US3167189A - Coupler operating device - Google Patents

Description

Jan. 26, 1965 E. s. clsco CQUPLER OPERATING DEVICE 4 Sheets-Sheet 1 Filed Dec. 10. 1962 INVENTOR Edward S.Cisco ATTORNEY Jan. 26, 1965 E. s. CISCO 3,167,189

COUPLER OPERATING DEVICE Filed Dec. 10, 1962 4 Sheets-Sheet 2 INVENTOR Edward SvCisco ATTORNEY Jan. 26, 1965 E. s. CISCO 3,167,189

COUPLER OPERATING DEVICE Filed Dec. 10, 1962 4 Sheets-Sheet 3 uo wn-" i ATTORNEY Jan. 26, 1965 E. s. clsco COUPLER OPERATING DEVICE 4' Sheets-Shee t 4 Filed Dec. 10, 1962 INVENTOR Edward .5. Cisco ATTORNEY United States Patent ()fifice 3,167,189 Patented Jan. 26, 1965 3,167,189 COUPLER OPERATING DEVICE Edward S. Cisco, Highland, Ind., assignor to Stanray Corporation, Chicago, 111., a corporation of Delaware Filed Dec. 10, 1962, Ser. No. 243,977 Claims. (Cl. 213-166) This invention relates to railway car coupler operating mechanisms. More specifically the invention relates to a particular type of operating lever for operating the coupler upon rotation of the lever in a counter-clockwise direction, and to a bracket for rotatably supporting the outer end of the operating lever for convenient manipulation by a trainman from the side of the car.

This application is a continuation-in-part of my copending application Serial No. 65,692 filed October 28, 1960, now abandoned.

Due to loss and damage to lading carried by railroads, which loss has been steadily increasing, ways and means of reducing the same have been studied. A good deal of the damage comes from shocks to the car, and accordingly there has been developed a sliding center sill underframe with a cushioning arrangement for railway cars I which would have little or no recoil and which would alment have been made to move forward and backward a f greater and greater distance. Whereas they would move in the ordinary draft gear arrangement some five to six inches, with the sliding center sill types the couplers have been made to move forty inches and more. This meant greater side swing of the couplers when the cars are rounding curves; There is a great tendency to build longer cars'resulting in greater overhang from truck. centers to couplers and therefore greaterside travel is requied at the coupler to negotiate railroad curves.

Specifically, the invention relates to an operating lever for a bottom operating coupler, mounted in an underframe construction having a very wide side swing and/ or a cushion underframe resulting in excessive relative longitudinal movement between car body and coupler. Therefore the rod and' the support must be designed to accommodate this wide side swing and long travel between car body and coupler, this being the principal object of the invention.

A further object of the present invention is to provide an operating device which will contract to about (thirtyeightin'ches when the coupler is in extreme buff position andextend to some six feet and more to accommodate couplers installed in these newer types of sliding center sills with cushioning arrangement therein, and side swing. e i

Another object is to construct such an operating device at a minimum of expense and yet be very efiicient in op I oration.

Other objects and advantages of the invention appear in the following description thereof.

' Referringnowto the accompanying drawing storming part of this application and wherein like reference chartions of the lever, and the angling of the lever at the bracket to accommodate these postions;

FIGURE 2 is an elevation on line 22 of FIGURE 1;

FIGURE 3 is a front view of the invention, looking at the end of a car;

FIGURE-4 is a section on the line 4-4 of FIG. 3;

FIGURE 5 is a view showing the handle end of the lever and a modified form of bracket for supporting the same;

FIG. 6 is an end view of FIGURE 5;

FIGURE 7 is a top plan view of a modified form of uncoupling mechanism made in accordance with the present invention showing in dot-and-dash lines the full bufi left and full draft right positions of the lever;

FIGURE 8 is an enlarged elevational view taken substantially on line 88 of FIGURE 7',

FIGURE 9 is a front view of FIGURE 7 looking at the end of a car;

FIGURE 10 is an enlarged elevational sectional view taken substantially on line 1tl10 of FIGURE 9 showing fragmentary portions of the coupler;

FIGURE 11 is an enlarged fragmentary view of a modified form of the bracket and lever support shown in FIG- URE 7; and

FIGURE 12 is an elevational view taken substantially on line 12-12 of FIGURE 11.

The prior art discloses coupler operating devices for use with A.A.R. type E and earlier couplers, which devices are constructed of a plurality of parts for translating rotary motion from one part to the other and to the coupler rotor for operating the coupler. But in each instance it can be demonstrably proven that such devices are not operable when used with the recently developed sliding center sill with cushioned underframe having couplers with shanks varying in length from 21 to 34% and wherein the couplers themselves move outwardly from extreme buff position to approximately 46", and

may swing laterally up to 15 on either side of the lonfactors which must be considered in a given design are type of coupler, side travel of coupler, striker projection and construction, and Width of car.

Referring now to the modification shown in FIGURES l to 6 inclusive, 10 indicates the end of a car to which the device is applied, and 12 indicates the striker to which the car coupler is assembled and which is attached to the center sill of the car. Since the coupler operating rod or lever is pivotally attached at one end to the lock lifter of the coupler for rotating and lifting the lock lifter to unlock the coupler, and at the other'end is mounted in a bracket secured to the end of the car, it is obvious that the bracket andouter end of the rod or lever must be con structed so as to compensate for the wide swing and/ or long travel of couplers mounted in cushion underfraines.

The operating rod or lever is formed in 'two parts, the inner part 14, and the outer part 16. The bracket for mounting the outer part of the lever to the car is, shown generally at 18. This bracket comprises an angle member. having a vertical flange 20, which. is riveted or otherwise secured to the end of the car. The other flange 22 is horizontally disposed, projecting outwardly normally, and the outer, edge of which is inclined, diverging from the car end toward the coupler, as shown. The bracket is of substantial length so as to accommodate movement of the lever portion 14 in following the sidewise and particular ly'the lengthwise relative movement of coupler'to car:

body. a At either outer corner of the horizontal flange 22 is a reverse J-shaped member, each having a top horizontal flange 24 which rests 'flatwise against and is'securedto the flange 22. 'At'the outer end offla'nge 24 the members are turned downwardly providing a vertical flange 26. which terminate in upwardly .facing U -bendsf28 providing bearings for rotatably-reoeiving the outer part 16 of the operating lever.

from the car end toward the coupler;

In FIGURES and 6 a modified'form of bracket is shown, the angle comprising the flanges 2t and' 22being' thesame. However, the'members ateachcorner of the horizontal flange 22 in this modification are different in that the hanger part of the bracket comprises a strap likeangleimernber having ahorizontal flange 30 and a; V

vertical-flange 32 depending from the horizontal flange.

It will be'noted i'n FIGURE 1 that the bearings are mounted on a common axis which diverges The eye is rather loose around the bars 42 and 44 so as to, permit considerable angling of the eye as well as sliding of the eye, on the bars. Obviously when the handle 40 is rotated,,the rodthatis in the bearings will be the axis of rotation and the other will act as a lever arm car is very simple. The hook-50 is applied'to the lock To the vertical flange is secured in any desired manner a Z-shapedstrap member 34, one flangeofeach of which rests flatwise against and is secured to the flange 32. The

other flange 36 of the Z-shaped member is ma parallel spaced vertioalplane with flange 34, and. the web '38 therebetween connects the two forming'upwardly facing 1ifter,="theeye 56 slid on thehairpin portion and .the hair-. pin portionapplied to the'bearings. When therein, the parts cannot separate. .l'

It isperfectlyobvious that the eye 56 need .not be elongated so as to surround both rods .42 and 44'. ''It may be a simple eyesur'rounding'rod 42 only with the depending portion in front of rod 44, and function equally as well. Referring now to' the modification shown in FIGURES .7-.10 ofthe d'rawings,'=and more particularly to FIGURE '7, the-uncoupling assembly isindicated generally by reference numera1'60 and includes abracket 62 and azlever hearings to rotatably receive the operating rod. In either modification of bearings, they mu'st be spaced about "34".

apart so that the operating rod may extend tethe required] a '30 The outer 'end 16 of the operating rod comprises a de-1. pending handle portion '40, and a hairpin shaped portion six feet;

consisting of two spaced. parallel horizontally'disposed portions 42 and 44 connected by a U-bend 46; The free end terminates at the handle'portion to which it is secured by welding or the like. Either horizontal portion 42 or} 44 may rest in the bearingportion 28 of the brackefl but 5 in the modification shown in FIGS. land 3 it is the lower;

portion 44 that isto be positioned in the bearings 28;-

One reason for this is'that the rotation "of :the rod. is

counterclockwise when viewed from the handle end; and means must be provided to prevent. clockwise rotation: of therod. Thus in the bracket shown in FIG; 3, the" handle is'free to. be rotated counterclockwise, .but the portion 42 of the rod would bump against flange 26 if it were attempted to rotate. the handle'in a clockwise" assembly having a'firstor handle section 64.and a second coupler actuating section 68 which is non-rotatingly slid able with respect to the section 64 and terminates in a hook 7 tl' for a purpose hereafter-apparent. This slidabil- I ityis necessary to'compen'satefor' the wide swing and longrelativeitravel of the coupler, shown at 72, with respect to the car body, indicated at 74." Inall modifica tions the'distance' the lever extendsis determined by the angular-ity of mounting'of the device in its bracket, the amount of travel of the sliding center sill and its cushionving arrangement, the length of the coupler shank, the de- 7 gree of lateral swing offthe coupler and the size ofthe striker opening. a g

The bracket 62"comprises az-shaped 'member'which includes a flat substantially rectangular section 76, which is securedzto and extends downwardly with respect tofthe end ofthecarbody 74,"a.;section 80substantially perpendirection. It will be noted that if the rod were positioned could be rotated without restraint: in either direction;

The purpose-of making the bottom member 44 of the unit shown inFIGURES 1-3 the center of-rotation thereof is so thatthe massof the lever material above and below with the upper-portion 42 in thebearings 2 8,'the'handle the center of rotation'is approximately equal; Therefore whenbutf ordraft shock loads occurofsuflicientmag'nitude to lcause rotation of the lever and possible lockset 1' I of coupler, thebalancing ioflthe mas's' above andb'elow" the,center of rotation will removethe tendencyof the lever to. rotate under such shock conditions; 1

. Shoulditbe desired forany'reason tohavethe upper portion 42 provide the axis of rotation'for the handle, .the bracketsarrangement shown in FIGURES 5 and 6 P would be used, wherein theupper portion 42 of the'rodv v is positioned in the bracketto providethe axis of rota-Z. V 7

' i the bracketis'notmquite,as-longand upon the portion of the bracket are secured theendsof a U fshaped :cleVis.

tion; In this modification therod may berotated-f counter- 'dicula'rto the section 76 extending'horizontally away from the car body and a flange 82 extending angularly downwardly with respectflto the section 80 forming a downturnedllip 1 H The portion 76 of the bracket is provided with spaced holes through which rivets'77 may extend and secure the bracket to theeorner' of-the car; Adjacent one: side' of the portion780 is' provided a round hole.. -indicated at 78 and adjacent"the'othertside of said'portion '80 there. is

provided an elongated hole indicated at 7 9. The lever guide comprises a round bar 81 formed. into C-shape, in length about the width of the. portion'80 of the bracket.

Theouter end ofYthis lever guideis rivetedto portion80 'through round holef78. and theother end of the lever guide is f beritxat'an angle as indicated at 83 and passed down through thefelongated hole 79.".This lever guide 81 f thus forfms a-somewhat slightly elongated 'clevis for re! ception of the; outer end :of the uncouplingjdevice. This bracketfand, lever-guide are shown, described and-claimed in Patent No. 2,839,204 owned by 'my: assignee', A moan -fied formfof'supportbracket'isshown in FIGURES -11 clockwise but not' clockwise. It'is appreciated thatgin,

this type of bracket the advantag'esjof the massdistributiori rotation are for-- of the rod above and below the axis-of feited.-

-'I'he'inner;end of the rod 14 is provided with'thejusual hookportion 50 for hooking engagementlwith' 'the, rotor 52 1of the] coupler, which .rotor isV in-turnj connected to the lock lifter .54. Thus fwhenthe rod 14 is "rotated counterclockwise, like frmotionlfwillbe imparted tothe frotor which will lift the lock lifterto unlock thegcouplerj,

The'o'ther end ofportipn 14 is provided with an;.elongated d eye '5 6 which surrounds the hairpinportion's :42fa'nd 44. J .7 5 'nection'sjthereto The 'clevis to be (able to forlever." V 1 g 7 Iheouter or, handle seetioh ofithe operating device cornf prises a' downwardly extending grip portion having an inwardlyturned end 92,whiel is thus turned to avoid catching" clothing of-trainmenin operating the devicetoand 12, -the'onlyf difierence being I that the portion .80 :of

84, [which cleyis extends outwardly beyond the flange 82 w '1 -unlockfthe coupler; Thisi handle; section hasia complete reverse-. bend 94-gforrnedgthereini whieh surrounds the clevis':84 orf-S l and .thus makes slidable'and' pivotal conreceive the outer end-'of-the operating rod 1' 'sli'd in this eye before the ends of the clevis are bolted or riveted to the bracket 62 or 62'. The handle section is then turned laterally inwardly a substantial distance as shown at 66.

The lever section 68 comprises an elongated straight portion 100 terminating at its inner end in the hook 70 for attachment to the car coupler indicated at 72. The outer end of this rod portion 100 is bent back upon itself by a U-bend indicated at 104 forming a shorter portion 102 in spaced parallel relation to portion 100 and the end of which is bent at right angles thereto as at 106 into abutment with portion 100. The lever section 68 may be made in two pieces by providing a welded joint in the vicinity of the U-bend 104.

The lever section 68 is mounted for sliding movement with respect to the handle section 64 by means of a pair of spaced upwardly facing U-shaped clips 108108. Clips 108 have parallel arms 110 and 112, which arms surround the portions 100 and 102 of the inner coupler operating section 68 and the free ends of the arms 110 and 112 are welded to the opposite sides of portion 66 of the handle section 64. Arms 1153 and 112 are provided with registering openings through which bolts 114 extend between the lever sections 109 and 102. On these bolts, between arms 110 and 112 are anti-friction sleeves 116 upon which are mounted rollers 118 which roll between the members 100 and 102 and maintain the handle section 64 out of frictional contact with coupler operating section 63. The coupler operating section 68 is thus free to slidingly and non-rotatingly move relative to the handle section 64 and thus compensate for in-and-out and lateral movements of the coupler.

From the foregoing teaching those versed in this art will understand how the operating device functions. When it is desired to unlock the coupler, for example, the handle 40 or 99 is grasped by a trainman and pulled outwardly from the car so as to pivotally rotate in a counterclockwise direction with respect to its clevis 81 or 8 This rotation will cause the sections 64 and 68 to likewise move in an orbital path counterclockwise to thus rotate the rotor of the coupler.

There has thus been provided a coupler operating device assembly which accommodates couplers mounted in sliding center sills with cushion underframes, and which couplers move a total of up to 48" between extreme buff and extreme draft positions.

I claim:

1. In an uncoupling device for railway car couplers mounted in sliding center sills in cushioned underframes for longitudinal movements up to about 48" and lateral movements of 15, a bracket mounted on the end of the car, a coupler operating device comprising a two-part lever, one part having elongated parallel rods connected by a U-bend, a handle depending from the end of one of said parallel rods, bearings on said bracket for rotatably receiving opposite ends of one of said parallel rods, said bracket preventing clockwise rotation of said rods, the other part of said lever having means at its inner end for attachment to the lock lifter of a car coupler for operation of said lock lifter upon anti-clockwise rotation of said lever, the outer end of said other part having an elongated eye slidingly and non-rotatingly encircling said rods between said bearings, the combined lengths of the parts being such that they may contract to about 38" and extend to about 72" whereby the eye may slide and angle on said parallel rods to compensate for said relative latoral and longitudinal movements of the car body and coupler, and be rotated thereby to operate the coupler.

2. A coupler operating lever arrangement for a railway car having a sliding center sill and cushioned underframe,

a coupler mounted therein for longitudinal movements up to about 48" between extreme butt and extreme draft positions, and lateral movements up to 15 on either side of the center line, the combination with said car and coupler, of bearings mounted on the end of said car adjacent a side thereof, the mounting of said bearings being such 6 that they are axially alined, said axis diverging from the car end toward the car coupler and intersecting the coupler travel at approximately its midpoint, said operating lever comprising two parts, one part having a pair of elongated spaced parallel rods connected at one end by a U-bend, a handle outboard of the outer bearing de pending from the other end of one of said rods, the other end of the other rod being secured to said handle, one of said parallel rods being mounted in said bearings and forming the axis of rotation of said handle portion, the other part of said lever having a hook at one end for attachment to the lock lifter of said coupler, and an eye at the other end of said part slidably and non-rotatably engaging the parallel rods, the other of said parallel rods acting as a lever to engage the other part and impart rotary motion thereto the combined lengths of said parts being such that they may contract to 38" and extend to about 72", whereby the eye may slide and angle with respect to said elongated rods to compensate for said lateral and longitudinal movements of said coupler and be rotated thereby to operate the coupler.

3. A coupler operating lever arrangement for a railway car having a sliding center sill and cushioned underframe with a Wide swing and long travel coupler mounted therein for longitudinal movements of up to 48" and lateral movements of up to 15, the combination with said car and coupler of a mounting bracket secured to one end of the car adjacent one side thereof, a horizontal flange issuing normally from said bracket outwardly from said end, bearings mounted on said flange, said bearings being axially alined on an axis which diverges from the car end toward the coupler, said operating lever comprising two parts, one part having elongated spaced parallel rods connected at one end by a U-bend, a handle depending from the other end of one of said rods, the other end of the other rod being secured to said handle thereby forming a flattened loop, one of said parallel rods being rotatably mounted in said bearings, the other part comprising a rod having means at its inner end for attachment to the lock lifter of a car coupler for operation of said lock lifter upon counterclockwise rotation of said rod, the outer end of said other part being offset and formed into an eye slidingly and nonrotatingly encircling said parallel rods between said bearings, the combined lengths of said parts being such that they may contract to about 38" and extend to about 72", whereby the eye may slide and angle on said parallel rods, moving progressively away from said end as the eye moves inwardly on said parallel rods to'compensate for said lateral and longitudinal move ments of the car body and coupler.

4. A coupler operating lever mounting arrangement for a railway car having a sliding center sill and cushioned underfrarne and a coupler mounted therein for longitudinal movements up to 48" and lateral movements up to 15, the combination with said car and coupler of a relatively wide mounting bracket secured to one end of said car adjacent one side thereof, a horizontal flange extending from said bracket, spaced bearings supported by said flange on a common axis that diverges from the car end toward the coupler and intersects the coupler travel at approximately its midpoint, said operating lever comprising two parts, one part having a pair of axially rotatable elongated spaced parallel rods connected by a U-bend, a handle depending from one of said rods to rotate same, and the other end of the other of said rods being secured to the handle, one of said rods being supported in said bearings, the other part of said lever having a hook at. its inner end engaging the lock lifter of saidcoupler to operate same upon rotation of said other part in one direction, the other end of said other part being turned substantially normal thereto and formed into an elongated eye slidably and non-rotatably encircling said parallel rods, the combined lengths of said parts being such that they may contract to about 38" and extend to about 72","

whereby the eye may slide and angle on said rods to compensate for the wide lateral'and longitudinal move-' ments of saidcoupler'relative to the car body, and be rotated thereby to operate the coupler upon operation of 'saidhandle.v p a s l 5. Apparatus for uncoupling a coupler of a railway car having a sliding'center sill and cushioned under-frame permitting' longitudinal coupler movements up to 48" and lateral movements up to 15 comprising a bracket mounted on said car end adjacent one side thereof, a lever guide of substantially C-configuration mounted on said bracket 7 and extending outwardly Lwith respecttliereto, and a lever assembly including a handle section .and a'lever section slidably mounted on said handle section, said handle section rotatably mounted on said lever guide andhaving a grip portion and a shank extending angularlywith re spect to the longitudinal axis of said grip portion, said lever section having a body portionyaU-bend; and a portion extending parallel to -'said' combined lengths ofis aid sections being such that they may contract to about38' and extend to'about 72" to accommodate the relative movement between the car coupler and the carbody.

8, The combination with a railway car having a slidingcenter silt and cushioned und'erframe with a wide swing and long travel coupler mounted therein for longitudinal fmovements of up to 48" andlateral-movements up to second portion extending parallel to said bodypo'rtiom a plurality of U-shaped clips secured to, saidhandle section and slidingly engaging said lever section for simultaneous rotational movement, said lever section terminating in a hook adapted to lift the lock litter of the car coupler, said lever section being slidable' with respect to said handle section, the combined length of said sections being such that they may contract to about 38,"

and extend to about 72'. to accommodate the said relative: movement between the car coupler'and the car body. 7 l

, 6. Apparatus for uncoupling a'coupler of, a railway car, said coupler being mounted for longitudinal move ments up to 48' and'late'ral movements up tol5,"said apparatus comprising a bracket having a substantially rectangular section adapted to be secured'to the end of a car body at one side thereof,"another section extending 15, of a device for operating-said coupler from the side of the caigjsaidfdevice comprising ahandle section and a coupler operatingsection, means rotatably supporting said handle'section on the endof said car adjacent one side thereof, a handle depending from said handle section outboard of said means, said coupler operating sectionhaving a hook at one end for attachment to the coupler for operation thereofupon rotation of said device, the handle section including a pair of elongated spaced parallel rods one of which isfmounted in said means and the other of said sections overlapping and provided with offset means for sliding'non-rotative 'engagementwith said parallel rods, the combined lengths of said sections being such that they may contract to about 38 and extend to about 72"'to accommodate said relative movements between the carvcou'pler and carbody.

' 9. An uncoupling, lever for operating railway car couplers mounted for longitudinal movements of up to 48" Y and lateral movements of up to 15, comprising a twoangularly with respect tothe longitudinalaxis and the V transverse axis of said first section, a. lever guide mounted,

on saidother section and extending angularly withrre's'pect thereto and angularly with respect to the longitudinal axis and the transverse axis of said first section of said bracket,

and a lever assembly including a handle section and=a lever section slidably mounted' on said handle section, said-handle section -mounted fortrotation of slaid lever' guide and having a grip-portion and a shank extending angularly with respect to the longitudinal axis of said grip portion, said lever section having a 'body porti0n,- a U-bend and a second portion extending parallel to said body portion, a plurality of 'U-shaped clipsisecured to car coupler, said lever section being islidable withf-respect to said handle section, the combined lengths of said sections being such that. they maycontract to-about 38" and extend to about 7 2 to accommodate the relative movement betwcenvthe carcoupler andthe car body.

f'part lever, one part having a pair of elongated spaced parallel rods connected at one end by a U-bend, 'a handle depending fromithe other end of one of said rods, the

other end of the otherof said rods abutting and being securedto saidhanclle, theother part of said lever comprising a rod having a hook at one end for attachment to the lock lifter of a car coupler, the other end. of said other part being formed into an offset eye slidably and n'on-rotatably'engaging the said parallel rods, whereby said. eye may slide and angle on said rods, the combined tisaid handle section and slidingly. engaging said lever sec-L tion for simultaneous movement, said'lever section ter-f minating in a hook adapted to liftlthe locklifterof the lengths ofsaid parts'being such that they may contract, to

- about 38' v and extend to about 72-to compensate for said relative lateral and longitudinal'movements of'said car. body and 'coupler, one of said rods of the handle iportion'acting as the axis of rotation thereof When'said handle is operated and the other of said rods acting as 50.

e of rotation and operate the coupler.

a lever to cause the other part 'toorbit around said axis 10. An uncoupling lever for operating the lock lifter of railway car couplers mounted. for longitudinal move- 7 7. Apparatusfor uncoupling a coupler for a railway 7 car comprising a'bracke't having a substantiallyrectangur lar: section'adapted to'be secured to the 'end of acar body atone side thereof, another section extending angularly" with respect tothe longitudinal axis and'the transverse axis of saidfirst section, said coupler, being mounted for."

ments up to 48T-"andlateral movements of up to 15", comprising in combination a two-part lever, one part having a pair of spaced-elongated rods connected together at one end; a'handle depending from thejother end of i one :of said'rods for rotating said one part on the axis 1 ofione'of-said rods, the other end of the other'of said longitudinal movements of up toabouti48 and lateral movements of up to 15", a lever guidefmounted onfsaid other section andextendi'ng angularly with respect thereto i and angularly with respect to the'longitudinal ,axis and the transverse axis of saidxfirst section of said bracket,

said handle section mounted fonlrotation onpsaid leye r";v guide having a grip portion and-a ,shanlcextending angularly with'respect to the {longitudinal axis of, said first fseictionfof' said bracket, said fshank being movable inian; I V orbital path'upon actuation ,of 'sa id gripj portion, said lever s n ,h n iarb p i n; a 1 U-b d, and a second:

rods abuttingsaid handle and being securedthereto, means onfltheendof said car f or supporting one of said rods for Qrotationoi its axis while the other rod'orbitsflaround saidiaxis; said axisidiverg'ing fromysaid car end'toward saidvcoupler, the other part of said lever comprising a rod having a hook atgone end for attachment to the lock 7 V e e e lifte'rgof. a. car coupler, the other end of said part being and a lever assemblyj including a handle section a lever; section slidably mounted, on said handle section;

formed into an, offset eye slidably 'and non-rotatably engaging said parallel; rods whereby 'said eye may. slide and l'angle' 'inrelationto said rods, and. be rotated thereby to operatethe coupler, theonerof said parallel rods supr ed in sa :meansbeing the axis or rotation of. said pair; of;rodsrwh ile"the otherofsaid rods acts as ajlever tofcausesaid other" part offsaidlever toorbit around said iaxis of ",rbiation "and ,aictuate the Ecoupler, the corn- 9 10 bined lengths of said parts being such that they may con- 1,141,612 Carscadin et a1 June 1, 1915 tract to about 38" and extend to about 72". 1,981,179 Kinne Nov. 20, 1934 2,009,930 Kelso July 30, 1935 References Cited in the file Of this patent 2 35 33 Metzger Aug 22 1944 UNITED STATES PATENTS 5 2,839,204 Lahey et a1. June 17, 1958 3,003,436 Peterson Oct. 10, 1961 1,067,579 Bazeley July 15, 1913 UNITED STATES PATENT OFFICE CERTIFICATE OF CORRECTION Patent No 3 ,167 ,189 January 26, 1965 Edward 5. Cisco It is hereby certified that error appears in the above numbered patent requiring correction and that the said Letters Patent should read as corrected below.

Column 1, lines 30 and 31, for "decelieration" read deceleration line 42, for "great" read growing lines 44 and 45, for "requied" read required column 6, line 13, after "said" insert other column 7, line 41,

for "of" read on Signed and sealed this 1st day of June 1965.

(SEAL) Attest:

EDWARD J BRENNER ERNEST W. SWIDER Commissioner of Patents Attesting Officer

Claims (1)

1. 8. THE COMBINATION WITH A RAILWAY CAR HAVING A SLIDING CENTER SILL AND CUSHIONED UNDERFRAME WITH A WIDE SWING AND LONG TRAVEL COUPLER MOUNTED THEREIN FOR LONGITUDINAL MOVEMENTS OF UP TO 48" AND LATERAL MOVEMENTS UP TO 15*, OF A DEVICE FOR OPERATING SAID COUPLER FROM THE SIDE OF THE CAR, SAID DEVICE COMPRISING A HANDLE SECTION AND A COUPLER OPERATING SECTION, MEANS ROTATABLY SUPPORTING SAID HANDLE SECTION ON THE END OF SAID CAR ADJACENT ONE SIDE THEREOF, A HANDLE DEPENDING FROM SAID HANDLE SECTION OUTBOARD OF SAID MEANS, SAID COUPLER OPERATING SECTION HAVING A HOOK AT ONE END FOR ATTACHMENT TO THE COUPLER FOR OPERATION THEREOF UPON ROTATION OF SAID DEVICE, THE HANDLE SECTION INCLUDING A PAIR OF ELONGATED SPACED PARALLEL RODS ONE OF WHICH IS MOUNTE IN SAID MEANS AND THE OTHER OF SAID SECTIONS OVERLAPPING AND PROVIDED WITH

Images