US2206929A - Tight-lock coupler and control system - Google Patents

Description

July 9 1940. H. E. VAN DORN TIGHT LOCK COUPLER AND CONTROL, SYSTEM Filed Jan. 12, 1958 Sheets-Sheet 1 9, 1940. H. E. VAN DORN TIGHT LOCK COUPLER AND CONTROL SYSTEM Fil ed Jan. 12, 1938 8 Sheets-Sheet 2 July 9, 1940. H. E1: VAN DOR N-- 2,295,929

TIGHT LOCK COUPLER AND CONTROL SYSTEM Fild Jan. 12, 1938 s Sheets-Sheet :5

S 1940- H. E. VAN DORN TIGHT LOCK COUPLER AND CONTROL SYSTEM 8 Sheets-Sheet 4 y 1940- H. E. VAN DORN TIGHT LOCK CQUPLER AND CONTROL SYSTEM 8 Sheets-Sheet- 5 Filed Jan. 12, 1938 July 9, 1940. H. E. VAN DORN 2,206,929,

TIGHT LOCK COUPLER AND CONTROL SYSTEM Filed Jan. 12, 1938 I 8 Sheets-Sheet 6 8 Sheets-Sheet 7 H. E. VAN DORN TIGHT LOCK COUPLER AND CONTROL SYSTEM Filed Jan. 12, 1938 July 9, 1940.

July 9, 1940. H. E. VAN DORN TIGHT LOCK COUPLER AND CONTROL SYSTEM Filed Jan. 12, 1938 8 Sheets-Sheet 8 Patented July 9, 1940 UNITE 5'1""???v TIGHT-LOCK comr gi AND con-Thor.

SYS

Herbert E. Van Dom, Chicago, Ill assigno'r to The Dornvan Oorporatioruta corporation of Illinois Application January 12, llitii, Serial No2'l8 1548 7 Claims. (Q1; 213 377) In so-called tight-lock car couplers a tight or rigid interlocking of meeting couplers has heretofore been brought about through the engagement of locking faces somewhat eccentric to each other; the eccentricity producing a wedging action between the locking faces. A disadvantage of this arrangement is that the actual line or narrow band of contact between the locking faces shifts along these faces as wear occurs and may thus endanger the effectiveness of the lock.

One of the objects of the present invention is to produce an improved tight-lock coupler that requires no eccentric or cam-shaped locking surface.

In carrying out my invention, I employ a movable locking block or dog which always occupies the same angular position while performing its locking function, slack being taken up and compensation made for wear by shifting the-lock at right angles to the cooperating locking surface. This same type of movement of the lock takes place in locking and in unlocking; the lock being forced against the cooperating locking surface after having been brought into the angular position that is its locking position, and being backed away from that surface before shifting it angularly in unlocking.

The radial or lengthwise shifting movements of the lock are obtained through journalling the lock in eccentric bearing blocks and providing means for shifting these bearings blocks independently of the swinging movements of the lock. In other words, the lock may swing freely between its locking position and its release position without ever coming in contact with the cooperating locking surface; and, when in its locking position, may be shifted bodily from and toward said surface while its angular position remains the same.

Therefore, viewed in one of its aspects, the present invention may be said to have for an object to produce a novel tight-lock coupler in which the lock has angular and rectilinear movements that are entirely independent of each other, which always has the same angular locking position, and which always moves rectilinearly to a given point at the beginning of an unlocking operation and to a variable point, depending upon the condition of both couplers, in completing a locking operation.

A further object of the present invention is to produce a simple and novel mechanism for insuring the proper sequence of lock movements in coupling and uncoupling and the maintenance of the proper conditions for automatic coupling.

' anisrn adapted to shift the coupler locking dog I is commonpractice, in electrically-operated railways, toflprovide suitable control systems for uncouplingjthe cars and their air and electric train lines, opening and closing valves in the air lines,'and' opening and closing switches in the electric" circuits, an example of such equipment and c'ontrol system therefor being disclosed inmy prior Patent No. 1924,2321. I

Viewed in another of its aspects, the present invehtion may be said tohave for its object an improved control system of this latter type.

The various features of novelty whereby my invention ischaract'eriz'ed will hereinafter be pointed' ou't with particularity the claims; but, for a full understanding of my invention and of its objects and advantages, reference may be had to the following detailed description taken in connection with the accompanying drawings, wherecoupler having any usual or suitable electric coupler hung from the same; Fig. 2 is a side view of the car coupler, showing the opposite side of the'coupler from that appearing in Fig. 1; Fig. 3 is anelevational view of the locking dog of the car 21 coupler and the eccentric bearing device therefor, detached from the coupler; Fig. 4; is ahorizontal section through thec'arcoupler' and a fragment of a companion coupler, the locking dog standing a little apart from the member of the companion coupler' which it must engage to produce a tight lock; Fig. 5 is a view similar to Fig. 4, showing the coupler in the unlocked condition; Fig. 6 is a section of the irregular broken line 6-6 of Fig. 4; Fig. 7 is a longitudinalsection through the operating cylinder for moving the locking dog of the coupler angularly'; Fig. 8 is a section through the 50 radially; and Fig.' 12 is a diagram illustrating the entire pneumatic control system.

The car coupler illustrated is of the type having a head that couples with a companion coupler head by moving longitudinally with respect 55 Figure 1 is a side view of my improved car go thereto until physical contact is made, after which the two couplers receive a relative lateral movement on an angle of about forty-five degrees to the longitudinal axis. The coupler head I, illustrated is, of course, hollow and. has on one side of the longitudinal center a forwardly projecting nose 2 that enters the central recess 3 in the front end of a companion coupler, as shown in Fig. 4, in the act of coupling. There is a locking dog 4 mounted in the head behind the recess and adapted to swing into the recess into engagement with the side face 5 of the nose 2 on a companion coupler; the face 5 being parallel with the longitudinal axis of the coupler. The locking dog may be a solid steel casting through one end of which extends a vertical pin 1. The ends of the pin are journaled eccentrically in cylindrical bearing blocks 8 and 9 which are seated and turn in cylindrical bearing seats in the upper and lower walls of the coupler head, as best shown in Fig. 6. The bearing blocks are fixed to or form parts of a U-shaped casting I0, projecting outwardly in opposite directions from the arms of the U adjacent to the free ends of the latter. By moving the casting I angularly, the journal pin for the locking dog of the coupler is caused to be shifted bodily from and toward the longitudinal center line of the coupler. Thus, for example, when the locking dog stands at about right angles to the longitudinal axis of the coupler, as shown in Fig. 4, it may be shifted from the dotted line position in which the end is pressed against the face on an opposing coupler, to the position shown in full lines, wherein the end of the locking dog stands clear of the nose of the opposing coupler. The parts are so proportioned that the maximum distance through which the locking dog may be shifted radially by the eccentrics is considerably greater than the gap existing between the looking dog in Fig. 4 and the nose of the opposing coupler, so that by imposing on the eccentrics a force tending constantly to turn them in the direction to cause the locking dog to travel toward the center of the coupler, the locking dog may always be kept tightly pressed against the nose of the opposing coupler, not only when the coupler is new, but after wear has taken place.

In uncoupling, the eccentrics are first turned so as to shift the locking dog from the dotted line position in Fig. 4 to the full line position, after which the dog may be swung rearwardly out of the recess 3. On the other hand, if means are provided to draw the locking dog radially out of its locking position, when free to do so,

the locking dog will always be ready to be pushed back by the nose of an oncoming coupler in the act of automatic coupling and then to swing freely into the full line position of Fig. 4.

I have accordingly provided a spring device which normally holds the locking dog retracted in the radial direction, together with means for automatically turning the eccentrics in opposition to the spring and holding the locking dog tightly against the nose of the opposing coupler until it is desired to uncouple. In the arrangement shown, there is a long cylindrical casing composed of two sections II and I2 that are telescoped upon each other. Within this casing is a long compression spring I4. The outer end of the section II, which is closed, abuts against a wall of the hollow coupler head at the rear, while an extension I5 from the front end of the casing section I2 is pinned, as indicated at IE, to a radial projection I1 from the yoke portion of the U-shaped casting Ill. The forward section I2 of the casing is connected by a hinge pin I8 to the free end of one arm of a bellcrank lever I9 mounted to turn upon a fixed vertical shaft or bolt 20 extending through the coupler head from top to bottom. When free to do so, the spring I4 expands the telescopic casing and thus turns the member ID into and holds it in the position illustrated in Fig. 4. When the bellcrank lever is turned about the shaft 20 in the counter-clockwise direction, as viewed in Fig. 4, the forward section I2 of the telescopic casing is drawn back, compressing the spring I I and turning the eccentric bearing blocks in the direction to shift the locking dog of the coupler bodily toward the central axis of the coupler.

The locking dog 4 is acted upon by a spring that tends constantly to swing it into and hold it in a forward angular position, and by a suitable pneumatic power device serves to swing the locking dog rearwardly and out of the recess 3. In the arrangement shown, there is a long L-shaped arm 2| fixed at the free end of its arm to the back of the locking dog near the free end of the latter, the long element of this arm extending more or less parallel to the looking dog out through the side of the coupler head where it is connected to the power device. The details of this power device are best shown in Fig. 7, the same comprising a cylinder 22 containing a piston 23 and a telescopic piston rod comprising a tubular outer section 24 that extends from the exterior of the cylinder through one end of the latter and into engagement with one side of the piston. The other section 25 of the piston rod, is a short cylindrical member fixed to the piston and slidable in the tubular section. On the inner end of the piston rod member 24 is secured an annular external flange 26 between which and the cylinder head through which the cylindrical rod passes is located a compression spring 21. To the outer end of the piston rod member 24 is fixed a part containing an eye 28 that is elongated crosswise of the axis of the rod. A pin 29, fixed in the free outer end of the arm 2|, extends through this elongated eye, thereby providing a connection be tween the piston rod and the arm 2I that permits the piston rod to move back and forth in a straight line while the arm 2I has swinging movements, without binding. It will be seen that when two couplers come together, each pushes back the locking dog of the other to about the position illustrated in Fig. 5, This is done against the resistance of the spring 27; this spring being compressed as the tubular outer member of the piston rod is drawn forward by reason of its connection with the locking dog. During this time the piston 23 remains stationary so as not to interfere with the return of the dog to its locking position after the nose 2 on the companion coupler moves in far enough to clear the same, as indicated in Fig. 4. In uncoupling, with the locking dog in the position shown in Fig. 4, when air under pressure is admitted behind the piston in the cylinder 22, the piston and both of the piston rod sections are forced forward against the resistance of the spring 21 and thus bring the locking dog and the piston rod into the positions illustrated in Fig. 5.

As previously stated, the spring I4 normally, or when the coupler is idle, holds the eccentrics in what may be termed their release positions, namely the positions that prevent the locking dog from pressing against the nose of an opposite coupler properly nested with thecoupler in which the locking dog is mounted. Assuming that the locking dog is standing in the position indicated in full lines in Fig. 4 at the time two couplers are brought together, and that the dog is pushed back by the nose of the oncoming coupler into the position shown in Fig. 5, and is then returned, through the action of the spring 21, to the full line position of Fig. i, it is necessary that the dog be shifted radially into forcible contact with the nose of the opposing coupler, in. order to complete an automatic coupling operation. I have therefore provided means for operating the eccentric bearing blocks automatically after the two couplers have come together. In the arrangement shown, the coupler head is provided with means for automatically connecting together the reservoir lines and the brake lines of two meeting cars. The terminal for the reservoir line, in the coupler head, is indicated at 38 in Figs. 4 and 5. Air is supplied from the terminal 30, upon completion of the connection between the air lines, to turn the eccentric bearing blocks.

The details of the two terminals, that for the brake line being indicated at 3!, are best shown in Fig. 9. Referring to this figure. it will be seen that the terminal 39 has in the outermost portion a cylindrical bore 32 in which is slidably arranged a hollow plunger 33 that constitutes a stem for a valve 34 arranged in the body portion of the terminal and cooperating with a bearing seat at the inner end of the bore 32 to shut off communicationbetween the local reservoir line and the bore 32 when the valve is closed. The member 33 is hollow in the sense that it is in the form of a tube closed at the valve end. A section of the cylindrical stem adjacent to the valve is of reduced diameter, as indicated at 35, and is provided with an opening or port it leading into the interior of the stem. The terminal member has in communication with the annular space surrounding the reduced section 35 of the valve stem a screw threaded opening 3.? for the attachment of a tube or pipe. Behind the valve 34 is a spring 38 which normally holds it closed. The forward end of the hollow valve stem projects beyond a rubber gasket 39 in the front face of the terminal. In the normal condition of the parts, with the coupler idle, the pipe that is connected to the screw threaded opening 3*"! is vented to atmosphere through the hole or port 36 and the interior of the hollow valve stem. When two cars come together, the valve stems on their meeting couplers engage each other andact mutually to open the two valves. This shuts off communication between the pipe connected to the screw threaded hole 3'! and atmosphere and places this pipe in communication with the interior of the reservoir train line on both cars. Therefore, if there be air under pressure in the reservoir line of either car, such air can flow out into the pipe connected to the screw-threaded hole 31. This pipe is. indicated at 40 in Figs. 4 and 5 of the drawings, where it is also illustrated as containing a valve :8 l. The valve 4! is opened and closed through the operation of a handle 42. The free endof the handle is pinned to one end of a link 44 whose other end is .journalled on the vertical post or shaft 2%. Asecond link 35'- extends'be tween. a point at about the middle of the member 44 and the elbow of the L-shaped arm 2! fixed to the locking dog of. the coupler, being pinned to each, as indicated at 455 and M, respectively. Therefore, when the. locking dogswings, it. opens and. shuts the, valve 41; the valve being open when the dog is in or near its locking position,

as illustrated in Fig. 4, and being closed at other times. l

The pipe 40 supplies air to an actuator for the bellcrank lever I9 so that, upon the comingtogether of two couplers, communication between this pipe and atmosphere is shut off and the pipe is opened at the valve 4! so as to permit air from the reservoir line to flow into and through the same to such actuator.

The actuator for the bell crank lever I9, as best shown in Figs. 4 and 5, comprises a cylinder 38 having therein a piston 49 provided-with a piston rod 5!] that extends out through the front end of the cylinder. On the front end of the piston rod 50 is an elongated eye 5i through which passes a pin 52 fixed in the second arm of the bellcrank lever l9, between the ends of the latter. 'When air is admitted into the rear end of the cylinder 48, the piston is pushed forward and the bellcrank lever is rocked in the counter-clockwise direction, drawing the member Ii of the telescopic spring casing, that is connected to the eccentric bearing device, rearwardly in a diagonal direction and turning the eccentrics so as to shift the locking dog 4 from the full line pos1t1on of Fig. 4 to the dotted line position.

Air does not flowdirectly from the pipe Ml into the cylinder 58, but it first passes through the casing 53 of a controlling device and leaves this casing through a pipe 5 1 which is connected to the rear end of the cylinder 48. The controlling device just mentioned serves also to exhaust the 48 and thus insure that the locking dog will have a constant pressure exerted on the same in the radial direction to force it into intimate contact with the nose of the opposing coupler.

The locking .dog must be brought into the full line position of Fig. 4 before the cylinder 22 1s energized to swing the dog back into the head in crder to uncouple. While there is air pressure n the rear end of the cylinder 68, however this isimpossible because the bellcrank lever i9 is then holding the eccentrics in the positions which cause the locking dog to occupy the dotted line position of 4.

Therefore, the rear end of cylinder 48 must be exhausted and air under pressure he admitted into the front .end to return the parts to the posi-tions illustrated in Fig. 4 before air is admitted V to cylinder 22. Air for pushing the pistcn in cylinder 48 toward the rear is supplied through a branch 55 from a pipe 56, shown in Fig, 5. A second branch pipe 57 enters one end of a valve casing 58. A valve stem 59 projects out through the opposite end of the casing 58 in the plane of the arm of the bellcrank lever that is connected to the piston rod 50; whereby the stem 1S pushed rearwardly into the casing 58 when the piston in cylinder 58 is forced re'arwardly;

retracted position, air can enter the rear end of the unlocking cylinder 22 and thus cause the lock 4 to be swung back into its full release position, as indicated in Fig. 5.

As will hereinafter appear, the pipe 56 serves to vent the instrumentalities which it supplies with air under pressure, but other means must be provided to vent the rear end of cylinder 48 whenever air under pressure is introduced into the front end. That is one purpose of the devices housed in the casing 53 heretofore mentioned. As shown in Fig. 11, the interior of the casing is divided into three chambers, A, B and C, separated from each other by partitions 63 and 64. The chamber A has an inlet to which the pipe 48 is connected and the chamber B has an opening 88 from which the pipe 54 leads. Each partition has a central hole therethrough, as indicated at 6'! and 88. In the chamber A is a piston 59 having a small passage We extending through the same and provided with a stem '18 smaller in diameter than the opening 81, reaching through this opening into chamber B. In chamber B is a cup-shaped member TI into which the free end of the stem "l0 extends. A spring 12, behind the piston 69, normally forces the piston toward the partition 83 and causes the stem 78 to press the member 'II against the partition 64. Thus, normally, air may flow freely through this device from pipe 48 to pipe 5d and thence to the rear end of the cylinder t8, the part II serving as a valve to prevent air from passing over into chamber C. In thechamber C is a piston 74 provided with a long stem 13 extending therefrom through opening 88 and into engagement with the member ll. Partition 8:3 is hollowed out and there is a port 75 leading from atmosphere to the cavity '18 in the partition; this cavity communicating with the opening 88. In the outer end of chamber C is a screw-threaded opening TI to which, as shown in Fig. 5, a branch 18 of pipe 58 is connected.

It will be seen that upon admitting air under pressure behind the piston 14, then, because of the size thereof, it travels toward the right as viewed in Fig. 11 until the member II engages the partition 63 and shuts off communication between chambers A and B and opens communication between chamber B and atmosphere. As a result, the rear end of cylinder 48 exhausts through pipe 54, said chamber B, and exhaust port 15. Since this occurs at the same time that air is admitted into the front end of the cylinder 48, the piston in that cylinder may travel freely toward the rear under the pressure in front thereof.

The terminal or coupling unit for the reservoir and brake lines is of rather unique construction. The body of this unit comprises a single coating extending diagonally through the coupler head inwardly from the nose 2 and secured to the head by two ears 88 located about midway between the ends thereof and engaged with a vertical rib-like part 8| on the coupler head; bolts 82 extending through the ears and the part BI. The complete unit can therefore be manufactured as such and be easily applied and removed for repairs or other purposes.

It is sometimes desirable to be able to operate the locking dog manually. To permit this, the dog 4 may be provided with a set screw 84 by which it may be secured to the pin or journal 1; and the pin or journal projects up above the top of the coupler head and is there provided with a non-circular portion 85 adapted to receive a wrench.

It is not enough to control the coupler, because the air lines must also be opened and closed and the electric train circuits be made and interrupted in proper relation to each other and to the coupling and uncoupling of cars. I have therefore created a system of control that is simple and is easy to operate, safe, efficient and reliable under the varying service conditions encountered. The control system required at each end of a car is illustrated diagrammatically in Fig. 12 which includes, in addition to the parts heretofore specifically described, what is known as an air out out base and a cut out switch.

The air out out base includes two valves 86 and 8'! in the reservoir and brake pipes 88 and 89, respectively. The two valves are connected together by a shaft 98 having a wide radial vane 9| extending lengthwise thereof. On opposite sides of the shaft are pneumatic cylinders 93 and 94 having piston . rods 85 and 96, respectively, projecting therefrom toward said vane. When air enters the lefthand cylinder, the piston therein is driven toward the right and the piston rod engages the vane and rocks the valve-operating shaft to close both valves; whereas, under similar conditions, the piston rod 98 forces the vane into the position illustrated in the diagram and opens both Valves.

In order that there may always be air available to perform the automatic coupling operations if the reservoir line in either of two meeting cars contains air under pressure, I provide a by-pass around the valve 86 in the reservoir line. This by-pass may take the form of a small pipe 91 having a valve 98 therein. When the valve 86 is closed, a small amount of air can flow through the by-pass and insure the presence of enough air in the pipes 48 connected to the two meeting couplers, to energize the cylinders 48 on both of them and supply air to open the main air valves and close the main or cut out switch.

The cut out switch may be of any suitable type, the diagram indicating a switch 99 having four drums the ends of whose shafts are visible at I88, IIJI, I82 and I83. Two of the drums are operated by a pneumatic power device containing a cylinder I84, and the other two are driven by a similar device having a cylinder I85. The drums are intended to be turned in one direction by springs, not shown, so that each power device need be only single acting. The corresponding pressure-receiving ends of the cylinders are connected by a pipe 186 having therein a hand valve I8! through which one of the cylinders may be vented to atmosphere, if desired.

The uncoupling of the cars, the opening and closing of the main air valves, and the opening and closing of the switch are all controlled from a master controller III), which may be identical with the master valve in my aforesaid Patent No. 1,924,821, with the addition of a separate valve for admitting air to the cylinder 84 for closing the main valves in the reservoir and brake lines. The details of this master controller are illustrated in Fig. 8. It will be seen from Fig. 12, that an air pipe III leads to an extension H2 of the casing of the controller I I8. This extension constitutes an air chamber extending past three plug valves H4, H5, and IIS, as shown in Fig. 8. The valve H4 admits air from the chamber II2 to a chamber III, a wall of which has a screwthreaded opening II 8 to receive the pipe 56 of Fig. 12. The valve. I I5 admits air from chamber II 2 to a chamber I20, one of the bonding walls of which has a screw-threaded opening I2I that receivesthe pipe I 22 of Fig. 12. This portion of the controller is exactly like that of my aforesaid patent, including the handle I23 for the plug H5, the detachable handle I24 for the plug II 4, and the interlock I25 between these two plugs. The valve H6 admits air from chamber H2 into a chamber I26 having in a wall thereof a screw-threaded opening I21 to receive the pipe I28 of Fig. 12. The valve H6 is independent of the other two, H4 and H5, except that it is provided with a stem I29 adapted to be engaged by the same handle I25 that operates the valve H4. Consequently, the valve IIB can be operated only at a time when the valve; H4 is in such a position that the handle I24 can be detached thierefrom.

Referring now to the diagram, it will be seen that a branch ISll from the pipe 49 leads up through a valve I53! to the pipe III. Thus, air can flow from the pipe all into the main chamber or manifold H2 of the master controller, or air can be taken from the main reservoir line through a pipe I32 leading from the reservoir line to the valve I3I. The pipe 56 connected to the master controller continues to the corresponding end of the car where it has a terminal I34 adapted to cooperate with a companion terminal of a meeting car; the terminal I34 being conveniently arranged in an electric coupler, such as shown at I35 in Fig. l, as is customary. There are four branch pipes leading from the pipe 56, including the pipes 55, 51 and I3, together with a pipe I 355 which leads to the aircut out cylinder 93. Thus, with the valve I I I in one position, air enters the cylinder 93 to close the main valves; air also enters the front end of the cylinder 48 to force the piston rearwardly; air enters the lower end of the controlling device 53, and thus exhausts the rear end of cylinder 48 to atmosphere; and, when the piston of the cylinder 48 reaches the rear limit of its movement, so that the valve in the device 58 is opened, air flows through this device, from the pipe 51 and into the nine 5! to the uncoupling cylinder. Because of the interlock between the valves H4, H5, air cannot be admitted to the pipe 56 until the supply of air to the switch cylinders IM and N35 has been cut off and the cut out switch has been opened. In other words, the cars cannot be uncoupled until the electrical circuits have been interrupted. After cars have been coupled together, air can be admitted through the pipe I 28 to the piston '94 of the air out out, so as to open the valves in the reservoir and brake lines; but this can be done only after the valve I I I has been turned into the position to permit the removal of the handle I24.

In Fig. 8 the valves are shown in the positions which they occupy before a car is coupled to another car, the chambers I I l and I 26 being vented to atmosphere and the chamber i213 being con nected to chamber H2. Notwithstanding that the switch cylinders are now connected to chamber H2, they, likewise, contain only air at atmospheric pressure, because the pipe 40 from which the chamber H2 receives its supply of air under pressure, is vented through the normallyopen valve II and the valve stem 33 in the reservoir terminal 30. Pipe 56 being opened to atmosphere through valve H4, the valve-closing cylinder 93 of the air out out base is exhausted as is the front end of the cylinder 48. Fig. 8a illustrates the port and passage arrangement with respect to one of the valves, all of which are alike. It will be seen that the valve casing has adjacent to each: valve an exhaust port I31,

' a port I38 leading to the chamber to be sup- As in my aforesaid patent, the handle I24 can a be removed only when the valve H4 is in the. exhaust position and this may also 'be true'with respect to the valve Ht; sothat air under pressure cannot be admitted to both air out out cylinders as and 94 at the same time. Of course, the interlock I25 prevents the valve I ill from being moved into its energizing position until the valve I I5 has been turned to exhaust, thereby preventing uncoupling before the switch has been opened. I

With the valves of the master controller in the positions indicated in Fig. 8, the bringing of the car coupler and a companion coupler together causes the couplers to be locked in tight engagement with each other and the main switch to be closed. Then the'valve H6 may beturned by means of the handle I 2 3 to energize the cylinder 94 and open the main valves in the reservoir and the brake pipes. The pipe 428 is connected to .a terminal MI adjacent to the terminal I34, by apipe Hi2, so that the operation of the valve H5 oneither car will open the main air valves on both of two connected cars.

While I have illustrated and described with particularity only a single preferred form of my invention, I do not desire to be limited to the exact structural details thus illustrated and described; but intend to cover all forms and arrangements which come within the definitions of my invention constituting the appended claims. 40

1. In combination, a car coupler having a movable look, a pneumatic actuator for moving the look into its unlocking position, means for relieving the pressure between the lock and the part of a companion coupler to which the said car coupler is coupled, a pneumatic actuator for said means, and means to energize both actuators and delay the energization of the first mentioned actuator until after the said pressure has been relieved. v

2. In combination, a car coupler having a lock movable angularly into locking and unlocking positions and radially to prevent contact between the lock and the part on a companion coupler with which itcooperates when a coupling is made, means automatically to swing said look into locking position upon coupling, a pneumatic actuator for moving said lock radially into contact with the cooperating part on the companion coupler, and means controlled by the lock to energize said actuator.

3. In combination, a car coupler having a lock movable back and forth in two directions transverse to each other in looking and unlocking, a pneumatic actuator to effect the backand forth movements of the lock in' one direction, a spring and a second pneumatic actuator acting in opposition to each other to bring about the 7 other movements of the lock, means to energize the first and then the second pneumatic actuator in uncoupling and means to energize the first actuator in the act of coupling only after the lock nears the ultimate position into which the spring tends to move it.

4. In combination, a car coupler having a lock movable angularly between locking and unlocking positions and also radially, a reversible pneumatic actuator for moving the lock radially, a spring to move the lock angularly into locking position, a pneumatic actuator to move the lock angularly into unlocking position, means to admit air to the first actuator when the lock nears its locking position to cause the lock to be forced tightly against the cooperating member in a companion coupler in making a coupling, and means to admit air to the first actuator to cause the lock to be backed away from the said member and air to be thereupon admitted to the second actuator in uncoupling.

5. In combination, a car coupler including a lock spring-held in a locking position and adapted to be pushed out of the way by an element of an oncoming coupler and then move into locking relation to the latter, a pneumatic actuator which it is desired to keep deenergized except when the coupler is coupled to a companion coupler, a train pipe, a conduit for supplying air to said actuator, means operable by the coupling of said coupler to another coup1er to open communication between said train pipe and said conduit, a shut-off valve in said conduit, and a connection between the latter valve and the lock to cause the valve to remain closed except when the lock is in or near itslocking position.

6. In an automatic car coupler, a coupler head, a lock in the head, a pin on which the lock is mounted for swinging movements relative to the coupler, rotatable bearing blocks in which the pin is eccentrically mounted, a pneumatic actuator, a connection between said actuator and the bearing blocks to turn the latter back and forth, a spring tending constantly to hold the lock in its locking position, and a second pneumatic actuator to move said look into its release position.

'7. In an automatic air coupler, a coupler head,

a lock in the head, a pin on which the lock is HERBERT E. VAN DORN.

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