US2247677A - Tight-lock car, air, and electric coupler - Google Patents

Description

July 1, 1941. H. E. VAN DORN 2 ,247,677

TIGHT-LOCK CAR, AIR, AND ELECTRIC COUPLER Filed Nov. 5, 1938 5 Sheets-Sheet l July 1, 1941 H. E. VAN DORN TIGHT-LOCK CAR, AIR, AND ELECTRIC COUPLER Filed Nov 5, 1938 s Sheets- Sheet 2 y 1, 1941- H. E. VAN DORN I 2,247,677

TIGHT-LOCK CAR, AIR, AND ELECTRIC COUPLER Filed Nov. 5, 1938 5 Sheets-Sheet 3 y 1, 1941- H. E VAN DORN 2,247,677

TIGHT-LOCK CAR, AIR, AND ELECTRIC CQUPLER Filed Nov. 5, 1938' 5 SheetsSheet-l July 1, 1941- H. E. VAN DORN TIGHT-LOCK CAR, AIR, AND ELECTRIC COUPLER s Shets-Sheet 5 Filed Nov. 5, 1938 Patented July 1, 1941 UNITED STATES PATENT OFFICE TIGHT-LOCK CAR, AIR, AND ELECTRIC COUPLER Herbert E. Van Dorn, Chicago, 111., assignor to Dornvan Corporation, a corporation of Illinois Claims.

The present invention relates primarily to that type of car coupler having a hook-like link for interengagement with a corresponding element on a companion coupler to affect a coupling. The object of the present invention is to permit easy automatic coupling and uncoupling, while at the same time two couplers may be drawn so tightly together, upon the completion of a coupling, that the couplers form, in effect, a single rigid unit.

In couplers of this type as heretofore constructed there has always been required a sufiicient looseness in a connection between two couplers, to permit the links to slip into locking engagement with each other and to be easily spread apart, afterwards, for uncoupling. One of the objects of the present invention is to preserve these characteristics for coupling and uncoupling and to eliminate all looseness during what may be termed the Working periods of the couplers.

The object just mentioned is achieved by providing means to shift the coupling links bodily lengthwise of the couplers, so that they project forwardly far enough to'permit them freely to snap into engagement with each other when two couplers are brought together, and to be just as freely disengaged from each other, in uncoupling, by spreading them apart in the lateral direction in uncoupling. After the links of two couplers are engaged with each other, each link is drawn back into its coupler until the two couplers are tightly pressed together. The means for exerting the inward pull on a link is preferably such that although the link is held as firmly as though it were rigidly anchored, there is a yielding force acting constantly to compensate for wear and other conditions that make it advisable to provide for different stopping points for the inward movement of a link.

In its most highly developed form, my improved coupler serves also to make air connections between adjacent cars and, forming part thereof or carried thereby, are means for making electrical connections between such cars. A further object of the present invention is to provide a control system through which the meeting couplers may be tight-locked or released from each other, in such coordination with the operations of the main valves for the air lines and switches for the electric circuits, that the valves will be opened and the switch closed upon the completion of a coupling and the valve be closed and the switch opened before two couplers are separated from each other.

The various features of novelty whereby my invention is characterized will hereinafter be pointed out with particularity in 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, wherein:

Figure 1 is a more or less diagrammatic view, showing only a fragment of the coupler and the pneumatic control system for the coupler, the main air valves, and the electric switch; Fig, 2 is a longitudinal section of one end of the cylinder for causing the pull on a coupler link to be released, together With a valve associated therewith for admitting air to the unlocking cylinder; Fig. 3 is a top plan view of the entire coupler, including the coupler head and drawbar, together with the anchor for connecting the rear end of the same to the car frame; Fig. 4 is a side elevation of the apparatus appearing in Fig. 3, the segmental supporting plate for the drawbar carrier being shown in section; Fig. 5 is a horizontal sec-' tion through the front end of the coupler, on a larger scale than the previous figures; Fig, 6 is a section taken approximately on line 6--5 of Fig. 5; Figs. 7 and 8 are views similar to Fig. 5, showing also the link of a companion coupler, with the links respectively in locked and unlocked positions; Fig. 9 is a section on line 9-9 of Fig, 3, but on a larger scale; and Fig. 10 is a side elevation, showing the parts appearing in Fig. 9, as viewed from the lefthand side of Fig. 9.

Referring to Figs. 5 to 8 of the drawings, l represents a hollow coupler head having at the front an end face 2 which is at right angles to the longitudinal'axis of the coupler. Within the hollow head is a link 3 having a hook-shaped outer end 4 projecting beyond the front end of the coupler. These elements are, or may be, of any usual or suitable construction so as, for example, to be adapted to cooperate with couplers of the same general type now in use.

In accordance with one feature of my invention, instead of supporting the inner end of the link directly on the usual vertical hinge pin 5, positioned at about the longitudinal aXis of the coupler, I place on this pin an eccentric block or sleeve 6 which constitutes the actual bearing for the link. Fixed to the upper end of the eccentric is a radial arm 1 which overlies the link. By swinging this arm back and forth, the eccentric is turned. on the pin 5 and the link is shifted bodily in the lengthwise direction. The parts are so proportioned that the link may be pushed formay be termed its locking position, as indicated in Figs. 5 and 7, while permitting the link to be swung laterally into its unlocking position, as-- indicated in Fig. 8.

As is usual in couplers ofthis type, an unlock ing cam I is mounted in the coupler between the ends of the link and at about the longitudinal center of the coupler, namely on the opposite side of the link from that at which the yieldable pressure device is located. This cam is rotatably mounted on a vertical pin H and is so shaped that when two couplers are interlocked, as shown in Fig. 10, the cam lies between the body of the corresponding link and the. inclined end face 12 of the head portion of .the link associated with the companion coupler. The unlocking cam is provided with a laterally extending arm J4 radial to the pin H, for turning the same. Before the unlocking cam can be turned, while two couplers' are tight-locked together, one or both of the links must be shifted longitudinally from the positions illustrated in Fig. 7 to the position of the link in Fig. 5. Then, upon turning the unlocking cam, both'links are shifted laterally, as

shown in Fig. 8, so that the couplers are free to move apart by relative longitudinal movements;

The unlocking cam itself is not new, but has long been used in old types of couplers.

' It is obvious that the actuating arms 1 and I4, for the eccentric and the unlocking cam, may be oscillated by any desired or suitable means, either manual or power driven, or both. In the arrangement shown, the operation may be either manual or through the functioning of fluid-pressure responsive devices controlled by a suitable valve located at some remote point.

The immediate actuating means for the arm 7 on the eccentric is a rod l extending rearwardly through the interior of the coupler. The free end of the arm l4 associated with the unlocking cam is connected to another rearwardly extending rod l6, which, however, lies above the coupler; the connection between the arm [4 and the rod It being through a post I8 rising from the free end of the arm l4 through a slot [9 in the top wall of the coupler, as shown in Fig. 3.

As best seen in Fig. 3, the rear end of the rod I6 is connected to one endof a lever extending more or less crosswise of the coupler and mounted on top of the coupler for oscillatory movements by a pin 21 extending through the same at about the middle. The other end of the lever 20 lies in front of a piston rod or plunger 22 projecting through the front wall of a cylinder 24 fixed to one side of the coupler shank 'or drawbar. When fluid under pressure is introduced into the righthand end of the cylinder 24, as viewed in Figs. 3 and 4, the piston rod or plunger acts on the free end of the lever 20 in a direction to rotate the latter ina clockwise direction and thus turn the unlocking cam from the position indicated in Fig. 7 to that of Fig. 8. The same result can be ob- 'tained by pulling on a handle 25 on the outer end ofa chain 26 or other flexible member extending from the inner end of the lever 20 around a suitable pulley 21 on the usual or any suitable anchor casting 28 and out to the side of the car.

The rod l5 for operating the eccentric I6 is connected at its rear end to a more or less horizontal lever 29 lying partly within the shank or stem of the coupler, and partly outwardly from the side opposite that at which the cylinder 24 is located. As best shown in Figs. 3, 9 and 10, the inner end of the lever 29 is :a simple bar-like member, while the outer part is in the form of a yoke or fork comprising two arms 30 and 3| arranged one above the other. The lever is secured in place by means of a vertical pin 32 passing through ears or flanges 34, 34, projecting laterally from the coupler shank, and through the lever at the juncture "of the single inner arm and the 7 double outer arm. The rear end of the rod I5 is pinned to the lever 29 within the shank of the coupler and at a point 35 remote from the axis about which the lever turns. A short link 36 connects the end of the lever. 29 within the coupler shank to the inner end of a horizontally swinging lever. 31 lying mainly outwardly from the coupler; the lever 31 being pinned at' its outermost end', as indicated at 38, to a rigidarm or bracket 39 projecting forwardlyfrom a cylinder til lying below thecylinder 24 and fixed to the coupler shank. A piston rod or lplung-er 4| pro jects through the front wall of the cylinder 40 in the plane of that portion of the lever 31 lying in front of the same. Consequently, when air is admitted into the righthand 'end of the cylinder 40, as viewed in Figs. 3 and 4, the piston rodor plunger 4| swings the lever 31 in the counterclockwise direction, causing the', lever '29 to turn clockwise, and thus causing the eccentric '6' to turn in the counter-clockwise direction. It. will be seen that the eccentric is soset that when the coupling link 3 is in its normal position for automatically interlocking with the corresponding link on a companion coupler (as in Fig. 5), the

thinnest part of the eccentric sleeve does not lie in front of or behind thepin 5. Therefore, when the rod I5 is pushed forward or to the left, as it appears in Fig. 5, a portion of the eccentric de-' creasing progressively" in thickness is shifted around in front of the pin 5, whereas a portion of progressively increasing thickness, is moved around to the rear of the pin. In other words, the movement of the. eccentric'is such that the coupling link is drawn 'back'into the coupler. Therefore, if, after ,a coupling has been made, air is admitted into'the rear end of the cylinder- 40, the coupling link will be drawn back into the coupler until the companion coupler is drawn tightly into engagement with the front face of the coupler whose link is being drawn back. Of course, in actual practice, aswill hereinafter be explained, the links in both couplers are manipulated simultaneously, both to unlock the same and to secure a tight-lock condition after a coupling has been affected. Y

In addition to the cylinders 24 and 40, there is a third cylinder 42 mounted on the opposite side of the coupler shank from that on which the othertwo cylinders are located. A piston rod or plunger 44 extends through the front wall of the cylinder 42 directly behind the arm 3| of the lever 29. Therefore, when air under pressure is admitted into the rear end of the cylinder 42 the piston rod or plunger 44 moves forward and, if the arm 3| is not alrea y in its forward position, forces it into that position, The effect ofthis is to swing the lever 29 in the counter-clockwise direction, as viewed in Fig. 3, namely in the opposite direction from that in which it moves when driven by the piston rod or plunger 4|. In other words, whereas the function of the cylinder 40 is to draw the corresponding link back into tightlock position, the cylinder 42 has for its purpose to insure that the link is moved outwardly prior to the operation of the unlocking cam.

While I depend primarily on the cylinder 42 to turn the eccentric into what may be termed its release position, I provide additional means yieldingly to hold the eccentric in that position when .the coupler is not connected to any other coupler. To this end, I pin to the free end of the arm 30 of the lever 29 a long rod 45 that extends rearwardly and passes freely through an opening in the laterally projecting bracket 46 on the coupler shank. Surrounding this rod is a spring 41 which, at its rear end, bears against the bracket 46, while its front end engages an annular flange or collar 48 on the front end of the rod 45. Thus, when the spring 41 is free to do so, it rocks the lever- 29 in the counterclockwise direction, as viewed in Fig. 3, and thus turns the eccentric 6 inthe clockwise direction, as viewed in Fig. 7, to bring the link into the position shown in Fig. thus making its certain that the link will be held properly in a forward position, ready for automatic coupling, whenever the coupler is idle.

It will be seen that the sequence of operations in uncoupling comprises the releasing of the pressure between the two couplers and their interlocked links, and then the turning of the unlocking cam to spread the links apart. In order to insure that this sequence of operations must be followed when uncoupling is effected by means of the fluid pressure responsive devices, I provide means for preventing the energization of cylinder 24 until after the piston in cylinder 42 has completed a working stroke. As best shown in Figs. 9 and 10, there is mounted on the front end of the cylinder 42 a little valve casing 49, the details of which are illustrated in Fig. 2. It will be seen that the valve casing 49 has two chambers 50 and 5!, separated by a partition 52 having a hole through the center. Cooperating with this hole is a valve 54 having a long stem; 55 extending out through the rear end of the valve casing and adapted to be engaged by a little loose plunger 56 extending through the front wall of the cylinder 42 in axial alignment with the stem 55. When the piston 57, to which the piston rod or plunger 44 is attached, reaches the forward limit of its movements, it strikes the part 56 and drives it forward far enough to unseat the valve 54 and thereby place the chambers 50 and 5| in communication with each other. Normally, a spring 58 arranged in the chamber 5! and acting on the valve, holds the valve closed. Air is admitted into the chamber 5|, as will hereinafter be explained, through a pipe 59, and air may leave the chamber 55 through a pipe 60. As shown in Fig. 1, pipe 60 leads to the rear end of the cylinder 24, while the pipe 59 is connected to the same pipe (ii that supplies air to the cylinder 42 through a branch pipe 62. Therefore, when air is admitted to the pipe 6| it first flows into the cylinder 42 and then, after the piston in this cylinder has done its work of releasing the pressure between the parts of two interlocked couplers, air is admitted to the cylinder 24 through the valve casing 49, and the unlocking cam is actuated to spread the links apart.

In'Figure 1 I have illustrated the train pipes for .the air brake system of a car, together with the shut-01f valves at one end of the car, power means for' opening and .closing these valves, power means for opening and closing the electric switch for the. train or car circuits, not shown, together with a control system for the power devices in the couplers. Referring to this figure, 64 and 65 represent respectively the usual reservoir. and brake lines. The reservoir line contains a shut-off valve 66 provided with a vent 6! .that'permits air between the same and that part. of the reservoir line betweenthis reservoir line and the adjacent coupler to exhaust, to atmosphere when the valve 66 is closed. The brake line contains a shut-off valve 68. Associated with the valves 65. and 68 are a cylinder 69, the energization of which causes the valves to open, and a second cylinder 10 for closing the valves. The electric switch H has associated therewith cylinders 12 and 13, the first of which causes the switch to close and the otherof which causes it to open. There is a main controlling valve 14 located within reach of the motorman or driver of a car or train. Air is taken by this valve from thereservoir line ahead of the valve 66, so that the admission of air to the controlling valve is not dependent upon whether the valve 66 isopen or not. The valve 14 has three positions, the first of which is the neutral position illustrated in Fig. 1.. The other two positions are those to the right and .to the left of the neutral position. When the handle of the valve 14 is swung toward the left, air is admitted intothe same time air enters the switch cylinder l2 and causes the electric circuits to be closed.

When it is desired to uncouple two cars from each other, the handle of the valve I4 is swung toward the right, causing the cylinders 10 and 13 to be energized and thereby closing the valves 66 and 68 and opening the electric circuits. However, the pipe 15 that carries air to the cylinders 10 and 13 is connected to the pipe 6| heretofore mentioned, so that air fiows into the cylinder 42, releasing the tight-lock condition in the couplers. As soon as this purpose has been accomplished, air is permitted to flow through the valve device 49 into the cylinder 24, whereby the unlocking of two couplers, through spreading apart of their links, is brought about, and the cars may be pulled apart. It will be seen that the cylinder 40 does not interfere with the turning of the cocentric whenever air is admitted to the cylinder 42, because the cylinder 40 vents to atmosphere through the opening 61 in the valve 68, as soon asthis valve is closed.

It will of course be understood that what happens in the coupler on one car, also happens with respect to the cooperating coupler on the adjacent car. In other words, the cylinders 40 of both couplers are connected to the common reservoir line; and, further, the pipe 6|, which supplies compressed air to the cylinders 42 and 24 extends to airline connections 16 on the coupler proper. Likewise, the pipe I1 that conveys air to,

the cylinders E9 and 12 is connected to. apipe'18 that'leads to suitable. airline connections!!! on the coupler. Therefore, whenever the master controlling valve in either car is manipulated, the efl'ectis the same in one car as in the other.

While the connections between the cars for the reservoir line 64 and the brake line 65 may conveniently be through suitable fittings opening out through thefront face of the coupler head, in theusual way, as indicated at 80 and 8| in Fig. 6, the. connectors 16 and 19 for the pipes in the control system may conveniently be attached to or.detached from. part'of an electric coupler 82, mounted underneath the coupler head, asshown in Figs. 3 and 4.

-It should also be noted that the rear end of the drawbar proper, which may be the shank 23 of the coupler, is connected by means of a horizontal pin 84 to a member 86 underlying the anchor casting 28 and secured thereto by a vertical pin 86 which also serves as a journal. about which the member 85 may rotate. This provides for lateral and alsovertical movements of the rear end of the drawbar. The front end of the drawbar and coupler is shown as being supported in the carrier 81 of any usual or suitable type hung from and slidable along a segmental supporting plate arranged transversely of the longitudinal axis of the ..car, in. order to permit the front end. of the coupler to swing laterally.

WhileI have illustrated and described with particularityonly a single preferred form of my invention, I do not desire tobe limited to the.

exactstructural details thus illustrated and described;f but intend to cover ;all forms and arrangements which .come within the definitions of my invention. constituting the appended claims.

I claim:. r

1. In. combination, a car coupler head, a link arranged in the head and projecting therefrom for. cooperation with a similar link on a companion coupler in the act of coupling, an eccentric. mounted in the head. for rotation about an axis transverse to the longitudinal axis of the head forming a pivot pin engaged with the inner end of the link, means to turn the eccentric in the.direction to shift the. link outwardly, and means to exert aconstant. yieldable turning efiorton-the eccentric in the opposite direction while two couplers are coupled together.

I 2.;In a car coupler of the tight-lock type having. asWinging link adapted to. interlock with the link of a like coupler to make a coupling, a mounting for the link to permit a limited bodily movement thereof longitudinally of the coupler, a

springaacting on thelink and tending to hold it.

in.the';00uplingposition at one limit of its swinging. :.movements, an actuator to shift the link laterally, into its uncoupled position, an actuator to effect the shifting of the link longitudinally of the coupler to relieve the pressurebetween the same and a link in.a companion coupler, and means; to' prevent. the. operation of the. firstmentioned actuator until the other actuator has been operated.

3. In combination, a car Jcoupler head, a link arranged in the head and projecting therefrom for cooperation with. a similar link on a companion-coupler in. the act-of coupling, an eccentric mounted in the head for rotation about an axis'transverse to the longitudinal axis of the head forming a; pivot'pin engaged with the inner end-of the link, fluid pressure responsive means to turnthe eccentric in thedirectionto shift the link 'outwardly for uncoupling, and fluid-pressure rSp'onsive' meahs to exert a constant turning effort on the eccentric in the opposite direction while two couplers arejcoupled'together.

4. In combination, a coupler head, a-link in saidlheadfor cooperation with a similar link in aco'mpanion coupler to hold the two couplers together, amounting for the link to permit swinging movements thereof, said. mounting being movable lengthwise of the head, 'a deviceto swing the link into release position, a poweractuator for saiddevice, a second power actuator to shift the link forwardly, and a controller for. the first actuator. operated by said second actuator.

5. In atight-lock coupler, a link movable laterally for coupling and uncoupling and lengthwise of the coupler for exerting a pull on a link in a companion coupler to draw the two couplers together, means to exert, forces on the'link to shift it lengthwise of the coupler in onedirection when itis desired to uncouple and in the opposite direction to draw the couplerstogether after coupling, said means including two fluid-pressure responsive actuators, and means controlled by one of said actuators formoving the link laterally.

6. In combination, a coupler head, a link in said head for cooperation witha' similar linkin a companion coupler to hold the two couplers together, a mounting for the link providing capacity for swinging movements thereof, said mounting being movable lengthwise of the head, means including a fluid-pressure responsive device to swing the link into release position, means including a second fluid-pressure responsive device to cause the mounting tobe moved to shift V the link forwardly, and means controlled by the second of said devices to cause the first of said devices to become energized after said link has been moved forward. a

7. A tight-lock coupler provided with a link for engagement with a corresponding link in another to effect a coupling of the two couplers, the link being movablelengthwise with respect to the longitudinal axis of the coupler, and means to draw the link rearwardly after a coupling has been made and thereafter exert a continuous force holding the couplers together and automatically taking up slack when wear occurs.

8. The combination'with'a tight-lock car and air coupler and an air brake system including reservoir and brake lines connected to the air coupler and containing air valves remotefrom the coupler, of means associated with the coupler for tight-locking the same and'a companion coupler together after a coupling has been made, means for opening said valves, means for closing said valves, means for causing the pressure between the couplers to be released prior to uncoupling, and a master controller for all of the aforesaid means.- r

9. In combination-with a tight-lock car, air and electric coupler, anda brake system including reservoir and brake lines connected to the air coupler. and containing valves remote from the coupler, together with a switch for opening and closing contacts in the circuit of the electric coupler, of a means for opening the valves, a means for closing the switch, a means for tight-locking the coupler to a companion cou-' pler after a coupling has beenmade, and a-master controller for all of the aforesaid means.

10. In combination, a car coupler head, a link arranged inthe head and projecting therefrom for cooperationwith a similar link on a cdmpanion coupler in the act of coupling, an eccentric mounted in the head for rotation about an axis transverse to the longitudinal axis of the head forming a pivot pin engaged with the inner end of the link, fluid pressure responsive means and also a spring to turn the eccentric in the direction to shift the link outwardly for uncoupling, means including a second fluid pressure responsive device to swing the link into uncoupling position, means controlled by the first fluidpressure responsive means to cause the second fluid-pressure responsive means to operate after the eccentric has been turned by the former, and a third fluid pressure responsive means to exert a constant turning efiort on the eccentric in the opposite direction while two couplers are coupled together.

HERBERT E. VAN DORN.

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