US1942940A - Automatic train pipe connecter - Google Patents

Description

Jan. 9, 1934. J RQBlNSQN 1,942,940

AUTOMATIC TRAIN PIPE CONNECTER Original Filed Sept. 24, 1929 2 Sheets-Sheet l INVENTOR WSW M WM ATTORNEY Jan. 9, 1934. J. ROBINSON AUTOMATIC TRAIN PIPE GONNECTER 2 Sheets-Sheet -2 Original Filed Sept. 24, 1929 v FIHHL 8 l w VI I n. .wn F n 4 .0 .fi 7 7 iii Why/ 0 ATTORNEY Patented Jan. 9, 1934 PATENT OFFICE AUTOMATIC TRAIN PIPE CONNECTER Joseph Robinson, New York, N. Y., assignor of one-half to Roy M. Wolvin, Montreal, Quebec,

Canada Application September 24, 1929, Serial No. 394,856 Renewed May 23, 1933 10 Claims.

My invention relates to automatic train pipe connecters, and more particularly to means for supporting the coupling head of such connecters for free universal movement. Among the objects of the invention is to simplify this type of support, reduce its cost of manufacture, and improve its operation. Particularly one object is to so arrange the supporting mechanism that the coupling head will float upon the forward end of the supporting spring when in the coupled position, thus producing a universal joint so sensitive to the sharp whipping movement of runnning cars that all stresses and strains that otherwise would be set up in the connecter by such movement is lost at, or absorbed by, this improved universal joint. In carrying out my invention I have produced a particularly rugged and efficient form of bracket or base for securing the connecter body to the car coupler.

In the drawings, Figure 1 is a sectional side elevation of my improvement;

Figure 2 is a sectional plan view taken approximately on the line 22 of Figure 1;

Figure 3 is an enlarged sectional side elevation of the construction shown in Figure 1. In this view the parts are shown in the position they occupy when the connecter is coupled;

Figure 4 is a sectional front elevation of the bracket taken slightly forward of the webs 11;

Figure 5 is an enlarged detail sectional plan view through the car coupler lug and the connecter bracket on substantially the line 5-5 of Figure 4;

Figure 6 is a side elevation of a modification of the bracket shown in Figures 1 and 4, and

Figure '7 is a rear elevation of the bracket shown in Figure 6.

Any type of coupling head A may of course be used with my improvement. I show a well known form of butt face wing type head, but a pin and funnel type, or a horn and wing type, may be substituted if desired. My improved support includes a yoke or carrier B comprising an enlarged hollow forward end 8 which is pressed to or otherwise secured to the coupling head. This forward end may of course be differently constructed than illustrated, but the form shown has been found very satisfactory. Extending rearwardly therefrom, and preferably formed integrally therewith, I provide a pair of spaced straps or members 9 which may be of any desired shape in cross section, preferably round. These members loosely span the lower end of the bracket C, and the forward end 16 of the tie rod E, and terminate in a perforated projection or housing 10 which supportingly receives the forward end of the buffer spring D. At their point of connection with the flange 10 the members are provided with vertically disposed inclined webs or portions 11. The widest part of these portions fits closely between laterally extending vertically spaced projections or lugs 12 secured to or formed integrally with the lower ends of the bracket. Against the rear face of these lugs the flange or housing 10 bears and, under the pressure of the spring D, yieldingly maintains the coupling head A at the limit of its forward movement. Between the lugs 12, and preferably integral therewith and with the upper part of the bracket, I provide a vertically disposed anchor portion 14 which is offset rearwardly, as shown, to form a seat 15 on its front face. The offset of the portion 14 will of course be of the size and shape best suited to service. I show it offset sufiiciently to bring the axis of the seat 15 in the plane of the rear face of the bracket, but this axis may be forward or to the rear of such plane. Extending through the buffer spring D, I provide a simple form of tie rod E which is provided at its forward end with an elongated perforated eye 16 that is removably hooked over or around the anchor device 14, and is mounted on the seat 15 for rocking movement thereon. It will be noted that the contacting surfaces of the tie rod head 16 and the anchor device 14 flare in opposite directions, each of these parts being round in cross section at their point of contact. At its rear end the tie rod receives an adjustment nut or abutment 17 which supports the rear end of the spring on the tie rod and by which the spring is placed under any desired initial compression to yieldingly support the coupling head A.

As aforesaid the vertically disposed inclined portions 11 contact with the lugs 12 of the bracket to properly position and center the head with respect to the latter. They prevent undue rotation of the head when in the normal uncoupled position, an important necessity in effecting a coupling under conditions of extreme disalignment of the connecters vertically and laterally. When the cars are coupled the coupling head A is, of course, pushed rearwardly compressing the spring D. In Figure 3 the parts are shown in this position. It will be noted that when in this position the relatively narrow members or bars 9 of the carrier B may move vertically considerably before striking either of the horizontally disposed projections 12, and that the opening 18- Figure 3through the flange 10 permits subment.

stantially an equal amount of vertical movement of the flange without contact with the tie rod E. This arrangement provides the important advantage that when in the coupled position the coupling head A floats, so to speak, upon the forward end of the spring D. A very responsive or sensitive support for the coupled head is thus produced assuring an absolutely rigid joint between the faces of mated coupling heads at all times. The coils of the spring D yield, of course, to permit of vertical and lateral movement relative to the tie rod E, and in so doing they minimize the movement of the tie rod on its seat 15, thus reducing wear on these parts to the lowest minimum. Obviously with this arrangement mated coupling heads A may move in a plane parallel to their coupling faces, and, as aforesaid, the flange or housing 10 may move vertically and laterally to a considerable extent independent of any substantial movement of the tie rod E in its seat on the bracket lug 14. A further advantage of my improvement is that the coupling head A may move to extreme positions laterally and vertically with respect to the bracket C. This is important, especially in case of car coupler slipbys, which are of quite frequent occurrence in industrial yards. At such times the connecter head must move to a position at a considerable angle, often a right angle, to the track in order to preserve itself from damage. My improved support permits of this movement, the inclined surfaces of the laterally projecting lugs 12 hereinafter described serving to facilitate such move- It will be understood that by passing the rearwardly offset portion of the anchor device 14 through the flange 10 it, and the flange, are caused to cooperate with the projections 12 in positioning the carrier B and the coupling head A on the bracket E. The laterally extending lugs 12 of the bracket and the surfaces of the flange 10 which bear thereagainst, may of course be made to any dimension and shape best suited for service. In the present construction I show the rear faces of these projections as inclined forwardlysee especially Figures 2 and 3and the front face of the flange or housing is shaped to conform thereto. This is done to facilitate manufacture 'of the bracket 0 which is preferably a forging and so designed as to best facilitate that type of manufacture. The taper or angle of the projections 12 provides draft for the forging dies. In cross section the upper portion of the bracket has the shape of an I-beam and is provided with a laterally extending integral formed threaded lug or anchor device 20 which passes through a complementary opening 21 formed in the lug F of the car coupler. The opening is preferably located centrally of the seat 22 in the lug which snugly receives the sides of the upper end of the bracket. It will be noted that the side walls of this seat taper complementary to the taper of the surfaces or edges 23 of the bracket that meet with them. If preferred the stud 20 may be omitted and one or more bolts substituted therefor. To facilitate casting the seat in the lug F its walls are tapered sufflciently to provide proper draft for lifting the foundry mold off the car coupler pattern when the lug is being cast integral with the coupler. A suitable nut 24 is applied to the stud or bolt 20 and draws the lug F and bracket C into rigid interlocked engagement. A very powerful rugged foundation for the automatic connecter on the car coupler is provided by this simple inexpensive arrangement.

The usual train pipe hose 25 is connected to suitable tubular fitting 26, preferably one which curves laterally out of the opening in the hollow forward end 8 of the carrier B. The fitting is provided with a suitable gasket 27, preferably the self-sealing air expanded type, and is removably held in the hollow forward end of the carrier by a plunger pin or other suitable means 28 which passes downwardly through the forward portion of the members 9 and through the lug 29 on the fitting 26. A housing 30 is provided around the lower end of the plunger 28 and incloses a suitable retaining spring 31. The housing is pref erably integral with one of the bars 9 and is positioned on the opposite side of the longitudinal center line of the connecter from the side on which the train pipe hose 25 is located. This removable fitting arrangement is illustrated and described more fully in my co-pending application Serial #360,195 filed May 3rd, 1929.

In Figures 6 and 7, I illustrate a bracket G such as shown in Figures 1 and 2 with the projections 12 omitted. In using this bracket, the flange or housing 10 would be provided with forwardly extending portions forming an opening similar to the V shaped opening 13 shown particularly in Figure 2 of U. S. Patent #l,'706,'752 granted to me March 26th, 1929. These portions span the bracket above and below the seat or lug 14. This arrangement facilitates the aforesaid movement of the coupling head to a position at a right angle to the track for the purposes aforesaid.

It will be observed in Figure 3 that the members or bars 9, when in the coupled position, are held yieldingly suspended between the bracket lugs and do not contact therewith except under ab normal displacement of the car couplers.

What I claim is:

1. An automatic train pipe connecter comprising in combination, a coupling head, a bracket, a carrier connected with said head and extending rearwardly therefrom around the lower end of said bracket, a spring seated against the rear end of said carrier, said spring constituting the sole support against vertical movement for the rear end of said carrier when the coupling head is in the coupled position, and a tie rod extending through said spring and anchored to said bracket and a part extending across the bottom of the bracket sufficiently to prevent downward disconnection of the carrier from the bracket in event of breakage of the tie rod.

2. An automatic train pipe connecter comprising in combination, a coupling head, a bracket therefor, a carrier extending from the connecter head rearwardly past said bracket, said carrier comprising horizontally disposed laterally spaced members which span the lower end of said bracket, the rear ends of said members terminating in a projecting flange which normally bears against the rear side of the bracket, said flange being perforated and provided with a rearwardly extending portion forming a seat for a spring, a spring mounted on said seat and extending rearwardly of the bracket for supporting said head, a

tie rod within said spring and embracing the lower end of the bracket and having rocking movement thereon, that portion of the bracket which is embraced by said tie rod being offset rearwardly through the perforation in said flange, said horizontally disposed members at their point of connection with said flange being provided with vertically disposed inclined surfaces which cooperate with the bracket to position the carrier thereon, the vertical thickness of said members being considerably less than the vertical width of said inclined portions at the Widest point of the latter whereby a wide range of vertical movement of said carrier with respect to said bracket is permitted when the connecter is in the coupled position.

3. An automatic train pipe connecter comprising in combination, a coupling head and a support therefor, said support including a lug secured to the car coupler, said lug being provided with a vertically extending groove, a bracket the upper portion of which has in cross section the outline of an I beam having tapered edges which fit snugly within the groove in said lug, a device integral with and extending away from one side of said bracket through an opening in the lug for threadingly receiving a nut to firmly clamp the bracket to the lug, the lower end of said bracket being provided with an elongated vertically disposed anchor device, and a spring pivotally supported on said anchor device.

4. An automatic train pipe connecter bracket comprising a generally vertically disposed body having in cross section the outline of an I beam, the edges of said bracket at its upper end being inclined in different directions, the bracket being provided at its upper end with means for anchoring it to the lug of the car coupler, the lower end of said bracket being provided with laterally extending projections vertically spaced apart, the bracket being provided with an elongated vertically disposed portion lying between said projections and connecting the same, said vertically disposed portion being offset rearwardly to form a seat for pivotally supporting a train pipe coupling head support.

5. An automatic train pipe connecter comprising in combination, a coupling head, a bracket, a member extending from the coupling head rearwardly and spanning the bracket, said member having upon its rear end a vertically disposed flange bearing against the rear face of the bracket, laterally extending lugs on the bracket which are engaged by said flange, the rear face of said lugs being inclined forwardly and said flange being shaped to conform thereto, a spring bearing against said flange and normally holding it against the back of the bracket, and a tie rod extending through the spring and embracing the bracket and having rocking movement thereon.

6. An automatic train pipe connecter bracket comprising a generally vertically disposed body having in cross section the outline of an I beam, the edges of said bracket at its upper end being inclined in different directions, the bracket being provided at its upper end with means for anchoring it to the lug of the car coupler, the lower end of said bracket being provided with laterally extending projections vertically spaced apart, the edge of said projections being tapered in the direction of the taper of said edges of said bracket, the bracket being provided with an elongated vertically disposed portion lying between said projections and connecting the same, said vertically disposed portion being offset rearwardly to form a seat for pivotally supporting a train pipe coupling head support,

7. In an automatic train pipe connecter, the combination of a supporting bracket having an anchor portion adjacent its lower end, said bracket having on each side thereof spaced laterally extending projections arranged respectively above and below said anchor portion, a coupling head, a member connected with said head and extending rearwardly thereof and comprising spaced portions arranged on opposite sides of said bracket and lying between said projections, a flange connected to the rear end of said spaced portions for contacting the rear face of the bracket when the coupling head is free from a mating head, a tie rod engaging said anchor portion on the bracket and extending rearwardly thereof, a coiled spring mounted on said tie rod and bearing against said flange, said spring being compressed when said head encounters a mating head and said flange is moved rearwardly, the inside diameter of said coiled spring being substantially larger than said tie rod and said spaced portions of the head supporting member being of substantially less width vertically than the distance between said upper and lower laterally extending projections, whereby said head supporting member and said coiled spring are free to move laterally to a substantial extent when said head is coupled to a mating head and said flange is moved rearwardly away from said bracket.

8. An arrangement as specified in claim 7, in which the rear surfaces of each of said projections are forwardly inclined and in which the front surface of said flange is correspondingly inclined to coact with the inclined surfaces on said projections when said flange is forced against the bracket.

9. In an automatic train pipe connecter, the combination of a supporting bracket having an anchor portion adjacent its lower end, said bracket having on each side thereof spaced laterally extending projections arranged respectively above and below said anchor portion, a coupling head, a member connected with said head and extending rearwardly thereof and comprising spaced portions arranged on opposite sides of said bracket and lying between said projections, a flange connected to the rear end of said spaced portions for contacting the rear face of the bracket when the coupling head is free from a mating head, a tie rod engaging said anchor portion on the bracket and extending rearwardly thereof, a coiled spring mounted on said tie rod and bearing against said flange, said spring being compressed when said head encounters a mating head and said flange is moved rearwardly, said spaced portions of the head supporting member being relatively narrow vertically compared with the vertical distance between said upper and lower laterally extending projections, whereby said head supporting member is free to move up and down to a substantial extent when said head is coupled to a mating head, and said flange is moved rearwardly away from said bracket.

10. A structure as specified in claim 9 having a vertically disposed web on each side of said flange, each of said webs having a top and bottom inclined surface, said webs being arranged to lie between said lateral projections on the bracket when said head supporting member is in its forward position and said flange is in contact with the bracket.

JOSEPH ROBINSON.

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