right manner to insure a perfect coupling of the two cars together. C, C, represent the elbow or lever hook of the bumper or draw head. 'Ihis hook is attached to an axle rod c e which passes through the hook, and also through the bumper or draw head above t-he socket. The vertical portion m, of the hook passes down through the slots b, o, the front side of the slot o, acting as a stop to the extremity oi said portion of the hook, and the slot ZJ, providing room for the lower end of the hook to play backward and when it is desired to effect an uncoupling of the cars. The lever f, f, attached to the axle rod e extends down diagonally at the side of the bumper or drawhead, and is of a proper length to give a sufiicient leverage to lift the hook out of the link, or overcome the longitudinal strain upon the link, when the cars are in motion, and safety requires a discontinuance of one or more cars of the train. The position of the lever is such that the hook will always have a tendency to keep down in the link, when the train is checked or when the longitudinal' pull against the hook from any cause ceases. At the end of the lever a chain is attached, g g, the end of whic i extends to the platform if a passenger car, or to the top of the car if a freight car, thus enabling an uncoupling to be effected by a simple pull on the chain. This arrangement is far preferable to a lever attached to the hook and extending horizontally either backward or forward above the bumper or drawhead, as such horizontal lever must be more or less in the way of persons passing from one car to another, and if used on cars designed for the carrying of freight, the horizontal lever compels the train-hand to climb down to the bumper or drawhead, to effect an uncoupling, whereas the chain, will instantaneously lift the hook out of the link, thereby saving time, and avoiding the risk of descending to, the drawhead or bumper while the cars are at full speed. The front side of the hook is made concave, so as to insure a slipping of the link down under the hook when it comes in contact with the same, and the rear side of the hook, at its extremity is made slightly convex, so that it will immediately slip out of the link, when the operation of uncoupling is being performed. Just above that part of the hook made conveX a small notch is sunk (see Fig. l 71,) which eectually keeps the link from upward play while in motion. From the foregoing description it will be seen that my invention is the desideratum sought by railroad companies, it being nearly as simple as the common coupling pin, and yet free from very great objection to the same, viz: the necessity of men risking their lives in going between the cars to adjust it. It also possesses the very great advantage of providing sufiicient leverage in the hook itself, whereby the cars can be uncoupled while in motion or exerting longitudinal strain on the links, by an upward pull of the train-hand, upon the chain, and thus the power of the train-hand obtained, instead of only his weight as in lever-links which are operated by a downward thrust. What I claim as my invention, and desirel ADAM OOT. Witnesses: JAMES TRIMBLE, ANTHONY Oo'r.

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