US1234128A - Automatic car and train-pipe coupling. - Google Patents

Description

T. R. BROWN."

AUTOMATIC CAR AND TRAIN PIPE COUPLING.

APPLICATION FILED SEPT. I 7, I915- t 34 12, A Patented J1 1'1y 24, 1917.

2 SHE.ETSSHEET 1- T. R. BROWN.

AUTOMATIC CAR AND TRAIN PIPE COUPLING.

APPLICATION FILED SEPT-171 I9I5.

"F TG. 3:

Pafiented'July 24, 1917.

2 SHEETS- SHEET 2.

S ll d lfhld PATEENT THOMAS It. BROWN, 01? SPARKILL, NEW YORK, ASSIGNOR TO THE WESTINGHOU$E AIR BRAKE COMPANY, OF WILMERYDING, PENNSYLVANIA, A CORPORATION OF PENN- SYLVANIA.

AUTOMATIC CAR, AND TRAIN-PIPE COUPLING.

To all whom it mm/ concern:

Be it known that I, TI-roMAs R. BROWN, a citizen of the United States, residing at Sparkill, in the county of Rockland and State of New York, have invented a certain new and useful Improvement in Automatic Car and Train-Pipe Couplings, of which improvement the following is a specification. a

This invention relates to combined car and train pipe couplings, and more particularly to the type known as rigid lock couplings, such as shown, for instance, in the prior l/Vestinghouse Patent No. 708,747, dated September 9, 1902, and in which each coupler head is provided with a laterally projecting hook shaped portion adapted to engage the corresponding portion of a counterpart coupler by a relative lateral movement, and be rigidly locked together by cam levers, one pivoted upon each coupler and bearing against the other counterpart coupler head. The train pipe passages are also formed in the coupler heads and are provided with gaskets adapted to abut against the corresponding gaskets of the counterpart coupler when the two are coupled together.

One of the objects of my present invention is to provide an improved means for releasing the locks of the couplers, and another object is to provide improved mechanism for operating the valves in the train pipe passages.

In the accompanying drawings: Figure 1 is a view, substantially in horizontal section, and illustrating two counterpart coupler heads embodying my improvement, coupled together; Fig. 2, a side elevation of one of the coupler heads; and Fig. 3, a horizontal section of a portion of the coupler head upon a larger scale.

According to the construction shown in the drawings, each coupler head, 12, is adapted to be pivotally connected to the draw bar (not shown), and is provided with a projecting end portion, 1 1, arranged to engage the corresponding portion of the counterpart coupler by a relative lateral movement along a longitudinally inclined vertical plane. The coupler heads may then be rigidly locked together by the cam levers,

Specification of Letters Patent.

Application filed September 17, 1915.

Patented July 2%, 1617.

Serial No. 51,149.

16, pivoted upon the respective coupler heads and bearing against faces, 17, of the counterpart couplers.

The cam lever is normally held in locking position by a spring, 20, acting between the casing and a head, 18, attached to a rod or bar, 19, pivotally connected to an armof the cam lever, 16. For the purpose of manually withdrawing the cam lever to its releasing position, there is shown a hand lever, 13, mounted on a vertical shaft, 23, carrying a double cam, 21, engaging a roller, 22, mounted on the head, 18. Nhen the handle is turned in either direction from its normal intermediate position, one of the cams acts upon the roller to move the head to compress the spring, 20, and move the cam lever, 16, inward. lVhen the two counterpart couplers are locked together it is necessary to withdraw both of the cam levers in re lease and separate the couplers.

According to one of the features of my present improvement, I provide means mounted in one coupler head for releasing the cam lever of the counterpart coupler when the two coupler heads are locked together, and a preferred construction for this purpose comprises a fluid pressure operated device including a piston, 35, mounted in a cylinder, 36, carried on the coupler head, and having a stem, 37, adapted to release the cam lever of the other counterpart coupler when fluid under pressure is supplied to said cylinder. In order to effect the desired full releasing movement of the cam lever, l6,'by a short stroke of the piston and stem, a short lever arm, 38, may be pivoted in a recess at the face of the coupler, the stem, 37, bearing against said lever arm at an intermediate point, and the outer end of said arm adapted to act upon the locking lever, 16, of the counterpart coupler, as indicated in Figs. 1 and 3. A spring, 39, normally tends to force the piston and stem to its outer position when the couplers are separated, but when the couplers are brought together, the cam lever, 16, bears against the arm, 38, and by the force ofthe spring, 20, overcomes the lighter spring, 89, and forces the piston and stem inward to the position shown in Fig. 1, in which the couplers are locked together.

A suitable cock, 10, may be provided for controlling the supply of fluid to the piston, 35, when it is desired to release the couplers.

Another feature of my improvement relates to the valve devices for controlling the train pipe passages through the coupling, and comprises means actuated by the movement of the releasing piston for con trolling the operation of the train pipe valves. The train pipe passages, 24, of which there may be one or more, are provided'with gaskets, 25, at the meeting face of the coupling, for making a tight joint when the two counterpart couplers are locked together. These passages in each coupler head are controlled by valves, 26, each provided with a cylindrical extension, 28, fitting within a chamber, 29, and adapted to seat against a gasket when the valve is in the open position, as shown inFig. 1. The cylind-rical extension may fit loosely within the walls of the chamber, 29, or grooves may be formed therein for permitting the fluid under pressure which acts upon the face of the valve, to equalize around the same into the chamber, 29, when the valve is closed as shown in Fig. 3. A small pilot valve, 30, having stem, 31, engaging the'stem, 37, of releasing piston, 35, is employed for controlling the escape of fluid from'chamber, 29. The spring, 27, normally tends to force the valve, 26, to its seat. Each of the pilot valves, 30, also has a spring normally tending to close the same, and these valves are closed when the stems, 31, engage the grooves or reduced portions of the piston stem, 37, as when the latter is in its releasing position, indicated in Fig. 3. When the couplers are coupled together with the piston and stem in the other position, as shown in Fig. 1, the larger portions of the stem, 37, engage the stems, 31, and open the valves, 30, to release fluid from the chambers back of the respective train pipe valves, 26, to the atmosphere, whereupon the pressure in the train pipe passage acting on the face of the valves holds the same open.

In the particular construction shown, a portion of the piston stem, 37 is made hollow, and communicates, through lateral perforations with chambers, such as 32 and 32 formed in the casing'around the piston stem at the ends of the valve stems, 30, and the latter chamber communicates, through the space around a reduced portion of the piston stem, with the cylinder at the back of the piston, and through vent port, 33, to the atmosphere, when in the coupled position, as shown in Fig. 1, but the piston stem' is provided with an enlarged portion adapted toclose said communication when moved to the position shown in Fig. 3 for releasing the couplers.

When the couplers are uncoupled and 7 atmosphere.

hen the cars are brought together in the act of coupling, the 'cam levers, 16, are thrown out by their springs, 20, to engage and clamp the surfaces, 17, of the respective coupler heads in the locked position, and at the same time, by engagement with the levers, 38, the stems, 37, and pistons, 35, are

forced back to the position shown in Fig; 1, in which the vent valves, 30, are opened. The fluid underpressure in the chamber, 29, at the back of the valve,26, is thereby vented to the atmosphere through the chambers, 32' and 32, the hollow piston stem and vent port, 33, and the pressure in the'train pipe passage acting on the face of the valve, 26, holds the same open with the cylindrical projection or flange, 28, seated against the gasket, as indicated in Fig. 1.

hen it is desired to release the couplers, the cook, 40, is turned to admit fluidunder pressure to the cylinder, 36, and piston, 35, thereby forcing the same out to the position shown in Fig. 3. During, this movement, the stem, 37, acting through the lever, 38 releases the cam lever, 16, of the opposite coupler, and permits the closing of the valves, 30, whereupon the pressure equalizes around the train pipe valves, 26, and allows said valves to close, as before described. The hollow piston stem provides a means for the escape of any fluid which may inadvertently leak into the cylinder, 36, when the parts are coupled together, and thus prevents any undesired releasing movement of the piston. This vent is, however, closed by the enlarged portion of the piston stem when the same is actuated by the fluid admitted through cook, 10, to prevent further escape of fluid from cylinder, 36.

Both cocks, 40, of the two counterpart couplers being, opened, the coupler locks are released, and the train pipe valves closed, so that the cars may then be pulled apart, and the couplers separated.

Having now described my invention, what I claim as new and desire to secure by Let ters Patent is: V

1. Alcar coupling comprising two counterpart couplers each havingapivoted lock,

and a fluid pressure device mounted on one coupler for operatir g the lock of the other coupler. V V

2. A car coupling comprising two counterpart couplers each having a pivoted cam lever, and a clamping surface adapted to be engaged by the cam lever of the other coupler, and means mounted on the casing of one coupler for engaging the cam lever of the other coupler to release the same.

3. A car coupler comprising a casing, a pivoted lock, and a fluid pressure actuated piston and stem mounted on the casing for engaging the lock of a counter-part coupler to release the same.

4s. A car coupler comprising a casing, a pivoted look, a piston and stem carried by the casing, and a pivoted lever also mounted on the casing and actuated by the piston stem to release the lock of a counterpart coupler.

5. In a car coupler, the combination of a casing containing a train pipe passage adapted to be connected With a corresponding passage in a counterpart coupler, a valve for controlling said passage, a pilot valve controlling the pressure acting on said train pipe valve, and a movable member operated by the coming together of the counterpart couplers for actuating said pilot valve.

6. In a car coupler, the combination of a casing containing a train pipe passage adapted to be connected with a corresponding passage in a counterpart coupler, a valve for controlling said passage, a pilot valve controlling the pressure acting on said train pipe valve, and a slidably mounted stem adapted to be operated by the coming together of the counterpart couplers for actuating said pilot valve.

7. In a car coupler, the combination of a casing containing a train pipe passage adapted to be connected With a corresponding passage in a counterpart coupler, a valve for controlling said passage, a pilot valve controlling the pressure acting onsaid train pipe valve, and a piston and stem for actu ating said pilot valve.

8. In a car coupler, the combination of a casing containing a train pipe passage adapted to be connected With a corresponding passage in a counterpart coupler, a valve for controlling said passage and having a cylindrical extension, a pilot valve for venting fluid from the space back of said extension, and a piston and stem for actuating said pilot valve.

9. In a car coupler, the combination of a casing containing a train pipe passage adapted to be connected with a corresponding passage in a counterpart coupler, a valve for controlling said passage, a pivoted lock, and a piston and stem for controlling said valve and actuating the lock of the counterpart coupler to release the same.

10. In a car coupler, the combination of a casing containing a train pipe passage, a movable lock for engaging a counterpart coupler, a valve for said train pipe passage, and means mounted on the casing for operating said valve and for releasing the lock of the counterpart coupler.

11. In a car coupler, the combination of a casing containing a train pipe passage, a movable lock for engaging a counterpart coupler, a valve for said train pipe passage, and a fluid pressure device for operating said valve and for releasing the lock of the counterpart coupler.

12. In a car coupler, the combination of a casincontaining a train pipe passage, a mova le lock for engaging a counterpart coupler, a valve for said train pipe passage, said valve having a cylindrical projection, a pilot valve for controlling the pressure in the chamber back of said cylindrical portion of the train pipe valve, a stem on said pilot valve, and a piston and stem mounted on the casing for actuating said pilot valve stem and for releasing the lock of the counterpart coupler.

In testimony whereof I have hereunto set my hand.

THOMAS R. nnovvn.

Gopies of this patent may be obtained for five cents each, by addressing the Commissioner of Patents, Washington, D. G.

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