US1609142A - Air, steam, and electric coupling mechanism - Google Patents

Description

. Nov. 30 1926. 1,609,142

, c. H. TOMLINSO N AIR, STEAM, AND ELECTRIC COUPLING MECHANISM Original Filed Oct 29, 1919 4 Sheets-Sheet 1 Nov. 30 192s. 1,609,142

I C. H. TOMLINSON 7 AIR, STEAM, AND ELECTRIC COUPLING MECHANI$M Original Filed Oct, 29, 1919 4 Sheets-Sheet 2 qLIMIHEQ "11111111111111! I rffff 7 ///l ,;Nov. 30 1926. 1,609,142

" C. H. TOMLINSON AIR, STEAM, AND ELECTRIC COUPLING MECHANISM Original Filed Oct 1919 4 sneet -sheet 5 Nov. 30 1926. 1,609,142

c. H. TOMEINSON AIR, STEAM, AND ELECTRIC COUPLING MECHANISM Original Filed Oct. 29', 1919 4 Sheets-Sheet 4 Z6 i 3 w Patented Nov. 30, 1926.

Uurrsn stares CHARLESH. TO1VILINSON, OF'TEANSFIELD, OHIO, TO THE TOMLINSON COUPLER COMPANY, OF MANSFIELD, 0117.10, A CQRPORATION OF OHIO- AIR, STEAM, AND ELECTRIC COUPLING IVEECHANISM'.

Application filed October 29, 1919, Serial No. 334,244.

In steam railroad operation it is customary to equip all carswith mechanical car couplers, commonly known as the Janney type, which move vertically on each other for varying heights of cars and changes in track grade. This type also hinges laterally on each other to accommodate themselves to track curvature conditions, also have some longitudinal movement and are automaticallycoupled by impact of the cars. The fluid pressure lines for the air brakes, etc, and any electrical circuits are coupled manually.

One of the objects of this invention is to provide means to automatically couple these fluid pressure lines and electric circuits by impact, and at the same time that the cars are coupled, as the car couplers have independent, vertical and lateral movement on each other when in operation. A coupler for fluid and electrical circuits must not have any relative vertical, lateral or longitudinal movement oneach other sufficient to germitleakage or the connections to be broken- As this coupler is attached to the mechanical coupler, provision is only required to. hold the fluid and electrical circuits against excessive longitudinal movement between the mechanical couplers and other vertical and lateral movements.

The invention is exemplified in the combination and arrangement of parts shown in the accompanying drawings and described in the following specification, and it is more particularly pointed out in the appended claims.

In the drawings- Fig. 1 is a side elevation of coupling mech anism embodying one form of the present invention Fig. 2 is a bottom plan view of the mechanism shown in Fig. 1;

Fig. 3 is an elevation looking at the coupling face of one of the couplers shown in Figs. 1 and 2;

Fig. 4 is a vertical section on line 4l-4c of Fig. 3;

Fig. 5 is a plan view sl'iowing the coupling portion of counterpart couplers in position to engage one another, one of the couplers being in section;

Fig. 6 is a side elevation, partly in section, showing a modified form of coupler;

Fig. 7 is a top plan view, partly in sec- Renevacd May 2, 1924.

tion, of the form of the invention shown in Fig. 6;

Fig. 8 is a horizontal section showing sup: plemental holding mechanism which maybe employed in connectionwith the invention; Fig; 9 is a View similar to Fig. 8' showmg a nism;

Fig. 10 shows a third modification of holding mechanism;

Fig.v 11 is a fragmentary view showing the construction of a detail of holding mechanism shown in Figs. 8, 9. and 10;

Fig. 12 is a fragmentary sectional view of an electrical contact member;

13 is a sectional view of' a valve used in connection with the mechanism shown in Figs. 8' and 9; and

Fig. lais a fragmentary view showing a modification of one of the details of the hold ing mechanism shown in Figs. 8, 9 and 10.

The coupling mechanism comprised in the present invention includes counterpart coupler heads which are swung from supporting portions at the ends of the cars to be coupled in such a manner thatv the counten part heads of adjacent cars engage one an other when the cars are brought together in coupled relation. The-coupling mechanism may be supported-by mechanical couplers, such as those shown at 15in Fig; 1, or they may be mounted directly on the structural members of the cars. Each coupler head comprises a body portion 16 which is shaped to form a contact plate 17' and a central en'- closed chamberlS in the rear of the contact plate. Each coupler head 16 is provided with a rearwarclly projecting tailpiece 19 which extends through an opening 20: in a supporting bracket21, as shown clearly in Fig. 4. The opening 20 is shaped to fit the modification of the holding mochatailpiece 19 loosely to permit the coupler head to take various angular positions in order to accommodate itself to movement of the cars relative to one another. The bracket 21 may be connected by bolts 22 to. the meohanical couplers 15, or may be supportedin any convenient way from the end of the car body. A spring 23 surrounds the tailpiece 19 and bears against a shoulder 24 on the coupler head and a plate 25 upon the bracket 21. A pin 26 passes through a slot 27 in the tailpiece 19 to limit the forward movement of the coupler head underpressure of the spring 23. This arrangement normally holds the coupler head in position to engage the counterpart head of an adjacent car, but will permit of up and down and lateral movement of the head relative to the bracket. The rear end of the slot 27 fits the pin 26 closely to prevent the coupler head from rotation upon. its axis, but the forward portion of the slot is wider so that when two cars are coupled together and the spring 23 is compressed, the wider portion of the slot will engage the pin and permit of limited rotation of the coupler head about its axis. This will accommodate any rotary movement of the coupler head due to swaying of the cars while coupled together.

Projecting from the contact face of each plate 17 at one side of the center line of the coupler head is a pin 28 for engaging an opening in a counterpart coupler when two cars are brought together. At an equal distance from the center line of the coupler head and on the opposite side thereof is an opening 29 for receiving the pin 28 of the counterpart coupler, the opening 29 being provided with a flared portion 30 for guiding the pin 28 into position in the opening.

The end of the pin 28 is tapered to facilitate entrance into the opening 29. Located in the face of each coupler, as shown at 31 and 32, are openings which connect with corresponding openings on the counterpart coupler head and make closed passages from one head to the other. These contacts are provided with yielding gaskets which may be mounted rigidly, as shown at 31, or may be spring-mounted, as illustrated at 32, and shown more clearly in 4. In some cases it is advisable to mount some of the contacts, preferably two out of three, so that they are spring-held, while the other contacts are mounted directly in the frame of the coupler head. If the contacts are all of the solid type, as indicated at 31, there is liability of leakage for the reason that the gaskets vary in thickness and diflier "from one another in temper and resilienc so that the contact between the gaskets may not be sufficiently uniform to insure tight connections in all instances. Where a portion of the contact members are spring-held, the sprin,..-held gaskets will yield suiiiciently to permit the solid gaskets to be held in strong contact, and the spring-held gaskets will of themselves maintain proper tight connections. This arrangement is not always essential, however, and in some cases the orifices may all be mounted directly, as shown at 31, or they may all be spring-held. as shown at 32. The plates 17 may also carry suitable electrical contact members. as shown at 33, and illustrated in detail in Fi 12, in which the contact members are illustrated as mounted in an insulation block 3e provided with a spring 35 for insuring proper connection with counterpart contact members.

As shown in the drawings, the opening 31 leads to the chamber 18 which is connected by a hose 36 with the train air line 37. The contact openings 32 are similarly connected by a hose 38 with pipe lines 39 which may be steam, air, or other fluid pressure lines. It will be readily apparent that when two counterpart couplers are brought together in the manner shown in Fig. 5, the pins 28 will be guided into their openings 29, although the coupler heads are very considerably out of alinement when the cars are moved into coupling relation. As the pins 23 are brought into the smaller portions of the openings 29 the coupler heads will be moved into accurate alinement so that the contact members will properly cooperate with corresponding contact members of the counterpart head, and when the two cars are locked together by the mechanical coupler the springs 23 will be held under compression and maintain the coupler heads in close connection with one another.

It should be noted that the parts thus coupled are not only held in registration by the pins 28, but that the pins are of suiticient length to withstand any tendency of the parts to buckle and so hold the bars 19 in alignment. The pins as shown have elongated sides cooperating with openings havingsimilarly elongated inner walls so that any angular'movement is prevented. For the best operation in this particular the con tacting faces of the pins and openings preferably have a length as great or greater than the diameter of the pins. This arrangement prevents all relative movement of the parts except in direct axial direction. This rigidity of the parts against buckling is of great importance, as any arcuate movement of the abutting faces relative to one another would easily pry the contact gaskets away from one another and loosen the contacts to permit escape of air with the accompanying results such as setting of the brakes at a most inopportune time. The spring eiiiciently prevents any separation of the parts in direct alignment, but the leverage produced by relative angular movement would easily overcome the force of the springs were it not for the elongated pin and socket arrangement. The two bars 19 when connected form a rigid bar extending from pin 26 on one car to the corresponding pin on the other car, and having limited universal movement at the points of connection. The central portion of the bar is free to move in all transverse directions to compensate for the relative movements of the car permitted by the mechanical coupler. The compression of the springs 23 when the cars are coupled provides slack in the chains 40 to facilitate movement of the coupled parts, but when the cars are uncoupled the for- Wardinovement: of the part 16: tightens the chains ll so as to assist in holding the parts in proper position for couplin The spring contact gaskets 32 supplement the pins 28 in preventing loosening of the air couplings by buckling, since these spring gaskets will compensate for slight relative movement produced by buckling in case of any loosencss in the fit of the pins in their sockets.

In Figs. 6 and 7 is illustrated a mounting for the coupler head 18 in which the tailpiece is provided with a conical nut to assist in holding the coupler head in proper position to engage the counterpart head. In these figures there is also shown a supplemental support for the coupler head 16 comprising chains 41 connected with a bar 12 enclosed in a sleeve 48 and provided withsprings 14 for alfording a resilient support for the coupler head.

In some cases it may be desirable to provide supplementary holding mechanism to assist the spring=23 in maintaining the contact faces of the coupler heads in close re lation to one another. Fig. 8 illustrates one form of the mechanism for this purpose in which a plunger 45 is arranged to bear against the side of the pin 28 to retain the 13min its opening 29. The end of the plunger 4C5 may be-shaped, as shown in Fig. 11, to conform to the contour of the pin 28 so that it will bear frictionally against the face of the pin. In some cases it may be desirable to provide the plunger 4-5 with a tapered end ldto entera correspondingly tapered recess 47 in the face of the pin 28. Where this form of plunger is used it. will tend to draw home the-pin 28 in: its opening when it is pressed into the recess 417 in the side of the pin. The plunger 45 is provided with a piston l8 operating in a cylinder casing 49'. A. hose connection 50 coinniunicates with the cylinder 19 on the inner: side of the piston 18 and is connected at: its other end with a valve 51 in the air line A second hose connection 52 enters the cylinder 49 on the outside of the piston 4-8 and isconnected with the hose coupling Stvleading to. the chamber 18. When two ars are coupled together the valve 51 will he in the position-shown in Fig. 8 to connect the chamber 18 with the air line. In this position the pressure of the air line will communicate with the rear or outer side of the piston 48 and force the plunger-45 into contact with the pin 28 to assist the spring-28 in holding the pin in place and the coupler heads together. hen it is dc sire-d to uncornj-le the cars the valve 51 is turned into the position shown in 13 to close the air line so that air will not escape when the cars are drawn apart; WVhen the valve 51 is thus closed a quantity of compressed air will be trapped in the chamber 18 and communication will be established between thischamber and the inner face of the piston 18' throughthe valve 51 and the hose connection 50 The outer face of the piston 48 is also connected with the chamber l8thr0ugh the hose52, but it will observed-that the inner face of the piston 48 is of greater area than the outer face and since both faces are subjected to the pressure of the chamber 18', the piston wililbe moved outwardly thus releasing the pin 28 so that it may be easily drawn from its-socket when the cars are moved apart.

In the modified form of this mechanism shown in Fig. 9 a piston 58 isprovided having only one active face. The piston op; erates in a cylinder 54 and is connected-with the hose coupling 50 and valve 51 in the same manner as shown in Fig. 8. There is no fluid pressure connection with the outer face of the cylinder, but a coil spring 55 is provided which normally forces the piston inwardly to move the plunger 15 into contact with the pin 28. When the valve 51 is operated to close the air line 89 the pres sure fromthe chamber 18 will move the piston 58 outwardly against the pvressuereof the spring 55 similarto the-action described in connection with Fig. 8.

In. the form of. the holding mechanism showniin Fig. lOrt-he plunger 15 is not: connected with the air pressure system, but: is provided with a spring 56 which normally presses the plunger: inwardlyat all times. When the cars are moved into coupledtrela tien the-plunger is forced outwardly bythe beveled end of. the pin 28;

In standard steam road: equipment pro vided' with car couplers automatically con nected by impacts of the cars-,.it is ordi' narily necessary, in uncoupling, to operate the uncoupling. lever of; only one of two cou+ pled cars. Where a train-pipe and electric coupler is added to such an equipment it is desirable that no additional operationis made necessary in uncoupling to release the train pipe and electric coupler as the at:- tendant is liable to forget. any. such addi: tional operation, and if the train pipe and electric. couplers are not disconnected by the operations to which the operator has been previously accustomed; the cars may be separated while the train pipe and electric couplers are still connected and such separation may produce disastrous results. In trains equipped with airbrakesit isnecessary. to close the air brake valve in each car to be uncoupled toprevent the brakes from being set when the connection between the cars is broken. Applicant has taken advantage of this fact and substituted a three-Way valve as previously explained; for the usual air brake valve so that when this valve is closedthe entrappedair in the couplings between the carswill release the-locking mechanism for the train pipe and electric couplers, thus accomplishing this result without requiring any separate operation on the part of the attendant other than the usual operations which he would necessarily perform in cars where the train pipe and electric coupler was not a part of the equipment.

It will be noted from Fig. 1 that the underhung couplers 16 are supported directly from the Janney coupler 15. This arrangement takes advantage of the spring draft gear connection usually provided for the Janney coupler. The spring draft gear connection permits longitudinal movement of the couplers relative to the cars of from three to four inches. By supporting the underhung coupler on the mechanical coupler 15 rather than on the car itself the amount of compensation required of the spring 23 is greatly reduced. l he relative movement ot the coupler heads is usually not more than two inches so that the springs 23 are I'e quired to compensate for this small movement only, whereas it the underhung couplers were supported from the cars the springs 23 would be required to compensate for a. much larger movement. The Janney type of mechanical coupler permits of both vertical and arcuate movement of the coupler joint. lVhere the underhung couplers are supported directly on the mechanical couplers, arrangement must be made for maintaining accurate alinement of the un derhung couplers irrespective of the relative movement of the mechanical couplers. It is also necessary to hold the underhung couplers against relative vertical and lateral movement, as well as against arcuate movement. The springs 23 co-operate with the elongated pins 28 having elongated bearing faces 29 to hold the couplers in close abutting relation in axial alinement and against any lateral or vertical movement. The individually spring-pressed gaskets for the air lines further insure tight connection of the air lines at all times, irrespective of the in equalities in the gaskets which otherwise might prevent the springs 23 from producing suiiicient pressure on some gaskets.

It will be seen from Fig. 3 of the drawings that the elongated hell 5 provides an extended field of pick-up tor the point of the complementary pin 28. TV here the two coupler heaos are offset laterally relative to each other at the time of impact and at the same time are ofiset vertically, it will be ap parent that the point of the pin 28 might fall outside of the opening 5 ii the opening were circular, even though the vertical displacement would not be suflicient to prevent coupling if the parts were in registration laterally. The elongation of the pick-up opening is of considerable importance, for the reason that vertical displacement is as apt to occur when the parts are out of registration as it is when the parts are in reg; istration laterally.

I claim 1. In combination, a coupler head, a bracket for supporting said head at the end of a car, said bracket having an opening theretln'ough, an elongated member on said head extending loosely through said opening, a spring surrounding said elongated member an d bearing on said head and bracket tor y cld ugly holding said head in position to e k a counterpart head, and means tor pre.enting rotation ot said head about its n, 'tudinal axis, said means being arranged to pen t limited rotation of said head when two cars are coupled together and said head is in cooperating position with a counterpart coupler.

2. In combination, a coupler head having a cent Stll' tace tor engaging a corresponding face 0.-

counterpart coupler, a projection extending from said face at one side of the center line of said head and arranged to enter an opening in a counterpart head, an openingin said head at the opposite side oi the center line thereof for receiving a projection of a counterpart coupler, said head having an enlarged chamber therein at the central portion thereot constituting a storage reservoir, and a contact opening of smaller sectional area than said chamber arranged to connect said chamber with a corresponding chamber of a counterpart head when two cars are coupled together.

3. In combination, a coupler head having one face thereot arranged to engage a corresponding tace of a counterpart coupler when two cars are coupled together, a projection extending from said face at one side of the center line thereof, said face having an opening therein at the other side of said center line for receiving a corresponding projection of a counterpart coupler head. said head having a centrally arranged chamber therein and having a contact orifice extending through the engaging face of said head for establishing connection with a corresponding chamber in a counterpart coupler head. a tailpiece extending from said coupler head, a bracket for supporting said coupler head and having an opening therethrough for loosely receiv ng said tailpiece to permit lateral and vertical movement of said head relative to said bracket, a spring surrounding said tailpiece and engaging said head and bracket to hold said head resiliently in normal position relative to said bracket, said tailpiece having a slot therein, and a pin extending through said slot to prevent rotation of said head about the axis thereof when said head is held by said spring in position to engage a counterpart coupler head, said slot having an enlarged portion for permitting limited rotar-y movement of said head when said spring is compressed by engagement of said head with the counterpart head of a coupled car.

4. In combination, a pair of cooperating coupler heads each being free to move ver tically, means comprising a horizontally acting spring for resiliently holding each of said heads centrally positioned in cooperating relation with the other head, and a supplemental device comprising an upwardlly and inwardly acting spring having a pair of laterally diverging connections with said head for assisting said horizontally acting spring, said supplemental device being arranged to act yieldingly in retaining said heads in cooperating relation.

5. In combination, a pair of cooperating coupler heads, a projection on one of said heads arranged to enter an opening in the cooperating head, a rigid friction member, and means for yieldingly pressing said friction member into engagement with said projection for retaining said heads in cooperative relative to one another.

6. In combination, a pair of cooperating coupler heads, contact members carried by said heads for connecting train lines, a projection on one of said heads separate from said contact members arranged to enter an opening in a corresponding head, and frictional means for retaining said projection and opening in engagement with one another.

7. In combination, a pair of cooperating coupler heads, a projection on one of said heads arranged to enter an opening in a cooperating head for holding said heads in position relative to one another, frictional means for retaining said projection in said opening, and fluid pressure means for controlling said frictional means.

8, In combination, a pair of cooperating cou aler h feads means for retainin said heads in cooperative relation to one another, a train line fluid pressure system, means for entrapping a limited quantity of compressed fluid from said system, and means for causing said entrapped fluid to release said retaining means preparatory to an uncoupling operation.

9. In combination, a pair of cooperating coupler heads, each having a chamber therein, means for connecting said chamber with the fluid pressure system of a car to be coupled, frictional means for retaining said coupler heads in cooperative relation to one another, means for disconnecting said chamber from said fluid pressure system preparatory to an uncoupling operation and for closing said chamber to entrap fluid under pressure therein, and means for causing the fluid thus entrapped to release said retaining means to permit easy separation of said coupler heads.

10. In combination, a pair of cooperating coupler heads, means for supporting said heads on cars having fluid pressure train lines, said heads having chambers therein connected withs'aid train lines, a projection on one of said heads arranged to enter an opening in the cooperating head for holding said heads in position relative to one an other, a plunger mounted in said cooperating head for engaging said projection to yieldingly hold said projection in said opening, a piston for operating said plunger, and means for connecting the fluid pressure chamber of said cooperating head with said piston to control the operation of said piston.

11. Coupling mechanism for cars comprising a mechanical coupler, a coupling head for connecting train line circuits, locking mechanism for holdingsaid coupling head in coupled relation, and means for releasing said locking mechanism depending on manipulations by the operator which are commonly associated with the mechanical uncoupling and separation of said cars.

12. Coupling mechanism for cars comprising a mechanical coupler, a coupling head for connecting train line circuits, holding mechanism for retaining said coupling head in cooperative relation with a complementary coupling head, an air brake line for said cars, means whereby said air brake line may be closed when said cars are uncoupled, and means for automatically releasing said holding mechanism when said air brake line is closed.

13. The combination with mechanical couplers for connected cars, of a pair of coupling heads for connecting train line circuits of said cars, air brake lines for said cars connected by said coupling heads, mechanism for holding said coupling heads in cooperative relation with one another, a valve for closing the air brake line of a car to permit uncoupling of the cars without setting the brakes, a reservoir for entrapping a quantity of compressed air when said valve is closed, pressure operated means for releasing said holding mechanism, and a bypass operated by said valve for directing the compressed air from said reservoir to said pressure operated means to release said holding mechanism when said air brake valve is closed.

14. In combination, a pair of mechanical car couplers, a train line coupler suspended from each of said. mechanical car couplers and arranged to move laterally and longitudinally relative thereto, a spring for holding said train line couplers resiliently against lateral movement and for pressing said couplers into engagement with the cooperating coupler, beveled contact members for preliminary alining said train line couplers, means for holding said couplers in accurate alinement with one another when in coupled relation, and frictional means having a hard surface contact member for assisting said springs in retaining said couplers in contact with one another.

15. Coupling mechanism for cars comprising a mechanical coupler, a coupling head for connecting train line circuits, mechanically held locking mechanism for 10 holding said coupling head in coupled relation, and fluid pressure actuated means for releasing said locking mechanism depending on manipulations by the operator commonly associated with the mechanical uncoupling and separation of said cars.

In testimony whereof I have signed my name to this specification on this 22nd day of October, A. D. 1919.

CHARLES H. TOMLINSON.

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