US3291320A - Uncoupling arrangement - Google Patents

Description

Dec. 13, 1966 P. P. GRElF UNCOUPLING ARRANGEMENT 4 Sheets-Sheet 1 Filed June 21, 1960 F-IL HIM.

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Dec. 13, 1966 P. P. GREIF UNCOUPLING ARRANGEMENT 4 Sheets-Sheet 2 Filed June 21, 1960 INVENTOR p. GREIF PAUL BY M 4TTORNEY 4 iIIIlIIIlI Iilf Il-ll 1966 P. P. GREIF uncouruue ARRANGEMENT 4 Sheets-Sheet 3 Filed June 21, 1960 INVENTR PAUL p GREIF M ATTORNEY Dec. 13, 1966 P. P. GREIF UNCOUPLING ARRANGEMENT 4 Sheets-Sheet 4 Filed June 21, 1960 INVENTOR AUL F GREIF BY W ATTORNEY United States Patent ()fifice 3,2913% Patented Dec. 13, 1966 3,291,320 UNCOUPLING ARRANGEMENT Paul P. Greif, New York, N.Y., assignor to ACF Industries, Incorporated, New York, N.Y., a corporation of New Jersey Filed June 21, 196i), Ser. No. 37,703 21 Claims. (Cl. 213-162) This invention relates to uncoupling mechanism for unlocking railway car couplers.

The objects of the invention include the provision of railway car coupler unlocking means particularly suitable for use in railway cars having longitudinally slidable center sills. More specifically, the objects of the invention include the provision of such unlocking means in railway cars having cushioned underframes providing extra long travel of the sliding sill; for example, thirty inches of sill travel in either longitudinal direction.

Unlocking of a coupler disposed at the end of a sill which protrudes a relatively great distance from the end sill of a railway car presents many problems not encountered in the more standard railway cars of the rigid underframe type. For instance, the uncoupler mechanisms must not only extend forwardly from the relatively stable or fixed portions of the underframe to the coupler, but the mechanisms must be compatible with the long travel of the sill and coupler.

The present invention provides flexible means extending from the end of the movable sill to intermediate portions thereof within the area of the underframe of the railway car and operating means on the underframe which may operate on the flexible means to alter the effective length thereof and to thereby operate uncoupling elements such as unlockable railway car coupler means at the end of the center sill adjacent the coupler.

The invention will be understood by reading the following description of an embodiment thereof in conjunction with the accompanying drawings of which:

FIGURE 1 is a plan view partially broken away of an uncoupling mechanism embodying the invention and showing a sliding sill in normal position and portions of the underframe of railway car associated with the mechanisms, the remainder of the underframe being shown in phantom;

FIGURE 2 is a side view partially broken away and taken substantially along the line 22 of FIG. 1;

FIGURE 3 is an end view partially broken away and taken along the line 33 of FIG. 1;

FIGURES 4 and 5 are plan and side views of a modification of the invention, but showing the sliding center sill in full inward position; and,

FIGURES 6 and 7 are plan and side views similar to FIGS. 4 and 5 but of a further modification of the invention.

FIGURES 1-3 show a center sill 10 of the A.A.R. approved inverted U type. It is slidably mounted for longitudinal movement within a railway car underframe 11. Only one end of the center sill and underframe is shown and only those portions of the underframe are fully shown which are, in the present embodiment, physically connected to the uncoupling apparatus. The remainder of the underframe is shown in phantom. The underframe contemplated in the present embodiment is of the Duryea Type and the mounting of the sliding center sill therein is perhaps best illustrated in U.S. Patent 2,271,607, granted February 3, 1942 to Sigvard Simonson.

The sliding center sill 10 extends the length of the car and forwardly and rearwardly beyond the ends thereof to provide approximately thirty inches of center sill between the end 12 of the car and the striker 13 at the end of the sliding center sill. The side Walls of the sliding center sill are laterally and oppositely outwardly flared at its ends to provide room for transverse pivotal movements of the coupler 14.

A cable bracket 15 is secured to one side wall of the sliding center sill 10 inwardly of the end 12 of the car. An uncoupler cable 16 is anchored to the bracket and extends from its bracket connection to a point slightly forwardly of the striker 13 and slightly laterally thereof where it is secured to the upper end of an uncoupler link 17. The link 17 extends from its cable connection downwardly and rearwardly to be rigidly secured to a side extension of a generally U-shaped uncoupler swinger 18. The weight of the swinger 18 is calculated to retain the uncoupler link 17 in its normal inclined position.

The ends of the swinger are turned inwardly and are retained for pivotal movement about an axis extending transversely of the sill in journal bearings 19 secured to the lower ends of the sill sides below the striker 13. From its journaled ends the swinger is bent downwardly and inwardly to form the transversely extending seat 20 of the swinger.

A lifter 21 is carried by the swinger seat 20 for transverse sliding movement therealong and the eye of the lifter through which the seat 20 extends is elongated to permit relative vertical and longitudinal slack movement between the seat and the lifter. The upper end of the lifter is hooked as at 22 for attachment to the lock lift assembly of the coupler shown only in phantom.

A side sill 25 on the cable side of the car provides a journal bearing 26 at its end. Another journal bearing 27 in transverse alignment with the side sill bearing 26 is provided at the end of the fixed center sill housing wall 28 on the outer side thereof. An actuator such as an uncoupling rod 29 provided with a handle at its outer end is pivotally carried in the side sill and center sill housing wall journal bearings 26 and 27 respectively.

The inner end of the uncoupling rod 29 extends through the bearing 27 and wall 28 to provide a shaft end to which the ends of spaced cable guide arms 35 are removably secured by means of integral bearings and pin assemblies 36. A roller 37 is retained between the free ends of the spaced arms 35 and is mounted by pin means 38, for rotation about a transverse axis. In the normal position, the arms 35 extend rearwardly and upwardly to dispose the roller 37 above the longitudinally extending cable which passes between the guide arms 35.

A guide means such as a circumferentially grooved front sheave 39 is ro-tatably carried by the end shaft portion of the uncoupler rod 29 intermediate the bearing and pin assemblies 36 of the guide arms 35 and in position to support carble 16. Spaced longitudinally of the underframe and rearwardly of the guide arms 35 and sheave wheel assembly is a second or rear sheave 41 rotatably mounted for slight transverse sliding on a stub shaft 42 which is rigidly secured at its outer end in a support =43 provided on the center sill housing wall 28.

The inner free end of the stub shaft provides a flange or washer to retain the sheave 41. This rear sheave 41 is positioned beneath the cable 16 and retains the cable between the sides of its groove as does the forward sheave 39.

In operation, the downwardly extending handle at the free end of the uncoupler rod 29 is pulled [forwardly and upwardly to rotate the rod guide arms 35 carrying roller 37 in a counter-clockwise direction as viewed in FIG. 2. The roller 37 bears down upon the cable 16 intermediate the two sheaves 39 and 41. This action will flex or move the cable 16 into the lowered phantom position shown in FIG. 2, with the front sheave 39 rotating to permit the rearward travel of the cable. The effective length of the cable 16 is thereby shortened by being flexed or moved downwardly between sheaves 39 and 41. Shortening of the cable causes the uncopuler link 17 and swinger 1 8 to be rotated counter-clockwise with the lifter 21 pressing upwardly on the lock lift assembly of the coupler to unlock the coupler.

Under normal operation of the sliding center sill it will move under buff and draft forces longitudinally of the car carrying the cable 16 back and forth without any change in its length. This being due to the fact that it is anchored to the sill at and to the coupler link 17 and merely passes over sheaves 39 and 41 and under roller 37. There will be slight lateral movement of the cable in the zone of the sheaves 39 and 41 as the cable moves back and forth with the center sill, but such movement is accommodated readily either by the axial sliding of the sheaves or by making the sheaves with wide grooves. Accordingly, no amount of movement of the center sill can cause uncoupling but only rotation of the handle of rod 29 to in effect shorten the cable. A-lso uncoupling can be accomplished regardless of the position of the center sill with respect to the underframe as the tightening can occur at any point in the length of the cable.

FIGS. 4 and 5 show a modification of the invention. In this arrangement only one sheave 50 is used. An actuator such as an uncoupler rod R, guide arm and roller assembly 51, and the sheave 50 are mounted on the underframe sill housing Wall 28 in the same manner as in the previously described embodiment. In this instance, the flexible cable C extends from sliding sill bracket connection B through a cable passage 52 provided on the cable side of the sliding sill beneath striker S. The passage 52 is lipped to provide laterally extending surfaces to accommodate transverse and vertical movement of the cable end which extends forwardly to an uncoupler link 53 which in this instance has its lower end rigidly mounted on an uncoupler bar 54. The bar 54 has its inner end operatively connected to the link lifter assembly, not shown, in the coupler. Its outer end is slidably and rotatably received in a journal bearing 55 secured to an extension piece 56 extending forwardly and laterally outwardly from the cable side of the sliding sill and is secured to the sill at its inner end. The uncoupler bar 54 extends downwardly (from the journal bearing 55 to the link lifter assembly of the coupler at the bottom portion thereof and its weight will help hold the coupler in locked position. The journal hearing, as is indicated in FIG. 4 permits universal and sliding movement of the bar 54 to accommodate the movements of the coupler due to pivoting and to the action of the draft gear.

In this form longitudinal sliding movement of the center sill structure will carry cable C and all of the connected uncoupling mechanisms such as uncoupler link 53 and uncoupler bar 54 with the sill. Therefore, no longitudinal movement of the center sill can cause any uncoupling operation. However, when rod R is rotated counter-clockwise as seen in FIG. 5 it will bend or flex cable C to the phantom position shown thereby in effect shortening the cable and moving link 53 to its phantom position. This will rotate bar 54 and cause the link lifter mechanism (not shown) to move the coupler to an unlocked condition. In this form like in that previously described the operation of the operating means can be accomplished at any position of the sliding center sill with respect to the underframe. Obviously the normal movements of the coupler 14 with respect to the sliding center sill permitted by the draft gear will not cause any uncoupling movement since the bar 54 is permitted both sliding and universal movement at bearing 55.

FIGS. 6 and 7 show another modfication of the invention and utilizes the same uncoupler link 53, bar 54 and universal journal bearing 55 of the form shown in FIGS. 4 and 5.

In this form a sheave 60, is rotatably mounted by shaft and bracket means on the sliding center sill 10 and the inner end of cable C is secured to the end of a link 61 forwardly of the sheave. The link 61 extends from its cable connection forwardly and upwardly to a non-rotatable connection to uncoupler rod 62 carried in the same manner as described in connection with FIGS. l-3.

As the cable C is retained in its normal position around the rear surfaces of the sheave 60, rotation of the uncoupler rod 62 in the counter-clockwise direction as viewed in FIG. 7 will bring the end of the cable link 61 to the phantom position shown, and again the effective length of the cable C from the sheave 60 to the uncoupler link '53 will be shortened, the uncoupler bar 54 rotated and the uncoupling or link lifter mechanism of the coupler operated. Travel of the sill 10 and cable C in this instance is accommodated without uncoupling by permitting the length of the cable from the sheave 60 to the uncoupler link '53 to vary around the rotatable sheave 60 which travels with the sill 10. The length of the cable below the sheave 60 to the relatively stable link 61 carried by the underframe will vary inversely with the variation of cable length above the sleeve 60.

The invention therefore provides a first means such as a flexible or contractable means extending from a second means such as an uncoupling means at the end of the sliding center sill to a point inwardly of the end of the car and operating means which when operated effects a change in the effective length of the first means and thereby operates the second means at the end of the sliding center sill. The operating means on the underframe is arranged to be brought into operation when uncoupling is required and to otherwise have no effect on the uncoupling mechanism of the coupler during longitudinal movement of the sliding center sill and without interference therewith.

Obviously the operating means of the invention can be arranged to be completely out of contact with the cable or other means if wear on the cable or other means is considered to be likely. On the other hand, the rotatable and roller features of the invention minimize cable wear. Furthermore, the flexible means need not be cables but may be chains or either extendable and flexible means.

Although the invention has been described in relation to bottom operated uncoupling mechanisms in couplers, it may readily be adapted for other types of locks.

The specific embodiments of the invention herein described are not intended to describe the bounds and limitations of the invention but are illustrative only. The spirit and scope of the invention are to be limited only by the following claims.

What is claimed is:

1. Uncoupler means for unlocking a coupler the combination of, an underframe, a sliding center sill longitudinally slidably mounted in the underframe and having ends extending past the ends of said underframe, a coupler mounted at the end of said sliding center sill, said uncoupler means comprising operating means attached to said railway car underframe at one end thereof, flexible means carried by said sliding center sill inwardly of the one end of said railway car underframe and extending endwardly past said end of said railway car underframe, coupler unlocking means movably mounted at the end of said sliding sill and connected to said flexible means, said coupler unlocking means being operatively connected to said coupler for unlocking the same when moved by said flexible means, said operating means being movable on said underframe whereby said operating means and said flexible means are contactedly associated to move said flexible means to move said coupler unlocking means.

2. In a railway car the combination of, an underframe, a sliding center sill longitudinally slidably mounted in said underframe and having ends extending past the ends of said underframe, flexible means secured at one end to said sliding center sill inwardly of the ends of said underframe and extending endwardly to the end of said center sill, a link adjacent the end of said sliding center sill and connected to said flexible means at its other end, said link being pivotally connected adjacent the end of said sliding center sill, pivotal means connected adjacent the end of said sliding center sill and operable by the pivotal movements of said link, guide means on said underframe intermediate said ends of said flexible means and the end of said underframe, said guide means underlying said flexible means, flexing means pivotally mounted by said underframe and overlying said flexible means longitudinally inwardly of said guide means, means for pivoting said flexing means to bear the same down upon said flexible means to flex the same partially around said guide means and to thereby shorten the effective length of said flexible means and to pivot said link and pivotal means at the end of said center sill.

3. Apparatus for unlocking a railway car coupler the combination of, an underframe, a sliding center sill and a coupler mounted at the end of said sliding center sill, said center sill being longitudinally slidably mounted in said underframe, said apparatus comprising an uncoupler rod, said uncoupler rod extending transversely of said underframe and being pivotally secured to said underframe at an end thereof for pivotal rotation about a transverse axis to said underframe, a sheave having a circumferentially grooved outer surface and rotatably carried by the inner end of said uncoupler rod for rotation about said transverse axis, a pair of guide arms rigidly secured at the inner end of said uncoupler rod and transversely spaced one on either side of said she-ave and extending longitudinally inwardly of said underframe and upwardly above the plane of said grooved outer surface, a roller rotatably carried between said guide arms for rotation about a transverse axis to said sheave, a second sheave having a circumferentially grooved outer surface and longitudinally inwardly spaced from said first mentioned sheave, said second sheave being rotatably mounted by said underframe for rotation about a transverse axis spaced inwardly of the axis of said first sheave, a cable longitudinally extending adjacent said center sill, said cable being secured at one end to said center sill on one side thereof and extending endwardly in a plane above said sheaves and below said roller between said guide arms to the end of said center sill, a link having an upper end and a lower end said cable being connected to the upper end of said link, pivota'ble means rigidly receiving the lower end of said link and being pivotally mounted at the end of said center sill for rotation about a transverse axis to said center sill and being operatively connected to said railway car coupler for unlocking the same when rotated.

4. In a railway car the combination of, an underframe, a longitudinally extending center sill slidably mounted in said underframe, a sheave rotatably mounted on one side of said center sill inwardly of an end of said underframe, a cable, a longitudinally movable means on said one side of said center sill intermediate said sheave and said end of said underframe, said cable having one end connected to said longitudinally movable means and extending inwardly and around said sheave and endwardly from said sheave to the end of said center sill, coupler unlocking means movably carried by said center sill, at its said end, the other end of said cable being operatively attached to said coupler unlocking means for moving the same, and means on said underframe operatively connecting said longitudinally movable means on said one side of said center sill for moving said longitudinally movable means.

5. An uncoupling mechanism for unlocking railway car couplers in combination with a railwaycar frame, a center sill longitudinally slidable in said railway car frame and a coupler mounted at one end portion of the center sill, said uncoupling mechanism comprising, a flexible means having a first end connected to said coupler and a second end connected to said center sill at a sill portion longitudinally spaced inwardly from the first end, an operating means supported by the car frame and having a portion interposed between said first and second ends of said flexible means and adjacent the path of travel of said flexible means when the center sill slides within the railway car frame, said operating means being operable to actuate the flexible means for movement of said first end towards said second end to unlock said coupler.

6. Uncoupling mechanism for unlocking railway car couplers in combination with a coupler, a car underframe and a longitudinally slida ble center sill carrying said coupler at its forward end and in association with said railway car underframe, said uncoupling mechanism comprising a coupler unlocking means connected to said coupler, a she-ave rotatably mounted on the side of said sill, flexible means connected at one end to an intermediate portion of said sill and extending longitudinally forwardly in association with said sheave and connected at its other end to said coupler unlocking means, and operating means including a roller supported adjacent said flexible means and operable to bear upon said last named means to flex the same partially around said sheave and thereby move said ends toward each other to actuate said coupler unlocking means to unlock said coupler.

7. In a uncoupling mechanism, in combination with a railway car frame, a longitudinally movable center sill carried by said car frame and a coupler mounted at one end portion of said center sill, said mechanism comprising an uncoupler swinger retained by said sill for pivotal movement, an uncoupler link secured at one end to said swinger and rotatable therewith, a cable extending from the other end of said link to an intermediate portion of said sill and longitudinally movable with said sill, a pair of sheaves rotataibly positioned on said car frame and having their axis of rotation perpendicular to a vertical plane through the length of the cable, said sheaves being positioned adjacent to and in position to be contacted by said cable, operating means including a roller retained for movement about a transverse axis, and an uncoupler rod rotatably carried by said car frame and supporting said roller and operable to swing said roller towards said cable between said sheaves to bend and move the cable link end longitudinal towards the intermediate portion of said sill to actuate said link and move said swing to unlock said coupler.

8. In a mechanism for unlocking railway car couplers, in combination with a railway car frame, a longitudinally slidable center sill movable within said railway car frame and a coupler carried by one end portion of said center sill, said mechanism comprising a linkage connected to said coupler operable to unlock said coupler upon movement thereby, a cable connected at one end to an intermediate portion of said sil-l and extending longitudinally forwardly and connected at its other end to said linkage, a sheave supported by said car frame adjacent to said cable at a longitudinal location depending on the longitudinal position of said center sill in respect to said car frame, and a roller assembly connected to said car frame and movable about a transverse axis to said car frame and operable to bend said cable partially around said sheave to thereby move said cable ends towards each other to actuate said linkage to unlock said coupler.

9. In a mechanism for unlocking railway car couplers, in combination with a railway car, a railway car frame, a longitudinally slidable center sill movable within said railway car frame and a coupler carried by one end portion of said center sill, said mechanism comprising an uncoupler linkage connected to said couple-r for unlocking the same, a sheave carried by said center sill and longitudinally spaced from said linkage, a cable connected to said linkage at one end and movable around said sheave when said center sill moves longitudinally within said frame, and a pivotal link carried by said car frame and connected to the other end of said cable and operable to pull said cable about said sheave and thereby actuate said linkage to unlock said coupler.

10. In a mechanism for operating a rotary lock mechanism of a coupler mounted on a center sill movable longitudinally of a railway car body, spaced brackets secured to one end of the center sill and having bearing openings in horizontal alignment with the rotary lock mechanism, an operating rod having a straight shank portion mounted within said openings for rotational, axial and angular movements, a hook portion on the inboard end of said shank portion for engagement with the rotary lock mechanism, an operating arm slidably mounted on said shank portion between said brackets to rotate said operating rod, and manual operating means comprising an elongated member connected to said cam and extending from said arm longitudinally of said car body, clutch means carried by the car body and engageable with said elongated member for pulling the latter thereby pulling said arm to operate the latter, said clutch means when in release position accommodating unencumbered movement of said elongated member relative to the car body as the sill moves longitudinally thereof.

11. In a mechanism for operating a rotary lock mechanism of a coupler mounted on a center sill movable longitudinally of a railway car body, spaced brackets secured to one end of the center sill and having bearing openings in horizontal alignment with the rotary lock mechanism, an operating rod having a straight shank portion mounted within said openings for rotational, axial and angular movements, a hook portion on the inboard end of said shank portion for engagement with the rotary lock mechanism, an operating arm slidably mounted on said shank portion between said brackets to rotate said operating rod, and manual operating means comprising a cable having one end connected to said arm, said cable being of a sufficient length to extend generally along said sill and having its other end connected to the sill so as to provide slack tension between its connected ends, 'and means for taking up slack in said cable for causing rotation of said operating arm.

12. In a railway coupler operating mechanism, an operating rod having a straight shank portion and a hookshap-ed end portion adapted to engage and operate a rotary coupler lock mechanism, spaced bearing brackets having openings to receive said shank portion for axial and angular movements, an operating arm keyed on said shank portion between said brackets, and manual operating means comprising a flexible cable, said cable having one end connected to said arm and being of a sufiicient length to extend generally along said sill and having its other end connected to the sill so as to provide slack tension between its connected ends, and means for taking up slack in said cable to actuate said arm to rotate said operating rod.

13. In a mechanism for operating a rotary lock mechanism of a coupler mounted on a center sill movable longitudinally of a railway car body; the combination of an operating rod connected to said mechanism, means on said sill supporting said rod and accommodating movement of said rod axially, rotationally and angularly relative to said sill, a lever keyed to said shaft for rotation thereof, an elongated actuator member supported by the sill and connected to the level and extending lengthwise of said sill, said lever and member being movable with said sill longitudinally of the car body, an actuator rotatably mounted on said car body, and lost-motion means for connecting the actuator to said member to engage and pull said member and thereby pull the lever after predetermined rotational movement of said actuator.

14. In a device for operating a rotary lock mechanism of a coupler mounted on a center sill movable longitudinally of a railway car body; the combination of means carried by the sill for rotating said mechanism, operating 8 means carried by the car body for actuating said firstmentioned means, and releasable clutch means for connecting said operating means to said first-mentioned means for actuating the latter to rotate said mechanism, said clutch means, in release position, accommodating movement of said sill longitudinally of said car body unencumbered by said device.

15. In a mechanism for operating a rotary lock mechanism of a coupler mounted on a center sill movable longitudinally of a railway car body, a bracket secured to one end of the center sil-l and having a bearing opening in horizontal alignment with the rotary lock mechanism, an operating rod having a straight shank portion mounted within said bearing opening for rotational, axial and angular movements, an inboard end of said shank portion for engagement with the rotary lock mechanism, an operating arm mounted on said shank portion adjacent said bracket to rotate said operating rod, and manual operating means comprising an elongated member connected to said arm and extending from said operating arm longitudinally of the car body, clutch means carried by the car body and engageable with said elongated member for pulling the latter thereby pulling said operating arm to operate the latter, said clutch means when in release position accommodating unencumbered movement of said elongated member relative to the car body as the sill moves longitudinally thereof.

16. In a mechanism for operating a rotary lock mechanism of a coupler mounted on a center sill movable longitudinally of a railway car body, a bracket secured to one end of the center sill and having a bearing opening in horizontal alignment with the rotary lock mechanism, an operating rod having a straight shank portion mounted within said opening for rotational, axial and angular movements, an inboard end on said shank portion for engagement with the rotary lock mechanism, an operating arm mounted on said shank portion adjacent said bracket to rotate said operating rod, and manual operating means comprising a cable having one end connected to said operating arm, said cable being of a sufiicient length to extend generally along said sill and having its other end connected to the sill so as to provide slack tension between its connected ends, and means for taking up slack in said cable for causing rotation of said operating arm.

17. In a railway car sill carried coupler operating mechanism, an operating rod having a straight outer shank portion and an inner end portion adapted to engage and operate a rotary coupler lock mechanism, a bearing bracket having an opening to receive said shank portion for axial and angular movements, an operating arm mounted on said shank portion adjacent said bracket, and manual operating means comprising a flexible cable, said cable having one end connected to said operating arm and being of a sufiicient length to extend generally along the sill and having its other end connected to the sill so as to provide slack tension between its connected ends, and means for taking up slack in said cable to actuate said operating arm to rotate said operating rod.

18. In a mechanism for operating a rotary lock mechanism of a coupler mounted on a center sill movable longitudinally of a railway car body; the combination of an operating rod connected to the rotary lock mechanism, means of the sill supporting said operating rod and accommodating movement of said operating rod axial-1y, rotationally and angularly relative to said sill, a lever mounted on said operating rod for rotation thereof, an elongated actuator member supported by the sill and connected to the lever and extending lengthwise of the sill, said lever and elongated actuator member being movable with the sill longitudinally of the car body, an actuator rotatably mounted on the car body, and lost-motion means for connecting the actuator to said elongated actuator member to engage and pull said elongated actuator member and thereby pull said 'level after predetermined rotational movement of said actuator.

19. In a device for operating the rotary lock mechanism of a coupler mounted on a center sill movable longitudinally of a railway car 'body; the combination of means carried by the center sill for rotating the rotary lock mechanism, operating means carried by the car body for actuating said firstamentioned means, and releasable clutch means for connecting said operating means to said first-mentioned means for actuating the latter to rotate the rotary lock mechanism, sa-id clutch means in release position, accommodating movement of the center sill longitudinally of the car body unencumbered by said device.

20. In a railway car coupler lock operating mechanism for a coupler carried by a car center s-ill, operating means adapted to engage and operate thecoupler lock mechanism, a bearing bracket supporting said operating means, an operating arm mounted on said operating means for rotation thereof, an elongated actuator member supported by the center sill and connected at one end to said operating arm and extending lengthwise of the center sil-l and having its other end connected to the center sil-l, an actuator rotatably mounted on the car, and lost-motion means for connecting the actuator to said elongated actuator member to engage and pull said elongated actuator memher and thereby pull said operating arm after predetermined rotational movement of said actuator.

21. In an uncoupling gear, the combination with the car frame of a longitudinally extending horizontal frame support mounted for sliding movement relative to the car frame, the support having an inner end Within the frame and an outer end extending beyond the car frame, a coupler on the outer end of the support, lever containing uncoupling means on and directly adjacent the coupler, and actuating means for said uncoupling means including a handle containing shaft mounted on the car frame and a flexible member having one end connected to the inner end of the support and the other end connected to the lever of said uncoupling means, the flexible member being substantially straight With little slack when the uncoupling means are in a normal or coupled position.

References Cited by the Examiner UNITED STATES PATENTS 1,032,313 7/1912 Tomlinson 213162 1,050,684 1/1913 Pagni 213162 1,087,509 2/19'14 Ramsey et a1. 213-462 1,177,769 4/1916 French 213-162 1,203,199 10/1916 H-umphries 213162 2,271,607 2/1942 Simonson 213-8 2,897,982 8/1959 Larsson 213 ARTHUR L. LA POINT, Primary Examiner. JAMES S. SHANK, LEO I. LEONNING, Examiners. B. FAUST, Assistant Examiner.

Claims (1)

1. 2. IN A RAILWAY CAR THE COMBINATION OF, AN UNDERFRAME A SLIDING CENTER SILL LONGITUDINALLY SLIDABLY MOUNTED IN SAID UNDERFRAME AND HAVING ENDS ESTENDING PAST THE ENDS OF SAID UNDERFRAME, FLEXIBLE MEANS SECURED AT ONE END TO SAID SLIDING CENTER SILL INWARDLY OF THE ENDS OF SAID UNDERFRAME AND EXTENDING ENDWARDLY TO THE END OF SAID CENTER SILL, A LINK ADJACENT THE END OF SAID SLIDING CENTER SILL AND CONNECTED TO SAID FLEXIBLE MEWANS AT ITS OTHER END SAID LINK BEING PIVOTALLY CONNECTED ADJACENT THE END OF SAID SLIDING CENTER SILL, PIVOTAL MEANS CONNECTED ADJACENT THE END OF SAID SLIDING CENTER SILL AND OPERABLE BY THE PIVOTAL MOVEMENTS OF SAID LINK, GUIDE MEANS ON SAID UNDERFRAME INTERMEDIATE SAID ENDS OF SAID FLEXIBLE MEANS AND THE END OF SAID UNDERFRAME, SAID GUIDE MEANS UNDERLYING SAID FLEXIBLE MEANS, FLEXING MEANS PIVOTALLY MOUNTED BY SAID UNDERFRAME AND OVERLYING SAID FLEXIBLE MEANS LONGITUDINALLY INWARDLY OF SAID GUIDE MEANS, MEANS FOR PIVOTING SAID FLEXING MEANS TO BEAR THE SAME DOWN UPON SAID FLEXIBLE MEANS TO FLEX THE SAME PARTIALLY AROUND SAID GUIDE MEANS AND TO THEREBY SHORTEN THE EFFECTIVE LENGTH OF SAID FLEXIBLE MEANS AND TO PIVOT SAID LINK AND PIVOT MEANS AT THE END OF SAID CENTER SILL.

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