US3397798A - Coupler device - Google Patents

Description

R. L.. CARLSON COUPLER DEVICE Aug. 2o, 196s Filed Feb. 25, 1966 INVENTOR /obe/c far/sof? BYtfAkf HQy.

WM, @L @$5 M. -Lmw United States Patent Oliice 3,397,798 Patented Aug. 20, 1968 3,397,798 COUPLER DEVICE Robert L. Carlson, Chicago, lll., assignor to W. H. Miner Inc., Chicago, Ill., a corporation of Delaware Filed Feb. 23, 1966, Ser. No. 529,570 Claims. (Cl. 213-22) ABSTRACT OF THE DISCLOSURE A two-part railway car coupler for dissipating a portion of the buff force applied thereto with the two parts being normally biased apart by a damped spring in the form of a piston and cylinder unit wherein the cylinder is filled with a compressible solid material and with connecting means between the two parts permitting relative longitudinal movement therebetween while preventing relative rotation therebetween.

My present invention relates generally to a coupler device for use in a railway car, and the principal object thereof is the provision of a coupler device incorporating damped spring means.

The coupler device of my present invention comprises a rear coupler section adapted to be connected to a railway car, a forward coupler section movable relative to the rear coupler section, and damped spring means acting between the two coupler sections for dissipating at least a portion of the energy of buff forces imposed on the front coupler section. More specifically, the rear coupler section has provided therein a cylindrical chamber, and a piston rod extends outwardly of the chamber. The forward end of the piston rod is connected to the forward coupler section, while the rear end of the piston rod is provided with a piston. The periphery of the piston is spaced from the interior of the chamber to define axial orice means, and the chamber is filled with a compressible solid. As the piston rod moves into the chamber in response to buff forces imposed on the front coupler section, the reduction in volume of the compressible solid, and the throttling effect produced by the compressible solid being forced through the orifice means, impose a damping and spring force on the piston rod and the piston. Thus, the coupler device of my present invention serves as a composite cushion and coupler.

It is another object of my present invention to provide a coupler device, as described, wherein guide means are provided for limiting axial movement, and preventing rotary movement, of the forward coupler section relative to the rear coupler section.

lt is a further object of my present invention to provide a coupler device, as described, wherein the cylindrical chamber that receives the piston communicates with an auxiliary concentric annular chamber whereby desirable damping and spring characteristics are afforded in a compact construction.

It is a still further object of my present invention to provide a coupler device, as described, which is so constructed that it may be substituted for a conventional coupler member without requiring modification of the railway car.

Now in order` to acquaint those skilled in the art with the manner of constructing and using coupler devices in accordance with the principles of my present invention, I

shall describe in connection with the accompanying drawing a preferred embodiment of my invention.

In the drawing:

FIGURE 1 is a side elevational view of a coupler device incorporating the principles of my present invention, with a fragmentary portion of the sill -of a railway car being shown in phantom;

FIGURE 2 is a view, partly in elevation and partly in section, taken substantially along the line 2-2 in FIG- URE l, looking in the direction indicated by the arrows; and

FIGURE 3 is Ia view, partly in elevation and partly in section, taken substantially along the line 3-3 in FIG- URE 1, looking in the direction indicated by the arrows.

Referring now to the drawing, there is indicated generally by the reference numeral 10 a coupler device incorporating the principles of my present invention. The coupler device 10 includes a rear coupler section 12 and a forward coupler section or head 14. The rear coupler section 12 is comprised of a shank 16 having aradial flange portion 18 at the forward end thereof, and a forwardly extending outer cylinder or casing 20 suitably secured, as by welding, to the ange 18. The shank 16 is formed with a transverse slot 22 which is adapted to receive a draft key (not shown). When assembled in a railway car, the shank 16 projects into the draft gear pocket -of the car sill 24, and a draft key serves to interconnect the shank 16, and thereby the coupler device 10 as a unit, to the conventional yoke and draft gear (not shown) mounted in the draft gear pocket. The car sill 24 also presents the usual striker face 26 that is engageable by lthe fiane 18 of the rear coupler section 12.

The coupler head 14, which is provided at its forward end with conventional coupler means 28, is slidably inter- -connected with the rear coupler section 12 by guide means -comprising a pair of lengthwise plate members 30. The forward ends of the plate members 30 are secured to the couplerhead 14 'by key members 32 anchored in the coupler head and extending through apertures 34 in the plate members. Each plate member 30, adjacent the rear half thereof, is formed with a pair of parallel lengthwise extending guide slots 36. Extending through the guide slots 36 of each plate member 30 are key members 38 that are anchored in transverse flange portions 40 of the cylinder 20. The outer faces of the flange portions 40 provide sliding bearing surfaces for the plate members 30. Engagement of the key members 38 with the rear ends -of the guide slots 36 serves to limit outward axial movement of the coupler head 14 relative to the rear coupler section 12. The plate members 30 may be retained on the key members 32 and 38 by cotter pins.

Mounted within the cylinder 20, and having operative connection with the coupler head 14, is damped spring means indicated generally by the reference numeral 42. The ldamped spring means 42 comprises an inner cylinder 44 which at its forward end is received in a sleeve member 46 suitably secured, as by welding, in the forward end y0f the outer cylinder 20. The rear end of the inner cylinder 44 is supported in the counter'bore 48 of the shank flange 18. The inner cylinder 44 is also provided, adjacent its rear end, with a plurality of circumferentially spaced radial ports S0. Disposed in the forward end of the inner cylinder 44 is an annular adapter sleeve 52, a seal ring 54, land an annular gland 56. The latter three components, which serve as guide and seal means, and the inner cylinder 44 are retained in proper axial position by means of four ring segments 58 engaged in an annular groove in the sleeve mmeber 46. The described arrangement of parts serves to define an inner cylindrical chamber A and an outer auxiliary annular concentric chamber B, which chambers are maintained in communication by the ports 50.

Extending through the gland 56, the seal ring 54 and the ladapter sleeve 52, and projecting into the chamber A is a piston rod 60. The outer end of the piston rod 60v is connected to the coupler head 14 by a pin member 62, while the inner end of the piston lrod is provided with a piston 64. The periphery of the piston 64 is spaced from the interior cylindrical surface of the chamber A to define axial orifice means in the form of an annular orifice. Additionally, the chambers A and B are filled with a compressible solid or elastomer 66 such as silicone rubber. To permit the admission of compressible solid into the chambers A and B, and yet prevent the escape of compressible solid therefrom, a charging port and ball check valve, indicated generally at 64, is provided in the shank ange 18.

In the operation of the coupler device 10, buff forces imposed on the coupler head 14 cause the piston rod 60 land the piston 64 to move inwardly of the chamber A. During such movement, the volume of chamber A is reduced to the extent of displacemesnt by the piston rod, thus increasing the pressure of the compressible solid 66 in both chambers A and B. Concurrently, the compressible solid 66 is forced through the annular orifice surrounding the piston 64 thereby producing a throttling effect. The described volume-pressure change of the compressible solid, and the attendant throttling effect, impose a da-mping and spring force on the piston and the piston rod, and thereby serve to dissipate at least a portion of the energy of the buff forces imposed on the coupler head 14.

When the buff forces are removed from the coupler head 14 and piston rod 60, or are otherwise fully dissipated, the pressure of the compressible solid 66, acting on the unbalanced area of the piston rod 60, causes the piston 64 and piston rod 60 to return to the position shown in the drawing. During the return stroke of the piston rod 60, the compressible solid flows back through the annular orifice'surrounding the piston 64 to fill the space being vacated by the latter. Correspondingly, the pressure of the compressible solid 66 returns to the normal preload pressure. In this connection, the compressible solid 66 is initially charged through the port and ball check valve 64 to a desired preload pressure in `order to assure positive return of the piston rod and piston to a rest position. By reason of the concentric arrangement of the chambers A and B, desirable damping and spring characteristics are afforded in a compact construction.

The coupler device of my present invention is adapted to be substituted for the conventional coupler extending from the standard draft gear pocket of a railway car sill without any modification being required in the latter. To accommodate draft gear pockets of different depths, the length of the shank 16 may be changed as required. In butf, the coupler device 10 operates in series with the conventional draft gear and the yoke assembly. In draft, the coupler device 10 is inactive, but the standard draft gear and yoke assembly are fully operative in the normal manner. In this connection, the keys 38 are engageable with the rear ends of the guide slots 36 in full draft thus preventing the piston 64 from bottoming against the adapter sleeve 52. Additionally, the plate members 30 prevent the coupler head 14 from rotating relative to the `rear coupler section 12, and also act as a safety catch in the event -of failure of the piston rod 60, the pin member 62, or any other component of the damped spring means 42.

While I have shown and described what I believe to be a preferred embodiment of my present invention, it will be understood by those skilled in the art that various re- -arrangements and modifications may be made therein 4 without departing from the spirit and scope of my invention.

I claim:

1. A coupler device comprising a rear coupler section adapted to be connected to a railway car, a forward coupler section movable relative to said rear coupler section, a cylindrical chamber in one of said coupler sections, a piston rod extending outwardly of said chamber and connected to the other of said coupler sections, a piston at the end of said piston rod within said chamber and providing axial orifice means, a compressible solid filling said chamber for providing a damping and spring force on said piston rod and said piston as'said piston ro'd moves into said chamber and reduces the volume of said compressible solid while the latter is forced through said orifice means whereby to dissipate a portion of the energy of buff forces imposed on said forward coupler section, and means interconnecting said forward and rear coupler sections in a manner permitting relative longitudinal movement therebetween while preventing relative rotational movement therebetween.

2. The coupler device of claim 1 wherein an auxiliary annular chamber is provided in said one coupler section concentric of said cylindrical chamber and in communication with the latter whereby to permit the use of a greater volume of said compressible solid and thus increase the maximum travel of said piston and rod.

3. The coupler device of claim 1 wherein said interconnecting means comprises lengthwise plate members secured at their forward ends to said forward coupler section and having lengthwise guide slots therein, key members anchored in said rear coupler section and projecting through said guide slots, said plate members serving to prevent rotary movement of said forward coupler section relative to said rear coupler section, and said key members vbeing engageable with the rear ends of said guide slots for limiting axial outward movement of said forward coupler section relative to said rear coupler section.

4. A coupler device comprising a rear coupler section including a shank portion adapted to be connected to a railway car and a radial ange portion and a forwardly extending outer cylinder, a sleeve member secured in the forward end of said cylinder, an inner cylinder supported `at its rear end in said radial flange portion and at its forward end in said sleeve member, said inner cylinder defining a cylindrical chamber, said inner and outer cylinders defining an auxiliary annular chamber concentric of said cylindrical chamber, said inner cylinder having radial ports therein through which said cylindrical chamber and said annular chamber communicate, annular yguide and seal means at the forward end of said inner cylinder, a piston rod extending outwardly of said cylindrical chamber through said guide and seal means, a piston at the end of said piston rod within said cylindrical chamber, the periphery of said piston being spaced from the interior of said cylindrical chamber to define an orifice therebetween, a compressible solid filling said chambers for providing a damping and spring force on saidy piston rod and said piston as said piston rod moves into said cylindrical chamber and reduces the volume of said compressible solid while the latter is forced through said orifice, and a forward coupler section movable longitudinally but not rotationally relative to said rear coupler section and having connection with the outer end of said piston rod.

5. The coupler device of claim 4 including lengthwise plate members secured at their forward ends to said forward coupler section and having lengthwise guide slots therein, key members anchored in said rear coupler section and projecting through said guide slots, said plate members serving to prevent rotary movement of said forward coupler section relative to said rear coupler section, and said key members being engageable with the rear ends of said guide slots for limiting axial outward movement of said forward coupler section relative to said rear coupler section.

References Cited UNITED STATES PATENTS Smith 213-43 Clejan 213-22 Kendall 213-40 Ellis. Gray 213-22 Seay 213-43 DRAYTON E. HOFFMAN, Primary Examiner.

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