US2667977A

US2667977A - Rotatable car and train-line coupler arrangement

Info

Publication number: US2667977A
Application number: US783692A
Authority: US
Inventors: Frank H Kayler
Original assignee: American Steel Foundries
Current assignee: American Steel Foundries
Priority date: 1947-11-03
Filing date: 1947-11-03
Publication date: 1954-02-02
Anticipated expiration: 1971-02-02

Description

Feb. 2, 1954 F. H. KAYLER 7 ROTATABLE CAR AND TRAIN-LINE COUPLER ARRANGEMENT Filed Nov. 3, 1947 4 Sheets-Sheet l IN V EN TOR.

Feb. 2, 1954 F. H. KAYLER 2,667,977

I ROTATABLE CAR AND TRAIN-LINE COUPLER ARRANGEMENT Filed Nov. 5, 1947 4 Sheets-Sheet 2 IN VEN TOR.

F. H. KAYLER 2,667,977

ROTATABLE CAR AND TRAIN-LINE COUPLER ARRANGEMENT Feb. 2, 1954 4 Sheets-Sheet 3 INVENTOR.

1 262722 flWr MW W 2 Filed NOV. 5, 1947 Feb. 2, 1954 F. H. KAYLER 7,

ROTATABLE CAR AND TRAIN-LINE COUPLER ARRANGEMENT Filed Nov. 5, 1947 4 Sheets-Sheet 4 Patented Feb. 2, 1954 ROTATABLE CAR AND TRAIN-LINE COUPLER ARRANGEMENT Frank H. Kayler, Alliance, Ohio, assignor to American Steel Foundries, Chicago, Ill., a corporation of New Jersey Application November 3, 1947, Serial No. 783,692

Claims. t

This invention relates to car couplers for dumping cars and more particularly to an arrangement wherein the couplers are provided with means for connecting the air lines of the associated cars at substantially the same instant that the couplers are engaged and wherein the couplers are arranged to permit rotation of connected cars for dumping without disconnecting the same or the air lines.

In mines where the cars are travelled over long grades, it has been found that, as a condition of safety, it is desirable to equip these cars with automatic air brakes which, in general, follow the operating principles of those in use on standard railway equipment. Special problems, however, have arisen in connecting the air lines from one car to another inasmuch as modern mine cars are unloaded by being rotated 360 in a rotary dumper, while remaining coupled to other cars of a train. This fact makes it impossible to connect air lines by means of the conventional hose and interlocking connection of standard railway cars unless these connections are sep arated manually prior to rotating the cars and connected again after rotating, which not only involves considerable danger to the workman but is also time consuming.

The principal object of the invention is to provide an air line connection between such cars, as described, which need not be parted to permit dumping of the cars.

Another object of the invention is to provide means on mating car couplers for connecting the air conduits of associated cars at substantially the same instant that the couplers are coupled.

A further object is the provision of air transmitting conduits on mating couplers with a connection therebetween which will automatically connect on coupling and disconnect on uncoupling the couplers.

A still further object of the invention is to provide an air conduit on one coupler which is movable longitudinally thereof and urged toward the forward end thereof by spring means for tight engagement with the coaxial conduit formed on the mating coupler.

Another object of the invention is to devise a coupler wherein the head and shank have a swivel connection and wherein the air conduit is formed as part of the connection.

Another object is to devise a novel swivel connection between the coupler head and shank wherein means are provided to frictionally control rotation of said head with respect to said shank. 1 I

These and other objects of the invention will be apparent from the specification and the drawings, wherein:

Figure 1 is a frgamentary side elevation of connected cars and mating couplers with portions of the structure shown in longitudinal vertical section;

Figures 2 and 3 are views of one of the mating couplers shown in Figure 1, Figure 2 being a top plan view thereof, and Figure 3 being a front end view thereof;

Figures 4-6 are views of the other mating coupler shown in Figure 1, Figure 4 being a top plan view thereof, Figure 5 being a front end view thereof, and Figure 6 being a sectional view taken substantially in the plane indicated by line 6-6 of Figure 4;

Figures '7 and 8 are fragmentary longitudinal vertical sectional views of the mating couplers shown in Figure 1, Figure 7 showing the couplers in coupled position, and Figure 8 showing the couplers in uncoupled position; and

Figures 9 and 10 illustrate a modification of the invention, Figure 9 being a transverse sectional view similar to Figure 6 taken substantially on line 99 of Figure 10, and Figure 10 being a longitudinal vertical sectional view of the structure shown in Figure 9, the View being taken substantially in the plane indicated by line Ill-l0 of Figure 9.

Describing the invention in detail and referring first to the modification shown in Figures 1 to 8 inclusive, Figure 1 illustrates the ends of the two mine cars 2 and 4 connected to each other by means of

mating couplers

6 and 8 which are of Well known tightlock type.

The coupler 6, as best shown in Figures 2 and 3, comprises a hollow head H) with an integral shank 32 extending from the rear thereof, the shank having a bifurcated extremity with spaced arms l4, M (Figure 1) on the adjacent sides of which are formed opposed converging V-shaped surfaces l6, it between which is received a flat end [8 of a tail bolt 26, said surfaces permitting relative vertical angling between the car 2 and coupler 6. The bolt 26 isloosely connected at said end l8 to the arms M, M by a pin 24 where by the coupler 6 is permitted horizontally angling with respect to car 2. The bolt 20 extends through a front draft gear follower 22 and connects with an associated draft gear (not shown) in the usual manner; said draft gear and follower being disposed in a center sill 26 of car 2, as will be readily understood by those skilled in the art.

The coupler head It comprises top and bottom walls 28 and 30 (Figure 3) and spaced

vertical side walls

32 and 34 defining a pocket 36 for reception of a tongue or nose 38 (Figure 4) of the mating coupler 8. The head It is provided with a tongueor nose 4!] integrally formed with

walls

28, 30, and 32 of said head It and extending forwardly thereof. The tongue 40 is adapted to fit into a pocket 42 (Figure 4) in the head 44 of coupler 8.

The

tongues

38 and 40 on the respective' heads carry conventional locking means for interlock ing engagement with each other upon coupling. The locking means carried bythe tongue '40 is operatively connected to an operating mechanism, generally designated 45 (Figures 1 and 2), to lock and release the same'with respect-to the locking means in head 34 of the coupler 8. Further description of the locking and operating mechanism of these couplers will be omitted as they are of well known'standard design and form no part of the present invention.

A cylindrical housing 46 is formed centrally on 'theitopwall 23 of the coupler head it! and extends from the forward edge of said wall 28 or coupling face of the coupler t in a direction rearwardly of the head.

A hollow tubelike plunger 48 is slidably fitted within the housing and at one end projects through an inturned'flange 50 (Figures 2, 7 and 8) on the rear extremity of the housing. This end of the plunger is connected to a pipe fitting or elbow'52 which in turn is connected to a flexible air hose 54 (Figures 1 and 3) supported from the car 2, the air hose being connected to the usual air brake piping of car 2. The other endof the plunger is formed with an enlarged collar 56 (Figures 7 and 8) which reciprocates with the plunger Within the housing 25 and within which 'istpress fitted a metallic sleeve 58 carrying a deformable cylindrical resilient gasket 60, such as rubber. The gasket 6B is so mounted'within the sleeve 58 that it projects outwardly of the adjacentend of the collar 56 of the plunger.

The plunger is constantly urged outwardly of the. forward end of the'housing by a spring 62 sleeved over the plunger and compressed between the collar 56 on the plunger and the flange 53 of the housing. Outward'movement of the'plunger when the coupler B is uncoupled from its mating coupler 8 is limited by abutment of the fitting 52 against the flange 50 as at M (Figure 8).

The head d of the coupler 8 is provided, as hereinbefore noted, with a pocket 42 for receiving the tongue in of coupler 6. The pocketdZ is defined by top and bottom walls 66 and 6t and spaced side walls ill and I2 forming the coupler head 44 (Figures 4 and 5). The walls 69, 68, and 7B are integral with the tongue 38 which, as hereinbefore mentioned, is adapted to fit into pockettfi in head Ill of coupler 5. The side walls wand 12 converge toward the rear of said head and with the top and bottom walls as andSS, which also converge at their rear extremities, merge at the rear of the head into a centrally disposed substantially cylindrical portion IQ, the axis of which coincides with the longitudinal center line of coupler 8. V

The portion I l has a swivel connectionwith a shank 76 which at its extremity remote from the head 44 is provided with spaced arms'IS, 18 defining a slot 8i] therebetween within which is received a flat end of a tail bolt 82, the bolt 82 being operatively connected to a draft gear mechanism (not shown) through a follower 84 positions-d m a center sill 86 of car l. The adjacent sides of the arms 18, I8 are formed with opposed converging V-shaped surfaces to accommodate vertical angling of the bolt 82 which has the beforementioned flat end thereof loosely connected to the arms I8, I8 by a pin 88, whereby relative vertical and hor-izontal angling between-the car 4 and coupler 8 is accommodated.

The swivel connection between the portion it and the shank I6 is located at approximately the samelong'itudinal axis as the connections between-the couplers and the cars and comprises a circumferential annular flange as on the portion l i-andasin'i'ilarannular flange 92 on the abutting end of t-he shank'lii. The flanges 9B and 92 are received within a split clamp band or ring, generally designated '93, comprising two mated

parts

94 and 96. The part 9t comprises a semi-cylindrical web 93 at one end of which are formed a pair of axially spaced lugs me, I69 (Figure 4) and'at the other endof web 981s provided a radially outturne'd'lug I62. At the opposite side of theweb 98"'are for med radially inwardly extending flanges I'M, let. The part 35' is generally similar to the part 9 1 and comprises a semicylindrical'web I86 having a lug I68 atone end fitting between'the spaced lugs it, Hit and pivoted thereto by a pin I'IIJ'. At it's'opposite end the web I 06 has a radially outturned lug 'IIZ (Figure'6). A bolt HA" extends'through aligned openings in lugs I IZ and I 02- (Figure 6). A-spr'ihg I'Ifi'is sleeved over the'bolt I It. and'is'com'pressed between the lug H2 anda nut IE5 threaded on the lower end of saidbolt. The spring urges a head I20 of the, bolt I I4 against the lug I62 thus drawing the partsQG and fit together by pivoting the same on the pin I I0, and producing hoop tension in the webs-98 and I06 of the respective parts which overlie the flanges and 92. The web IE6 is also provided at opposite sides thereof with radially inwardly extending flanges I22, I22 (Figure '7). The flanges I 98, I06, and, I22, I22 receivethe circumferential flanges wand 92 on the portion 74 of the head and shank It therebetween and hold them together holding the head and shank I6 from separation.

'Iheshank I6 and head tt of the coupler 8are restrained against relative free rotation by means of a split frictionbandor lining I24 (Figures 6 and '7) surrounding and in frictional engagement with the outer peripheries of'the flanges stand 92. The friction lining may be of any suitable material such as standard b'rakelining and may be secured, asbyvulcanizing, to a flexible liner I26,- such as rubber. Preferably the liner I28 overlies "the friction lining Without'being secured v thereto, said liner serving as a backing for the friction lining and being seated against the inner 'suriaces'of 'thewebs '9'8' and IE6 between the f92'iand theiiictidnliriing- I22, and free rotation of'the head t l-relative to theshank ifiisprevented Of course, the liner I26 may be elimi nated and' the friction lining- "I 24 may be divided into several segments and fixed, as by rivtbffiirectly to the respective webs 98 and I06. In either event, the lining I24 is disposed between the flanges I04, I04 and I22, I22 respectively.

An axial opening or channel or passage I 20 forming part of an air conduit is provided in the portion I4 of the head 44, the passage I28 extending through the length of a boss or protuberance I30 formed centrally on the top wall of the head 44, the boss extending from the rear of the head 44 to the forward edge or coupling face of said to wall 06 in alignment with the housing 46 on the head I0.

A sleeve I32, carrying a cylindrical resilient gasket I04, such as rubber, is press fitted into the forward extremity of the opening I28 in the boss I00. The gasket I34 extends beyond the coupling face of the coupler B, that is, beyond the forward edge of the top wall 66 and in substantially axial alignment with the plunger 40 so that when the

couplers

6 and 8 are coupled, the gaskets 60 and I34 are pressed against each other by action of the spring 02 reacting against the plunger whereby an airtight connection is provided between the passage I28 and the passage in the hollow plunger 48.

The opening I28, at its rear extremity, extends through an axially projecting centrally disposed annular flange I36 (Figure 7) on the portion I4 of the head 44. The flange I30 fits into a complementary annular opening I38 in the adjacent end of the shank I6.

A sleeve I40 is press fitted into flange I30 but projects outwardly therefrom and into opening I30. The sleeve I40 may for all practical purposes be regarded as part of the shank M. A sleeve I46 is press fitted into the opening I30 and carries a resilient gasket I45, such as rubber, said sleeve I43 snugly embracing an end I44 of said gasket, said end I44 being seated against the rear of opening I 38 which is of reduced diameter. The other end, indicated I42, of the gasket I45 extends into the sleeve I40. Preferably, the end I42 of gasket I45 fits snugly into the sleeve I40; however, if desired, it may be formed to fit into sleeve I40 under initial compression, that is, forced tightly into sleeve I40.

A passage or opening I40 (Figurefl) extending from the bottom of the shank I6 communicates with the passage I28 through the o ening in gasket I45, as may well be seen in Figure 7. The passage I46 is connected through a fitting I40 to a flexible rubber hose I50 which in turn is connected to the standard air piping (not shown) of car 4.

In operation as the couplers are coupled, the lines 54 and I50 will simultaneously connect, that is, gasket 60 will be brought to bear against gasket I34. It will be noted that gaskets 60 and I34 are provided with generous bearing areas so that a slight misalignment therebetween will not affect their function. The gaskets 60 and I34 are held in tight abutment with each other by the compression spring 02 urging plunger 48 outwardly of housing 46. As air is transmitted through the lines 54 and I50 and passages I40, I28 and the passage or opening through the plunger, the outward pressure of the air expands the rubber gasket I45 and presses the outer surface of end I42 thereof against the inner surface of collar I40 and the end I44 of gasket I45, which distorts under pressure, is pressed tightly against the rear of opening I30. This action of the air pressure on gasket I45 seals the connection between passages I46 and I28, which at their adjoining ends are disposed at the axis of rotation between the head 44 and shank 16. It is intended that the air pressure will not be on during dumping of cars so that abrasion of gasket I45 during rotation of the connection between coupler head 44 and shank I0 is prevented Referring now to the embodiment shown in Figures 9 and 10, wherein the parts similar to those shown in the previous embodiment are designated by the same reference characters, the coupler 8 comprises a coupler head 44 having a swivel connection with the shank I6. The connection comprises a portion I4 on the rear of the head 44 with an annular circumferential flange 00 and a similar abutting flange 02 on the adjacent end of the shank I6. The flanges and 02 are received within a split clamp ring or band 93 comprising mated

parts

94 and 06. Part 94 differs from that shown in the previous modification in that the intermediate portion of the web 08 forms a housing 200 with portions of the inwardly extending flanges I04, I04. One end of the web 90 is formed with spaced lugs I00 and the other end with an outturned lug I02.

Part 06 comprises a semi-cylindrical web I06 having a lug I00 at one end connected by apin IIO to lugs I00. Web I06 has an outturned lug H2 at its opposite end connected to a lug I02 by a bolt and nut assembly I I4.

Flanges I22, I22 at opposite sides of the web I06 and flanges I04, I04 on the web 90 receive the flanges 00 and 92 of the head and shank therebetween and. hold them together compressing

gaskets

242 and 244 against each other as at 245, gasket 242 being mounted in the rear extremity of opening I28 and gasket 244 being mounted in the adjacent opening I 08 in shank I6.

Within the housing 200 at one side of the axis of the connection between the shank and portion I4 are pivoted a pair of

latches

204 and 206 by means of a pin 208 extending through flanges I04, I04 and corresponding ends of said latches.

The latch 204 overlies flange 00 and the latch 200 overlies flange 02, said latches having heads 2I0 and 2I2 respectively releasably engageable in complementary notches or recesses 2I4 and. 2I6 respectively, in the peripheries of the associated

flanges

90 and 92.

The recesses 2M and 2I6 and the respective heads 2 I0 and 2 I 2 are provided with tapered faces as at 2I8, 2I-8 and 220, 220 respectively, to provide a cam action for raising the respective latches upon rotation of the head 44 or shank I6 respectively, during a car dumping operation. It will be noted that the rotation of the head or shank is limited to a counterclockwise direction, as shown by the arrow in Figure 9, by the

latches

204 and 206. The

latches

204 and 200 are urged against the flanges 00 and 92 by springs 224, 224, diagrammatically illustrated in Figure 10, each spring being compressed between its associated latch adjacent the head thereof and the housing 200 and being held in position by a lug 226 on the associated latch.

In operation, if the car to which the shank I0 is connected is dumped, the latch 206 will pivot upwardly by sliding on faces 2I8 and 220 on the head 2I2 thereof and associated notch 2I6 respectively, permitting the shank I6 to rotat relative to the band 93, the band being held in position by the latch 204 having its head 2 I0 engaging in the recess 2 I4.

If the head 44 is rotated relative to the shank I6, the latch 204 will pivot upwardly by sliding on faces 2 I8 and 220 on the head 2I0 thereof and associated notch 2I4 respectively, the band ibeing heldfagainst" rGtatiQnbY-"the headE 24 2 on the latch zllfiien'gaging inzthezrecess cram 'therflan 92; This arrangement not only holdsthe'fiband in a; flxedpositionbut also'equalizesrthe Wear on the flanges I04 and I22 'ofrthe parts- 94-and 96 of the band. It will be understood that-- normally the latches restrain the head 44 from rotating with respect to the shank 16- when uncoupled from its mating coupler whereby it is held in position ready forfcoupling.

The duct I 46 in the present instance extends upwardly. through the shank and' connects with the 'duct or passage 12:8 throughnthe cylindrical gas'ketsZM and 2-42 and 'at'itsupper end-connects to a flexible air hose'lfill of the car 4 through a pipe fitting I48;

It will be: appreciated that I have provideda novel connection between the air-lines54and=l50 of connected cars-2 and 4- whichwill part autom'atically when the cars are uncoupled and will connect the lines when the carsare coupled.

There is no necessity for disconnecting theair lines when either car is dumped and when the cars are uncoupled,the swivel head-Mwill beheld in position for coupling.

11715 to be understood that I do not wish to-be limited by the exact embodiments-of the device shown which are merely by way of illustration and not limitation-as various and other forms of the device will, of course, be apparent to those skilled in the art without departing from the spirit of the invention or the scope of the claims.

Iclaim:

1. In a car coupler, the combination of a head portion to couple to acompanion head, a draw bar portion adapted for connection to an associated car, said portions being rotatable relative to each other,- andmeans for connecting said portions and holding the same against disassembly comprising abutting radially extending members on said portions, a clamp ring surrounding and embracing said members, and means for releasably holding said members against rotation-relative to each othercomprising a'latch adjacent the periphery of eachmemher having one end pivoted to said clamp'rin'g and having a portion at its other end receivable within a complementary notch in the associated member, and spring means compress'edbetween said ring and each latch intermediate the ends thereof for rotating the respective latches on their. pivots and urging said portions thereof toward said flanges and into sai notches therein.

21 A' coupler having a head, a shank, circular "flanges'on said shank and'head, said flanges'having relatively large vertical plane areas abutting each other, locking means engaging saidflanges to hold said head and shank against longitudinal movement relative to each other but accommodating relative rotative movement therebetween,. and

friction means engaging both flanges to resis'tsaid vrotative movement whereby said head is held in normal operative position to couple with acompanion head, .said friction means comprising a band of friction material carried by thelocking means and embracing the perip'heriesof said flanges for resisting said movement' until sufficient' rotational f orce is applied. against saidhead and shank to overcome theresis'tance'ofsaidfric tion means asiwhen" one car, is" rotated relative tothe connected car? 3. In a railway .car coupler, a' head and shank,

arotatable connection therebetweema fluid conductin passage extending "through said head 1 and'rshank and said rotatable connection, and

8 a connection between the adjacent ends ot the portionof-said passage in said headandthe-P tion of said passage in -said shank comprisingla cylindrical. flexible member mounted atoneend thereof in'one' of said passage-ends-and projecting atits otherend'into-theother of said passage ends, said member being distortable an expandable under fluid pressure for tightly engaging. at its outer surface the inner surfaces of saidpassagesfor sealing thesconnection therebetweenr 4. In a car coupler, the combination of'a head to couple to a companion head, a drawba'r to connect to an associated'car body, a'rotatable connection therebetween comprising annular portions-on said head and draw bar, said portions having relatively large vertical plane areas abutting: each other, a member surroundingand-recei-v-ing said portions therein for holding said draw bar and head in assembled relation afriction element between saidmember-and-said portions in frictional engagement with thelatter for preventing free relative rotation between said draw bar and head, andresilient means stressed andconflned between said member and said element.

5. In an automatic coupler, a head, a shank, and a swivel connection tl'lerebetween, said connection comprising annular flanges on said head and shank, said flanges having relatively large vertica1 plane areas abuttingteach other, a-clamp band receiving said flanges therein for holding said head and shank in assembled relation, a friction lining in saidband in frictiona1 engagement with said flanges, and means-operatively associated with said band for producing hoop tension thereon for urging said lining against said flanges and thereby preventing free relative rotation between saidhead and shank.

6. A railway car coupler comprising a head and a shank, a rotatable connection-between the head and shank accommodating relative rotation therebetween on the longitudinalcenter axis of said coupler and comprising a a clamp member surrounding said. head and shank and interlocked therewith, means in engagement with said head and shank for resistingrelativ -rotation therebetween, and resilient means oriented to deliver a force transaxially of said axisand reacting between said memberand saidfirst-namedmeans for urging the latter against said head and shank.

7. A railway car coupler comprising ahead and a shank, a rotatable connection betweenthe head and shank accommodating rotational movement ,therebetween on the central longitudinal axis of said coupler, said connection including circular flanges on the head and. shank, said flanges having yerticalplane surfacesabutting each other, said connection including a clamp-surrounding the flanges and adjacent ends of said head and shank and interlocked therewith, means carried by said clamp for engagement with saidflanges for resisting rotational movement therebetween, a'fluid passage in said head and shank extending through said connection coaxially with said axis and adapted for connection with associated fluid-conducting means, and a fluid-tight connection between the portion of said passage in said head and the portion thereofinlsaidshank comprising abutting distortable elements in the adjacent ends of said portions pressed and held against eachother through the action of said clampv in connecting saidhead. and shank, said elements having aligned openings communicating with said portions and-slida'bly abuttingieach 9 other along vertical plane faces extending transaxially of said axis.

8. In an automatic railway car coupler, a head and a shank arranged end to end in abutting relationship along rigid complementary bearing areas, a coupling between said head and shank accommodating rotation therebetween on an axis extending longitudinally of the coupler, a fluid conduit in said head and shank extending along said axis of rotation through said areas, and a fluid-tight flexible rotatable connection at said areas between adjacent ends of the portions of said conduit in said head and shank accommodating rotation between said portions.

9. A railway car coupler comprising a head member and a shank member, a rotatable connection between said members accommodating rotation therebetween on an axis extending substantially longitudinally of the coupler, a fluid passage comprising a portion in each member and extending at adjacent ends coaxially with said axis through said connection, and means affording a fluid-tight flexible rotatable connection between said portions comprising resilient gaskets fitted within the ends of said portions and in abutment with each other along plane faces extending transaxially of said axis, said gaskets being completely surrounded by said members and being distortable upon admission of fluid into said passage for compression by said fluid against said members for distorting said gaskets for tightly engaging the same with each other along said abutting face and with said members.

10. A coupler compris ng a head and shank, a rotatable connection therebetween accommodating their relative rotation on an axis extending longitudinally of the coupler, and a fluid passage comprising a portion in the head and a portion in the shank arranged end to end and extending substantially through the center of said connection between said head and shank, resilient bushings in the adjacent ends of said passages connected to said head and shank and in abutment with each other along faces extending transaxially of said axis for slidable movement along said faces during relative rotation between said head and shank, said bushings being distortable by the pressure of fluid admitted into said passage for tight abutment with each other and with said head and shank, respectively, whereby said bushings provide a sealed connection between said passages.

FRANK H. KAYLER.

References Cited in the file of this patent UNITED STATES PATENTS Number Name Date 377,130 White Jan. 31, 1888 577,774 Munson Feb, 23, 1897 669,673 Averbeck Mar. 12, 1901 1,002,178 Rich Aug. 29, 1911 1,094,612 Tomlinson Apr. 28, 1914 1,297,808 Diniese Mar. 18, 1919 1,805,676 Rummel May 19, 1931 2,202,753 Bugatti May 28, 1940 2,235,618 Larsson Mar. 18, 1941 FOREIGN PATENTS Number Country Date 349,446 Germany Apr. 30, 1921