US1488569A - Combined car, train pipe, and electric coupler - Google Patents

Description

April 1 1924. 1,488,569

W. V. TURNER COMBINED CARl TRAIN PIPEl AND ELECTRIC COUPLER Filed May 22, 1919 2 Sheets-Sheet l INvN-ron 7o Walter Tu rnercc ,4 s. c. Mscomhe Jumr.

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prl 1 1924. 1,488,569

W. v. TURNER COMBINED CAR, TRAIN PIPE, AND ELECTRIC COUPLER Filed May 22, 1919 2 Sheets-Sheet 2 F I G. 6..-

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WALTER v. TURNER, DECEASED, LATE or WILKINSBURG, rENNsYLv; BY sinn UEL C. MCCONAHEY, ADMINISTRATOR. OF EDGEWOOD, PENNSYLVANIA, ASSIGNOR TO WESTINGHOUSE AIR BRAKE COMPANY, 0F WILMERDING, PENNSYLVANIA, A

CORPORATION 0F PENNSYLVANIA.

COMBINED CAR, TRAIN PIPE, AN D ELECTRIC COUPLER.

' Application filed May 22,

To all y'whom t may cof/mera:

Be it known that WALTER V. TURNER, deceased, late a citizen of the United States, and resident of lVilkinsburg, in the county of Allegheny and State of Pennsylvania, has invented a certain new and useful mprovenient in Combined Car, Train Pipe, and Electric Couplers, of which improvement the following is a specification.

This invention relates to Car couplings, and more particularly to that type of coupling in which the counterpart coupler heads are adapted to Jbe rigidly locked together, and also provided with means for connecting the train pipe passages and the electric wire connections between the cars.

Automatic couplers of this type have heretofore been em loyed having pivoted latch levers for locking the counterpart coupler heads together, pistons actuated by fluid pressure for releasing the locks, automatic valve devices for controlling communication through the connected train pipe passages, and a movable slide or contact carrier adapted to be projected by fluid pressure, toy establish electric communication between the corresponding circuits on the connected cars. In some of these prior constructions, there is a possibility that the coupler heads may not be fully coupled before the train pipe passage is partly opened, or before t e electric contact slide is moved outward, in which case there may be a leakage or ventin of air from the train brake p-ipe which wi produce an undesired application of the brakes, and the electric contact carrier may become damaged by a further lateral move ment of the adjoining coupler head. It might also happen that coupler heads become unlocked for uncoupling, beforel the train pipe passage is fully closed and the electric contact carrier withdrawn, which might produce the same undesirable conditions with the consequent damage and delay.

The object of this invention is to overcome these objections, and it comprises an improved valve device for contro-lling the train pipe passage and movement of the contact carrier, the same being so connected with, and actuated by, the movable latch or locking lever of the coupler, as to prevent the opening of the train pipe passage and 1919. Serial No. 299,016.

the' projection of the contact carrier until the coupler loc-k has moved to its fully locked position, and which will also prevent the release of the coupler lock until the train pipe passage is closed and the contact carrier withdrawn. In the accompanying drawing: Figure 1 1s a diagrammatic sectional View', showing one form of coupling embodying this improvement;. Fig. 2, a sectional view showing the closed position of the valve; Fig. 3, a transverse section, taken on the line 3 3 of Fig. 1; Figs. 4 and 5, sectional views, showing the manually o erated `valve in different positionsg'and, ig. 6, a diagrammatic sectional view, showing the electric coupler with the slide Withdrawn to the position for uncoupling.

The coupler head may be of the usual rigid lock type having a casting, 4, provided with a hook-shaped projection or nose 5, adapted to interlock b a forward an lateral movement with t e corresponding project-ion of a counterpart coupler head, a movable latch or pivoted locking lever, 6, adapted to engage a clamping surface, 7, on the nose of the counterpart coupler, a piston, 8, mounted in cylinder, 9, and connected by a rod, 10, with the locking lever, and a spring, 11, for normally moving the latch to its locked position. The coupler head is .also provided with one or more train pipe passages, 12, adapted to be connected at the face of the coupler by means of a gasket, 13, vwith the corresponding gasket opening in the counterpart coupler head. The electric portion which is usually attached beneath the coupler head is indicated as comprising the usual contact carrier or slide, A15, having suitable contacts.

for co-operating with the respective contacts, 14, of the car line circuits, piston, 16, mounted incylinder, 17, and connected by rod, 18, and lever, 18, with the contact slide, 15, and springs, 19 and 20, acting on said slide and tending to move the same to its intermediate neutral position.

One form of valve device embodying the invention is indicated as comprising a cas-y ing, 21, having valve chamber, 22, valve, 23, ports, 24 and .25, communicating, respectively with the train brake pipe, 26, of the car, and a pipe or passage, 27, leading to the brake pipe passage, 12, of the coupler head, and ports, 28 and 29, for communication from pipe, 30, and manual valve, 31, to the pipe, 32 and operating cylinder 17 of the slide. Forts, 33 and 34, may also be employed for making connections between sections, 35 and 36, of the main reservoir pipe, it being understood that pipe, 36, communicates with a passage similar to train pipe passage, 12, in the coupler head. The valve, 23, which has suitab e ports, 37, 38, 39, and 40 for co-operating with the ports in the casing may be operated in various ways, but is shown as a rotary valve having stem, 41, carrying a pinion, 42, meshing with la rack, 43, on ythe stem, 44, of a piston,

v 45, mounted in a cylindrical chamberk 46, to

which compressed air may be supplied for turning the valve in one direction. rThe stem, 44, is provided with a notch, 47, for a detent, 48, actuated by a spring, 49, and having an. extension 50. adapted to be engaged by an arm, 51, on the ivoted locking lever, 6, of the coupler. hel stem, 44, also has an extensible section, 52, with a spring, 53, between isaid sections, and a notch for engaging the locking stem, 54, connected to a piston, 55, and bearing against the spring, 56. A port, 57, leads from pipe, 58, and the manual valve to the top of the piston, 55, while another port 61, leads to the chamber of piston, 45, and pipe, 58, communicates by pipe or passage, 60, with the corresponding parts in the counterpart coupler.

The operation of the device is as follows: When the two couplers are coupledv together, as indicated in Fig. 1, the valve, 23, is in its open position in which communication is established from pipe, 26, to pipe, 27, and passage, 12, through the coupler for the continuous flow ofair through the brake pipe of the train. The main reservoir pipe connection is also open and connection is made from the pipe, 30, to the pipe, 32. The locking stem, 54, engages the notch in i the stem, 52, and the piston is held at the inner end of its stroke.

When it is desired to uncouple and separate the cars the manual valve, 31, upon one of the cars, is turned to its uncoupling position, shown in Fig. 4, in which compressed air from the supply pipe 68 flows through pipe, 58, and port, 57, to the top of piston, 55, moving-the same inward against the spring, 56, and withdrawing the locking stem,-54, from its notch in the stem, 52. The compressed air then Hows through port, 61, to the face of piston, 45, thus movingl the same outward to rotate the stem, 41, and turn the valve, 23, to its closed position indicated in Fig. 2, in which communication through the train brake pipe and the main reservoir pipe is completely closed, and communication from plpe, 32, and the operating cylinder, 17, is open through ports, 29 and 40, to the exhaust port, 63. Air also' flows through pipe, 6()7 to the corresponding parts on the counterpart coupler where the valve, 23, is moved to its closed position in a similar manner. At this time the manual valve, 31, on the othercar, is in its normal position, as indicated in Fig. 1, with pipe, 58, connected to the exhaust through a restricted port. This permits a slight discharge of compressed air to the atmosphere, but not sulicient to prevent the accumulation of pressure on piston, 55, and the operation of the valve, 23, as above described. When the small piston, 55, moves outward against its spring, 56, air flows through port, 59, and pipe, 64, to small valve, 65, and to the stem 71 releasing piston, 67, thereby withdrawing the stem and releasing the slide, 15. As the operating cylinder, 17, of each v coupler is then open to the atmosphere, the Contact slide, 15, whichever one has been extended, is then withdrawn, and both slides are returned to their neutral sitions by means of springs 19 and 20. W en the neutral position is reached, the stem, 69, enters the recess, 70, as shown in Fig. 6, and the small valve, 65, opens communication from pipe, 64, t0 pipe, 66, and the lock releasing cylinder, 9, whereby the piston, 8, releases the locking lever, 6, upon each coupler and the cars are then free to separate. After the couplers are pulled apart, the manual valve is turned back to the middle or neutral position, and the air is exhausted from 100 the cylinders, 9 and 17, in the usual way.

When the two couplers are brought together for coupling, the nose, 5, of one coupler slides along the face of the other coupler, and first depresses the latch, 6, which move- 106 ment raises the arms, 51,\from projection, 50, and allows the detent, 48, to engage the notch, 47 and hold the stem, 44, as indicated in Fig. 3. During the further movement of the latch or locking lever, 6, upon its pivot, the cam ortion, 62, pushes in the stem, 52, against t e spring, 47, until thev locking pin, 54, engages its notch in the stem, 52, and holds the spring, 53, compressed. Then as the nose, 5` of the coupler 115 reaches its seat, the'locking lever, 6, moves forward upon the clamping surface, thus locking the couplers together, and at the same time the arm, 51, strikes the projection, 50, and releases the detent, 48, where- 120 upOn the spring, 53, immediately expands and moves the stem, 44, and piston, 45, back to thc inner end of piston chamber, 46. This movement operates to turn the rotary valve, 23, to its open position, as shown in 125 Fig. 1, in which communication is established through the train pipe connections. Communication is also established from the manual valve and pipe, 30, to pipe, 32, and the operating cylinder, 17, so that as the 180 train pipe passage a manual valve is then turned to the slide projecting position, shown in Fig. 5, air flows from pipe, G8, through pipe, 30, ports, 28, 29, and pi ie, 32, to cylinder, 17, where it acts upon t ie piston, 16, to project the contact slide, 15, outward into the adjoining coupler and establish the electrical connections in the usual way.

It will now be apparent that by means of this improvement, the train pipe passages will not be opened until after the coupler heads are securely locked ether in coupling, and that the Contact sli e cannot be extended until after the train pipe valve device has moved to its o len position. Also that, when uncoupling, t e train pipe valve must first be closed, and the contact slide withdrawn before the releasing pistons are operated to unlock the latches of the cou plers. 1

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

1. In a car coupler, .the combination with a coupler head having a movable lock, and a train pipe passage adapted to be connected with the corresponding assage of the adjoining coupler, of a va ve for controlling said train pipe passage, and means operated by the final movement of the. loclg to its locked position in the act of coupling, for automatically opening said valve.

2. In a car coupler, the combination with a coupler head having a movable lock, and a train pipe passage adapted to be connected to the corresponding passage of the counterpart coupler, of a valve for controlling said train pipe passage, a spring and a mechanical connection for opening said valve, and means operated bg the preliminary movement of, said loc in couplin to compress said spring, and by thev fina movement to the locked position to release said pring.

3. n a car coupler, the combination with a coupler head having a movable lock, and a apted to be connected to the corresponding passage of the counterpart coupler, of a valve for controlling said train ipe passage, a stem having a connection or actuating the Valve, a spring bearing against said stem, means operated by the preliminary movement o-f the lock in coupling to compress said spring, a detent for holding the stem as the spring is compressed, and means actuated by the final movement of the lock to release the detent.

4. In a ear coupler, the combination with a coupler head having a movable lock, and a train pipe passage adapted to be connected to the corresponding passage of thel counterpart coupler, of a valve for controllingsaid train pipe passage, a sectional stem with a spring between said sections, the one section being connected to operate the valve and the other section adapted to be engaged by the coupler lock to compress the spring in coupling, a detent for holding the one section of the stem during the preliminary movement of the lock, a locking pin for holding the other section of the 'stem when com ressed, and an arm 4actuated by the fina` movement of the lock to release said detent.

5. In a car coupler, the combination with a coupler head havinv a movable lock, and a train pipe passage a apted to be connected to the corresponding passage of the counterpart coupler, of a valve for controlling said train pipe passage, a spri for moving the valve to one position, a piston for moving the valve to its opposite position, and means operated by the movement of the lock in coupling for first setting and then releasing said spring.

6. In a car coupler, theA combination with a coupler head having a movable lock, and a train pipe passage a apted to be connected to the corresponding assage of the counterpart coupler, of a va ve for controlling said train pipe passage, a piston fo'r closingsaid valve, a spring for opening same, means operatedby the movement of the lock for compressing said spring, a locking stem for holding the spring, a piston for releasing said locking stem, and means for supplying fluid to both of said pistons.

7. In a car coupler, the combination with a coupler head having a movable lock, and a train pipe passage adapted to be connected to the corresponding passage of the counterpart coupler, of a valve for controlling said train pipe passage, a piston for closing said valve, a spring for opening same, means operated by the movement of the lock for compressing said spring, a locking stem for holding the spring, a piston for releasing said locking stein, and a port controlled by the movement of the locking stem piston for supplying fiuid to the valve operating piston.

8. In a car coupler, the combination with a coupler head havin a movable lock, and a train pipe passage a apted to be connected to the corresponding assage of the counterpart coupler, of a va ve for controlling'said train pipe passage, a piston for closing said valve, a spring for opening same, means operated by the movement of the lock for compressing said spring, a, locking stem for holding the spring, a piston for releasing said locking stem, a piston for releasing the coupler lock, and means for supplying fluid first to the stem locking piston and then to the other two pistons.

9. In a coupler, the combination with a coupler head having a movable lock for'y holding the 'counterpart coupler heads together, and a train pipe passage adapted to 4be connectedl to the corresponding passage vpistonv for actuating of the counter art coupler, of an electric ortion adapte to be projected, for estabiisliing electrical connections, a cylinder and said electric portion, a valve having ports or controlling said train pipe passage and a passage leading to the cylinder of the electric portion, and lneans controlled by the movement of the coupler lock -forvoperating said valve.

10. 1n a coupler, the combination with a cou ler head having a movable lock for hol ing the counterpart coupler heads together, and a train pipe passage adapted to be connected to the corresponding passage of the counterpart coupler, of an electric portion adapted tobe projected, f or establishing electrical connections, a cyhnder and Maase@ piston for actuating said electric portion, a valve having means for opening the train pipe passage and a supply passage to the electric portion cylinder'. 1n one posltion, and for closing the train pipe passage and opening an exhaust from said electric portion cylinder in Vanother position, means controlled by the movement of the coupler lock for moving the valve to one position, and a fluid pressure device for moving the valve to the other position.

In testimony whereof I have hereunto set my hand.

SAMUEL C. McCONAI-IEY, Administrator of the estate of Walter l.

Turner, deceased.

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