US2086381A - Train line coupler - Google Patents

Description

J y 1 A., GAUTHIER v 2,086,381

TRAIN LINE COUPLER Filed Aug. 1, 1955 I 4 Sheets-Sheet J.

Inventbr July 6, 1937. GAUTH|ER 2,086,381 I TRAIN LINE COUPLER Filed Aug. 1, 1955 4 Sheets-Sheet '2 TRAIN LINE COUPLER IIIIIIIIIl/IIIIIA 5 9 I nventor fllfiem" 6a file/ BY I I i ttorney 1937' A. GAUTHIER R 2,086,381

9 TRAIp LINE COUPLER Filed Aug. 1, 1935 4 Sheets-Sheet 4 w Q, h

Inventor Patented July 6, A 1937 UNITED STATES PATENT OFFIQE TRAIN LINE COUPLER Albert Gauthier, Villemontel, Quebec, Canada, assignor of one-twelfth to Lucien Ladouccur and one-twelfth to Rodolphe Perrcault, both of Amos (Abitibi) Quebec, Canada, and one- Application August 1,

Claims.

The present invention relates to couplers for connecting air and steam train lines of railway cars.

An object of the invention is the provision of coupling means for air, steam and whistle lines of a train of railway cars designed to enable automatic connection.

Another object of the invention is the provision of train line couplers of the above character which may be automatically disconnected upon uncoupling of the car couplers.

A further object of the invention is the provision of a coupler equipped with means for automatically opening the train line valves when the air and steam line couplers are connected.

Still another object of the invention is the provision of a train line coupler equipped with means for gradually opening the air brake line upon engagement of the train line couplers.

Still another object of the invention is the provision of train line couplers of the aforesaid character embodying mechanism for pressing the inner port equipped faces of the coupler jaws together when the couplers are connected.

A still further object of the invention is the provision of a train line coupler having means for opening the air brake line to the atmosphere for efiecting automatic application of the train brakes when the couplers become unintentionally disconnected.

Other objects and advantages of the invention will become apparent as the description progresses.

In the accompanying drawings forming a part of this specification and in which like reference characters are employed to designate corresponding parts throughout the same:

Figure l is a perspective View of the train line coupler associated with a supporting car coupler,

Figure 2 is a side elevational view of one coupler, partly in section,

Figure 3 is a transverse section on line 33 of Figure 2,

Figure 4 is a top plan view of a coupler partly in section,

Figure 5 is an enlarged plan view showing the coupler heads in section and in nearly connected position,

Figure 6 is a side elevational view of the coupler, partly in section,

Figure 7 is a section through a pair of couplers in fully connected position,

Figure 8 is a side elevational view of the couplers showing the valve mechanism in the initial coupling position.

1935, Serial No. 34,127

Figure 9 is a similar view showing the automatic adjustment of the valve mechanism, subsequent to the connection of the couplers,

Figure 10 is a longitudinal section through a piston with the piston valve in closed position,

Figure 11 is a similar View showing a piston valve in open position,

Figure 12 is a transverse section taken on the line l2l2 of Figure 2,

, Figure 13 isa fragmentary top plan, partly in section, showing the coupler jaw clamping mechanism, c

Figure 14 is an enlarged longitudinal section on line l4--!4 of Figure 4,

Figure 15 is a similar view on line l5-|5 of Figure 2, and

Figure 16 is an enlarged fragmentary section on line Iii-l6 of Figure 6.

Referring to the drawings, wherein for the purpose of illustration is shown a preferred embodiment of the invention, A and B designate complementary couplers each of which embodies a longitudinal shank 20 enlarged at the outer end to form a tapered pyramidal head 2| having a half portion recessed to form a socket 22. The opposite half portion of each head is formed to provide a longitudinally protruding tapered jaw 23 terminating at the outer end with a reduced tongue 24. In the shank of the couplers are formed a plurality of, in the present instance three, longitudinal passages 25, 26 and 21' assuming arcuately curved forms in the head and terminating in ports 28, 29 and 30 at the inner side face of the jaw. A rubber gasket 3! is secured in each of the ports 28, 29 and 33 and is formed to provide an outwardly projecting resilient ring portion 32. To the opposite inner end portion of the coupler shank are attached flexible conduits 33 connecting the train brake air line with the upper passage 25, the steam line with the lower passage 26 and the whistle air line with the passage 21, as shown to advantage at Figure 1.

In the head of the coupler A is formed a longitudinal slot 35 in which is pivotally supported a catch hook 36 pivotally connected with a pin 3? having the inner portions disposed in longitudinal grooves 38 so that the catch may be moved longitudinally. An angular spring 39 secured in the slot yieldingly swings the catch hook to an inward connecting position. To the inner end of the hook 36 is pivotally connected one end of a link v ll] the opposite end of which pivotally connects with the outer extremity of a radial arm 4| connected to the end of a stem 42 formed on the inward extremity of a plug valve 43 mounted transversely in the coupler head and provided with an angular passage. When the valve is rotated by the movement of the hook and lever connection the angular passage therein forms communication between a bore 44 disposed longitudinally in the head and a port 45 in a valve bonnet 46. The head of the complementary coupler B is also provided with a longitudinal slot t? provided with a catch hook 48 pivoted on a fixed pivot pin i-sand normally urged to an inward connecting position by means of a spring 56. To an ear on the intermediate portion of the catch hooks 36 and 48 is connected a chain 5| adapted for connection with a movable part of the car coupler so that the hooks may be automatically disconnected when separating the couplers.

In the intermediate portion of the shank is mounted a rotary plug valve 53 provided with a valve passage and extending transversely through the upper air brake passage 25 to control the passage of compressed air therethrough. The valve 53 is provided at each end with a noncircular extending stem portion. Below the valve 53 is mounted a similar plug valve 54 extending transversely through the shank and intercepting the lower steam and air line passages 26 and 21 and provided with valve passages in correspondence therewith. V

About the shank is mounted a cylindrical elongated structure generally indicated at C embodying, at the forward end, an annular flanged ring 56 rigidly supported by a bracket 51 connected with the car coupler or other suitable structure of the car. Rigidly secured upon the ring 56 and extending inwardly therefrom is a cylindrical coil spring 58 the inner extremity of which is rigidly secured to an inner angular ring 59. The ring 59 is formed with a spider embodying a plurality of radial arms 60 bolted or otherwise fastened to lugs 6| formed on the shank. At one side of the coupler shank 20, within the concentric cylindrical structure 0, is formed a crank case 63 communicating with a horizontal rearwardly projecting cylinder 64. Within the cylinder 64 is mounted a slidable piston 65 having an aperture of relatively small bore 66 formed in the head. At the centre, the piston head is formed with a bevelled seat formed to engage a bevelled disc valve 6'! provided with a stem 68 slidable in a guide sleeve 69 secured by a bracket in the piston. As will be noted from Figures 10 and 11, the valve 6'! is formed to automatically assume a closed position when the piston is moved toward the closed end head 10 and to automatically assume an open position when the piston is moved in a reverse direction, the purpose of which will be described hereinafter. A piston rod H, pivotally connected to a wrist pin E2 on the piston, projects longitudinally forward and into the crank case 63. The inner end of the piston rod H is pivotally connected to the outer end of a crank arm 13 connected to a lateral stem of the valve 53.

To the opposite lateral stem of the valve 53 is connected a lever 15 having the outer extremity pivotally connected to the ear of a flanged. sleeve 16 slidably fitted on a longitudinally extending rod 1.7. The forward end of the rod 17 is connected to a pivot bracket 16 on the interior of the ring 56 while the intermediate portion is formed with a collar 79 adapted to limit the forward movement of the sleeve. Secured on the rear of the rod 11 and pressing against the sleeve to yieldingly slide the same forwardly against the collar is a coiled compression spring 80 held in position by a washer 81. A second rod 82 having its front end connected with a pivot bracket 83 on the front ring 56 extends rearwardly in the cylinder C and connects with a valve arm 84 secured to the stem "extension of the valve 54. When the couplers are brought into contact each is retracted, that is, moved longitudinally inward with respect to the fixed ring 56 against the tension of the cylindrical spring 58 which yieldingly forces the coupler heads into snug interfitting engagement. The rod 82 attached to the fixed ring causes the bottom valve 54 to rotate to an open position as the coupler shank is moved longitudinally inward to as to open the steam and whistle air conduits. Quick or sudden opening of the valve 53 controlling the air brake conduit is, however, avoided inasmuch as the piston 65 impedes rotation thereof. In consequence, the resistance effected by the piston causes the lever 15 to slide the sleeve 16 inwardly on its supporting arm against the compression spring 86 which, acting through the levers and the valve, slowly rotates the valve and depresses the piston which moves at a predetermined retarded speed due to the restricted escape of air from the cylinder chamber through the small aperture 66. Thus, a gradual closing of the air brake line is effected upon engage I ment of the couplers.

A pipe 86, of relatively small diameter, extends along the coupler shank and connects a vertical bore 81 disposed inwardly of the control valve 53 with the passage 44 in the coupler head to enable automatic opening of the air brake line to the atmosphere upon unintentional separation of the couplers. V v

When the couplers inter-engage, the gaskets 3| on the jaws of the complementary heads are tightly pressed together to provide a leak-proof joint of the communicating ports by means of an arcuate clamping lever 89 pivotally connected to the coupler formed with a clamping lug at the outer end adapted to engage the projecting tongue of the complementary coupler jaw.- The inner end of the lever engages a pin 9| secured on the intermediate portion of, an arm 92 having its inner extremity pivotally connected withthe shank. The outer opposite end of the arm 92 is pivotally connected to the end of a coacting arm 93 the forward end of which is connected with a pivot bracket 94 on the fixed ring 56. This mechanism is designed to swing the lever 89 to clamping position as the coupler is retracted rela tive to the fixed ring to assure a tight joint when the couplers are united.

The inner end portion of each coupler shank may be supported in a slide bracket 96 attached toa pivot support, as for instance pivoted draft gear of the car. Y

As the cars are brought to coupling position the complementary train line coupler sections A and B, on the adjacent ends of respective cars,

slidably engage, that is, the jaws 23 slide into the respective sockets 22 and each coupler is retracted against the action of the cylindrical spring 56.

As the couplers are retracted the valves 53 and 54 are automatically actuated to effect quick opening of the steam and whistle air lines and retarded gradual opening of the air brake line. As will be noted from Figure 11, the closure of the air brake valve may be effected quite quickly inasmuch as the valve 6'! and the piston 65 automatically open to permit relatively rapid return movement of the piston. When the couplers are engaged the levers 89 operate to press the inner faces of the coupler jaws together compressing the elastic gaskets 3! to form a very tight joint.

When the coupler sections are fully connected the hooks 3B and 4S interlock, as shown at Figures 5 and 7. When the train line couplers are to be intentionally disengaged, the hooks are swung to clearing positions by means of the chains attached thereto. matically actuated during uncoupling operation by connecting the same with the car coupler releasing gear. If the train line couplers should be unintentionally separated, as by accidental disconnection of the car couplers, the hook 36 will be moved longitudinally and will operate the safety relief valve 43, on one section of the coupler, opening the air brake line to the atmosphere so that the master air brake control valve, as for instance a triple valve, will cause the brakes to be automatically applied.

It is to be understood that the form of my invention herein shown and described is to be taken as a preferred example of the same and that various changes as to the shape, size and arrangement of parts may be resorted to without departing from the spirit of the invention or the scope of the subjoined claims.

Having thus described my invention, I claim:-

1. An automatic train line coupler comprising a pair of complementary interconnecting coupler sections, each of said sections having train line passages formed therein, valves on each coupler section for through the train line passages thereof, mechanism for automatically opening the valves when the couplers engage and closing the valves when the couplers disengage, means whereby the valve controlling the air brake line will be opened with a gradual retarded movement and means whereby disengagement of the couplers will open the brake line to the atmosphere.

2. An automatic train line coupler comprising a pair of complementary inter-connecting coupler sections, longitudinally slidable hooks for retaining said sections together, each coupler section being provided with train line passages, valves controlling the air brake line communication with the atmosphere, said valves being actuated by the sliding movement of the hooks, spring means for resiliently forcing the coupler sections together when connected, the said couplers being adapted to assume retracted positions in engagement, valves controlling the passage of fluid through the train line passages, and mechanism for automatically opening the valves when the coupler sections engage and closing the same when the sections separate and associated pneu- These chains may be autocontrolling the passage of fluid matic means for gradually opening the air brake line when the sections engage.

3. An automatic train line coupler comprising a pair of complementary inter-connecting coupler sections, hooks for positively locking said sections together, each coupler section being provided with train line passages, spring means for resiliently forcing the coupler sections together when connected, the said couplers being adapted to assume retracted positions in engagement, valves controlling the passage of fluid through the train line passages, mechanism for automatically opening the valves when the coupler sections engage and closing the same when the sections sepa-' rate, means whereby the valve controlling the passage for the air brake line will be opened with a gradual retarded movement and a lever for additionally pressing the sections together laterally to insure air-tightness between the passages.

4. An automatic train line coupler comprising a pair of complementary inter-connecting coupler sections, each coupler section being provided with passages including steam, air brake and whistle lines, spring means for resiliently forcing the coupler sections together when connected, the said couplers being adapted to assume retracted positions in engagement, valvescontrolling the passage of fluid through the train line passages, mechanism for automatically opening the valves when the coupler sections engage and closing the same when the sections separate, means for automatically opening the air brake line to the atmosphere upon unintentional disconnection of the coupler sections, and pneumatic means for opening gradually the brake line valve upon engaging the sections together.

5. In an automatic train line coupler, a main coiled spring attached at one end to a fixed point of the rolling stock, a shank secured to the other end of said spring for retracting purposes, a head formed on the outer end of the shank and pro-- vided with train line passages, valves for controlling the flow of fluid through the said passages, rods attached to the fixed end of the spring and adapted to actuate the valves through the longitudinal movement of the spring, pneumatic means for gradually retarding the opening movement of the air brake line against the spring action, a hook for positively connecting the head with a corresponding similar one, a valve actuated by the movement of said hook for opening the brake line to the atmosphere upon accidental operation of the hook, and a lever operated by the retracting motion of the shank for laterally pressing the head against a corresponding one when engaged therewith.

ALBERT GAUTHIER.

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