US3224601A - Mechanism for automatically uncocking and re-cocking automatic couplings for railway vehicles - Google Patents

Mechanism for automatically uncocking and re-cocking automatic couplings for railway vehicles Download PDF

Info

Publication number
US3224601A
US3224601A US347565A US34756564A US3224601A US 3224601 A US3224601 A US 3224601A US 347565 A US347565 A US 347565A US 34756564 A US34756564 A US 34756564A US 3224601 A US3224601 A US 3224601A
Authority
US
United States
Prior art keywords
cam
coupling
automatic
lock
cross member
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Expired - Lifetime
Application number
US347565A
Other languages
English (en)
Inventor
Sanyas Maxime
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Houilleres du Bassin de Lorraine
Original Assignee
Lorraine Houilleres
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Lorraine Houilleres filed Critical Lorraine Houilleres
Application granted granted Critical
Publication of US3224601A publication Critical patent/US3224601A/en
Anticipated expiration legal-status Critical
Expired - Lifetime legal-status Critical Current

Links

Images

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61G—COUPLINGS; DRAUGHT AND BUFFING APPLIANCES
    • B61G7/00—Details or accessories
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61G—COUPLINGS; DRAUGHT AND BUFFING APPLIANCES
    • B61G7/00—Details or accessories
    • B61G7/04—Coupling or uncoupling by means of trackside apparatus

Definitions

  • Automatic couplings used heretofore provide for automatic hook-up on collision only.
  • Such automatic couplings usually comprise a lever-operated lock and may be in either of two states: cocked or uncocked. Two couplings will hookup on collision only if both are cocked; if either of the couplings is uncocked, hook-up will not take place.
  • Such mechanisms comprise a pivotal control member, often of cruciform shape, carried by the automatic coupling and subjected to a stepped rotation under the action of actuating pawls disposed at fixed points along the track and adapted to retract when a vehicle runs past and to project between consecutive vehicles, whereby to rotate said control member and consequently intermittently rotate an elongated transmission cam mounted on the same shaft as said cross member and operating on the lock of the coupling to uncock and cock it in alternation.
  • the actuating pawl retracts by a vertical or a pivoting motion relative to the track when a vehicle runs past.
  • the components which permit such vertical or pivotal motion particularly in the case of mines or quarries, may become jammed by dust or other extraneous matter and cause a breakdown to take place.
  • an automatic uncocking and re-cocking mechanism for automatic couplings used on railway vehicles, of the type hereinbefore specified, characterized in that the actuating pawls are fixedly mounted and project into the loading gauge over a relatively large vertical height without reaching the area swept by the rolling members of the vehicle, the pivotal control cross member being mounted on the wagon chassis from which it projects sideways totally or partly, level with said pawls, while being contained within said loading gauge, the transmission cam actuated by said pivotal cross member moving a part which slides, within the mechanism enclosure, which part is resiliently applied in pressure contact against said cam and is connected through a flexible transmission line to the automatic coupling lock.
  • the control cross member is restrained by a stabilizing device in each of its halted positions.
  • step-by-step rotations of the cross member alternately apply uncocking pulls and cocking relaxations to the coupling lock, while the stabilizing member opposes accidental shifting of the moving parts of the mechanism due to accidental impact.
  • a slide which is connected by said flexible transmission line to the automatic coupling look, while a square or rectangular stabilizing cam mounted on the shaft common to the pivotal cross membet and said transmission cam actuates a second slide urged thereagainst by a spring.
  • the transmission cam and the stabilizing member are constituted by a single rectangular cam, against two opposite sides of which two slides connected to the flexible transmission line are urged by a single spring disposed therebetween.
  • the pivotal control cross member may be provided wiht advantage in two different forms, according as it is devised to act as a tumbler device or a state selector.
  • said member is conventionally shaped as a Geneva stop the branches of which cooperate with pawls fixedly secured to the track at the same level, each individual actuation by a pawl causing a change of state in the coupling.
  • the cross control member comprises two pairs of opposed arms disposed in mutually perpendicular relationship and located at different levels along their common rotation shaft. These pairs of arms are respectively associated to the cocked and uncocked states of the automatic coupling and are each actuated by pawls disposed at the corresponding level and which are stationary with respect to the track.
  • FIGS. 1 to 3 are respectively side elevation, plan, and end views of a wagon equipped with an automatic untion of the actuating pawls for the automatic mechanism of FIGS. 4 to 6;
  • FIG. 8 is a schematic plan view of a second embodiment of an automatic uncocking and cocking mechanism
  • FIGS. 9 to 12 schematically illustrate the positions successively occupied by the slides of the mechanism of FIG. 8;
  • FIGS. 13 and 14 are vertical sections taken perpendicularly to the rotation axis of the mechanism, showing a form of embodiment of a mechanism of the type illustrated in FIG. 8, the cable being shown in the slack and taut positions respectively;
  • FIG. 15 shows in elevation with partial cutaway the mechanism of FIG. 13.
  • FIGS. 16 and 17 are respectively perspective and side elevation views of the system of dual control arms of the state selector device of this invention.
  • FIGS. 1 to 3 there is shown thereon a wagon 1 equipped with its automatic couplings 2 and 2a and provided in addition with automatic uncocking and cocking mechanisms adapted to coact with the locks of said automatic couplings.
  • These mechanisms comprise a cruciform or Geneva stop-like wheel 3, 3a, rotatable about a vertical shaft 4, 4a and projecting from the wagon frame 5 while being contained within the loading gauge.
  • Each such wheel controls an actuating mechanism to be described hereinafter, contained in an enclosure 6, 6a.
  • Said actuating mechanism is connected through a flexible transmission line 7, 7a to the corresponding lock of the automatic coupling 2, 2a.
  • the automatic coupling 2, 2a is movable with respect to the frame 5 since it is usually positioned on the extremity of a pivotal coupling bar which enables the intercoupled wagons to negotiate curves, this bar being connected to the body of the wagon through suitable means for damping concussion and traction effects. For this reason the control mechanism contained in enclosure 6, 6a cannot be positioned on the coupling since it could not readily be reached by the actuating pawls. The control mechanism 6, 6a is therefore mounted on the frame 5 and connected to the corresponding coupling 2, 2a
  • the control mechanism comprises, on the shaft 4 bearing the Geneva stop-like wheel, a first elliptic cam 10 and a second square cam 11 two opposed sides of which are parallel to the greater axis of said elliptic cam.
  • the square cam 11 coacts with a movable member or slide 12 which is urged thereagainst by a spring 13.
  • the elliptic cam 10 actuated a stirrup-shaped slide 14 which straddles said cam and which is urged thereagainst by a spring 15.
  • the stirrup 14 tensions or releases the cable 8 exerting the pull on the coupling lock, and the distance through which the stirrup 14 is moved is equal to half the difference between the major and minor axes of the cam 10.
  • the cable 8 is secured to the stirrup 14 through the medium of a compression spring 16 which affords protection against any danger of snapping thereof.
  • the spring 16 is compressed when the pull exerted on the cable 8 exceeds a certain value determined by constructional requirements and the manner of fitting of said spring.
  • a screw 17 having a locknut 17a is secured to the end of the sheath 9 and permits adjusting the length of the transmission line.
  • the Geneva stop-like wheel 3 supported in the enclosure 6 secured to the side member 18 of the Wagon frame extends through an opening 19 in said side member and projects inwardly thereof.
  • the wheel 3 is actuated by fixed pawls 20 arranged at determinate points along the track, which coact with one of the branches of wheel 3. These pawls project into the loading gauge over a relatively large vertical height, level with the wheel 3, but without reaching the area swept by the rolling members, namely the wheels and the grease-boxes.
  • Each time the wagon passes over a pawl the wheel is rotated through a quarter of a revolution.
  • the four positions which the wheel can occupy in succession correspond to the cable 8 in the slack, taut, slack and taut conditions respectively.
  • each branch of the wheel is provided with laterally extending terminal lobes 3b, 30 which enable the pawl 20 to prolong its action at least up to the point where the mechanism becomes self-activated through the spring 13 coacting with the square cam 11, which cam acts as a means for stabilizing the system in each of its halted positions.
  • the spring 16 inserted between the cable 8 and the stirrup 14 protects the cable, due to the fact that it is compressed when the pull exerted on it exceeds the fixed value indicated precedingly. If, then, it has proved impossible to effect the uncoupling operation, this command is stored and will be performed when the spring 16 subsequently relaxes once the couplings are no longer under tension.
  • the control mechanism is simplified. It comprises a single rectangular cam 21 with slightly rounded corners, which cam is supported on the shaft 4 bearing the cross control wheel 3. As it moves, the cam 21 thrusts or releases two stirrup-shaped slides 22 and 23 which are applied thereagainst by a single spring 24.
  • the cable 8 is secured to the slide 23, while the sheath 9 bears against the rear of the stirrup 22 through the medium of the screw 17 with its locknut 17a which permits adjustment of the length of the transmission line.
  • the device described hereinabove operates in the following manner:
  • the spring 24 exerts on the two slides 22 and 23 a force F which overcomes the tension t in the cable 8 and applies the slides against the faces of cam 21 with a residual force equal to F-t. Since the spring is chosen such that F be greater than t, the cam will be maintained in one of its four possible positions of equilibrium. One of these positions is shown in FIG. 9, wherein the cable is taut, while FIG. 10 shows another position in which the cable is slack. The remaining two positions are identical, involving a further rotation of 180 degrees. Clearly, when the cam is not positively actuated by the wheel, the force t exerted on the cable will be equal to F.
  • the length of the movement of cable 8 with re spect to sheath 9 is equal to the difference between the lengths of the sides of the rectangle frorning the cam 21, i.e. E e. In this simplified device, it is the relaxation of the spring, rather than the cam, which produces the pull on the cable.
  • the movable part can return only up to a position corresponding to the spacing E, thereby giving the configuration of FIG. 12.
  • the cross wheel 3 is not fully home in a stationary position, but is free between two positions corresponding to rotations of 90 in respectively, but this has no undesirable effects in practice.
  • the uncoupling command has not been executed but is stored by the device.
  • the two slides 22, 23 will be able to complete their strokes in response to the relaxing spring 24.
  • the cam 21 is free, it cannot rotate through an angle greater than the previous angle, i.e. it nevertheless retains a position such that the wheel can be correctly actuated by the pawl.
  • the pulling force on the cable never exceeds the pull exerted by the spring.
  • the single spring 24 of the simplified device shown in FIGS. 8 to 12 fulfills the three functions of the three springs 13, and 16 of the general device shown in FIG. 4, to wit:
  • the mechanism enclosure is a channel section 25 bearing on one of its flanges two lugs 26 which are drilled to permit bolting the enclosure to the web of the wagon side-member.
  • a sheet-metal plate 27 acts as a cover and supports one of the bearings 28 for the shaft 4, the other bearing 29 being supported on the web of channel section 25.
  • the rectangular cam 21 has extending therethrough the shaft 4, to which it is welded.
  • the U-shaped slide 22 carries on one of its flanges 30 two tubes, of which one, deisgnated by numeral 31, houses the spring 24, and the other, designated by numeral 32, has extending therethrough the cable 8 and screwed thereinto the adjustment screw 17 against which bears the sheath 9.
  • slide 22 embodies an opening 33, whereby it is movable to either side of shaft 4.
  • slide 22 could support a single tube only for housing the spring through which the cable extends.
  • the L-shaped slide 23 carries on its flange 34 a tube 35 which acts as a guide-piece for the spring 24 and a yoke 36 which serves as an attachment for the cable 8.
  • This attachment is freely movable in the direction tending to crowd the cable and thereby enables the slack occurring between the positions of FIGS. 10 and 11 to be taken up.
  • the slide 23 is provided with an opening 37 enabling it to move to either side of shaft 4.
  • the cam measures 0.11 by 0.07 meter while the cable has a diameter of 4 mm. and an ultimate load of 1.20 tons, the spring 24 being adapted to provide a force of 0.04 ton in the compressed condi tion obtained when the slides are applied against the long sides of the cam, as shown in FIGS. 9 and 14, and of 0.06 ton when the slides are applied against the shorter sides, as shown in FIG. 10.
  • the coupling changes its state each time it passes a pawl. If it presents itself in the cocked condition, it emerges uncocked, and vice versa, the device as a whole operating as a bistable system which trips each time it is actuated by a pawl.
  • the string of wagons is towed along by a locomotive equipped with a similar but manually operated coupling.
  • the driver uncocks the locomotice coupling and can then move the locomotive away.
  • the string of wagons is then free, with all its couplings necessarily cocked, since otherwise the train could not remain strung together and would have separated along the way.
  • the string of wagons is then pushed by an auxiliary engine toward the dumper. At some distance in front of the latter is an uncocking pawl. A further pawl is located on the exit side of the dumper.
  • the two couplings of each wagon are uncooked since they were originally cocked.
  • Each wagon can thus be moved separately into the #0026 ton for unlatching #0014 ton for cooking dumper. In the course of this operation, it bumps out the previously dumped wagon, without this bump causing the two wagons to be coupled together.
  • the cross-type tumbler of FIGS. 1 to 15 presents no drawbacks.
  • said cross tumbler is no longer appropriate and must be replaced by a system operating as a state selector, such as the system shown in FIGS. 16 and 17.
  • the state selector is obtained by replacing the Geneva cross of the previous figures by two pairs of arms 38 and 39 each corresponding to one of the pairs of opposed branches of said cross. These two arms 38 and 39 are located at different levels, for instance above and below the enclosure 6 containing the mechanism. Complete retraction of an arm 38 corresponds to cocking and complete retraction of an arm 39 to uncocking of the coupling.
  • the actuating pawls are of two kinds.
  • One kind, designated by numeral 38a is disposed level with the pair of arms 38, the other kind, designated by numeral 3901, level with the pair of arms 39, whereby the pawl 38a cocks the k coupling and the pawl 39a uncocks it.
  • the pawl 38a is the cocking agent and the pawl 39a the uncocking agent.
  • the automatic control system of this invention offers the following advantages:
  • an automatic uncocking and re-cocking mechanism for automatic couplings used on railway vehicles of the type comprising a pivotal control cross member carried by the vehicle and subjected to a stepped rotation in response to retractable actuating pawls disposed at fixed points along the track, whereby an elongated transmission cam mounted on the same shaft as said cross member and actuating the coupling lock of the coupling is rotated intermittently to alternately uncock and re-cock said lock; the improvement according to which the actuating pawls are fixedly mounted and project into the loading gauge without reaching the area swept by the rolling members of the vehicle while the pivotal control cross member is mounted on the vehicle chassis from which it projects within said loading gauge at least partially, level with said pawls, the mechanism comprising an enclosure housing the transmission cam and the shaft common to said transmission cam and to the control cross member, a slidable part engaging said transmission cam and slidably mounted within said enclosure, resilient means within said enclosure for resiliently applying said part against said transmission cam, and a flexible transmission
  • an automatic uncocking and re-cocking mechanism for automatic couplings used on railway vehicles of the type comprising a pivotal control cross member carried by the vehicle and subjected to a stepped rotation in response to retractable actuating pawls disposed at fixed points along the track, whereby an elongated transmission cam mounted on the same shaft as said cross member and actuating the coupling lock of the coupling is rotated intermittently to alternately uncock and re-cock said lock; the improvement according to which the actuating pawls are fixedly mounted and project into the loading gauge without reaching the area swept by the rolling members of the vehicle while the pivotal control cross member is mounted on the vehicle chassis from which it projects within said loading gauge at least partially, level with said pawls, the mechanism comprising an enclosure housing the transmission cam and the shaft common to said transmission cam and to the control cross member, a slidable part engaging said transmission cam and slidably mounted within said enclosure, resilient means within said enclosure for resiliently applying said part against said transmission cam, a flexible transmission line
  • a mechanism according to claim 2, wherein the slidable part, the resilient means and the stabilizing means comprise a stirrup-shaped slide which straddles the elongated transmission cam and is connected to the flexible transmission line, a spring urging said stirrup-shaped slide against said elongated transmission cam, a square cam secured on the shaft common to the elongated transmission cam and to the control cross member, a second slide en gaging said square cam, and a second spring urging said second slide against said square cam.
  • said flexible transmission line comprises a cable interconnecting the slidable part and the lock of the automatic coupling and a spiral metal sheath secured on said part and through which extends said cable.
  • said flexible transmission line comprises a cable connected at one of its ends to the lock of the automatic coupling and slidably mounted through said part, a spiral metal sheath connected at one of its ends to said lock, an adjustable means interconnecting said part and the other end of said sheath for adjusting the length of said sheath, and a spring interconnecting said part and the other end of said cable.
  • adjustable means comprises an adjustment screw connected to the spiral metal wound and threaded by engaging the slidable part, and a loeknut engaging said screw.
  • control cross member comprises two mutually perpendicular pairs of opposed arms located at diflerent levels on the shaft common to said member and to the transmission cam, and wherein the actuating pawls are respectively disposed at the same different levels for engaging said pairs of opposed arms, said two difierent levels respectively corresponding to the cocked and uncocked states of the automatic coupling lock.
  • each arm of the pivotal control cross member is provided with laterally extending terminal lobes thereon.

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Flexible Shafts (AREA)
  • Mechanical Operated Clutches (AREA)
  • Arrangement And Mounting Of Devices That Control Transmission Of Motive Force (AREA)
US347565A 1963-03-12 1964-02-26 Mechanism for automatically uncocking and re-cocking automatic couplings for railway vehicles Expired - Lifetime US3224601A (en)

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
FR927641A FR1359235A (fr) 1963-03-12 1963-03-12 Mécanisme automatique de désarmement et réarmement des attelages automatiques pour véhicules ferroviaires

Publications (1)

Publication Number Publication Date
US3224601A true US3224601A (en) 1965-12-21

Family

ID=8798994

Family Applications (1)

Application Number Title Priority Date Filing Date
US347565A Expired - Lifetime US3224601A (en) 1963-03-12 1964-02-26 Mechanism for automatically uncocking and re-cocking automatic couplings for railway vehicles

Country Status (5)

Country Link
US (1) US3224601A (de)
BE (1) BE644049A (de)
DE (1) DE1455221B2 (de)
FR (1) FR1359235A (de)
GB (1) GB1003854A (de)

Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US1433924A (en) * 1922-02-07 1922-10-31 Ohio Brass Co Anticoupling mechanism
US2677916A (en) * 1950-11-03 1954-05-11 Martin R Hannapel Mechanical automatic coupler
US2897982A (en) * 1955-10-14 1959-08-04 Ohio Brass Co Draft coupler and uncoupling apparatus
FR1302099A (fr) * 1961-09-27 1962-08-24 Chapeau pour coquille en une masse exothermique et gabarit pour sa fabrication
US3150609A (en) * 1962-06-26 1964-09-29 Si Handling Systems Train and automatic separation means for vehicles thereof
US3157289A (en) * 1963-08-20 1964-11-17 Nat Castings Co Car coupler

Patent Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US1433924A (en) * 1922-02-07 1922-10-31 Ohio Brass Co Anticoupling mechanism
US2677916A (en) * 1950-11-03 1954-05-11 Martin R Hannapel Mechanical automatic coupler
US2897982A (en) * 1955-10-14 1959-08-04 Ohio Brass Co Draft coupler and uncoupling apparatus
FR1302099A (fr) * 1961-09-27 1962-08-24 Chapeau pour coquille en une masse exothermique et gabarit pour sa fabrication
US3150609A (en) * 1962-06-26 1964-09-29 Si Handling Systems Train and automatic separation means for vehicles thereof
US3157289A (en) * 1963-08-20 1964-11-17 Nat Castings Co Car coupler

Also Published As

Publication number Publication date
FR1359235A (fr) 1964-04-24
GB1003854A (en) 1965-09-08
DE1455221A1 (de) 1969-03-27
BE644049A (de) 1964-06-15
DE1455221B2 (de) 1976-11-25

Similar Documents

Publication Publication Date Title
CN110395289A (zh) 一种斜井运输车抱轨自紧装置
US3402792A (en) Brake actuating apparatus
US9511782B2 (en) Braking systems for railway cars
US3224601A (en) Mechanism for automatically uncocking and re-cocking automatic couplings for railway vehicles
US9725102B2 (en) Braking systems for railway cars
RU2661415C1 (ru) Тормоз стояночный железнодорожного вагона
CN112918507A (zh) 斜巷自动防跑矿车及其防跑制动方法
US3512619A (en) Two way automatic brake adjuster
US3454140A (en) Double acting slack adjusters
US3466943A (en) Variable-ratio lever mechanisms
US2780324A (en) Combined manual and automatic slack adjuster for the foundation brake rigging of railway freight cars
US3249183A (en) Double acting slack adjusters
CN204821595U (zh) 碟簧制动式矿车
US3448836A (en) Two way automatic brake adjuster
US3119470A (en) Two-way automatic slack adjuster
CN204871056U (zh) 单向碟簧制动式矿车
US2297589A (en) Safety apparatus for mine vehicles
CN105172829A (zh) 一种双向挂钩式制动车
US2922500A (en) Slack adjuster
US2417694A (en) Automatic braking mechanism for vehicles
US1166465A (en) Slack-adjuster.
US3037587A (en) Slack adjuster for power transmission systems
US2651389A (en) Car brake slack adjuster
US2699231A (en) Brake slack adjuster
US1191953A (en) Railway-brake apparatus.