US3567041A

US3567041A - Hose support assembly for a railway vehicle

Info

Publication number: US3567041A
Application number: US745874A
Authority: US
Inventors: Orum E Seay
Original assignee: Halliburton Co
Current assignee: Halliburton Co
Priority date: 1968-07-18
Filing date: 1968-07-18
Publication date: 1971-03-02
Anticipated expiration: 1988-03-02

Abstract

An assembly which is intended to support a coupling hose of a railway vehicle having a fixed sill. A draft unit mounted in the sill is of the type including a draft housing mounted for longitudinal sliding motion within the sill. A coupling bar, having one end projecting outwardly from one end of the vehicle, is connected at its other end to the draft housing for transverse swinging motion about a vertical pivot axis disposed in a longitudinal median plane of the vehicle. The coupling hose is connected at one of its ends to a hose support member. This support member is supported by connecting means in spaced vertical relation relative to the coupling bar, in close longitudinal proximity to the one free end thereof. The connecting means is connected with the draft member to cause longitudinal motion of the hose support member relative to the sill upon corresponding motion of the coupling bar. This motion of the hose support member serves to generally maintain the relative positioning of the hose support member and the free end of the coupling bar during cushioning motion thereof. Guiding means is connected with the vehicle and with the connecting means to guide the connecting means and thus move the hose support member in a path disposed generally in the longitudinal median plane of the railway vehicle.

Description

United States Patent [72] Inventor Orum E. Seay Duncan,0kla. [21] App1.No. 745,874 [22] Filed July 18,1968 [45] Patented Mar. 2, 1971 [73] Assignee Halliburton Company Duncan,0kla.

[54] HOSE SUPPORT ASSEMBLY FOR A RAILWAY VEHICLE 1 Claim, 6 Drawing Figs.

[52] U.S.Cl 213/1, 248/53, 285/63 [51] Int.Cl B61g7/00 [50] FieldofSearch 2l3/1,8; 285/63; 248/53 [56] References Cited UNITED STATES PATENTS 1,069,038 7/1913 Shields 213/1UX 2,302,129 11/1942 Lee 213/1 2,411,735 11/1946 King 213/1 3,224,598 12/1965 Austgen 213/1 3,344,935 10/1967 Stewartetal... 213/1 3,446,364 5/1969 Terlecky 213/1 Primary Examiner-Drayton E. Hoffman Attorney-Burns, Doane, Benedict, Swecker and Mathis housing for transverse swinging motion about a vertical pivot axis disposed in a longitudinal median plane of the vehicle. The coupling hose is connected at one of its ends to a hose support member. This support member is supported by connecting means in spaced vertical relation relative to the coupling bar, in close longitudinal proximity to the one free end thereof. The connecting means is connected with the draft member to cause longitudinal motion of the hose support member relative to the sill upon corresponding motion of the coupling bar. This motion of the hose support member serves to generally maintain the relative positioning of the hose support member and the free end of the coupling bar. during cushioning motion thereof. Guiding means is connected with the vehicle and with the connecting means to guide the connecting means and thus move the hose support member in a path disposed generally in the longitudinal median plane of the railway vehicle.

PATENTEMAR 2131:

1041 SHEET 1 BF 3 NVENTOR, ORUM E. SEAY FIGI BY MMM ATTORNEYS \YP E TE DIAR 2x911 1 5 r sumeura ATTORNEYS PATENTEDHAR 2 I9" SHEET 3 BF 3 BY 544m; 3M,

ATTORNEYS HOSE SUPPORT ASSEMBLY FOR A RAILWAY VEHICLE BACKGROUND OF THE INVENTION This invention relates to an assembly for mounting the coupling hose of a railway vehicle. In particular, the invention relates to a coupling hose support assembly particularly suitable for use with a railway vehicle provided with a hydraulic draft-cushioning unit of the so-called fixed sill" type.

In distributing brake-actuating air throughout a train, formed of a plurality of railway vehicles connected by coupling bars, it is common to utilize an air conduit, or train line, which includes separable coupling hoses interposed between adjacent railway cars in the train. These coupling hoses are frequently mounted with one end of each hose fixedly secured, by a bracket, adjacent the sill of its associated railway car, with the free end of the hose being connectable with the hose of the adjacent car. In some instances, the free ends of the hoses may be mounted on the coupling bars of the adjacent cars. l

Although widely adopted, the present systems may, under certain circumstances, have serious disadvantages.

For example, when coupling the railway cars to form the train, the coupling bars of adjacent vehicles may initially be relatively skewed so as to bypass each other in close relation as the vehicles are moved together. Such bypassing adjacent coupler bars may easily cause the coupling hose mounting brackets to be struck by the coupler bars, with possible serious damage resulting.

Another problem may arise in connection with railway vehicles provided with hydraulically cushioned draft units which are now in extensive use. In such hydraulically cushioned draft units, the associated coupling bars have a considerable length of telescoping travel relative to their associated vehicles during cushioning action. In such circumstances, a coupling hose mounted as previously described with its rear end connected to a fixed point on one car and its forward end connected to the hose of an adjacent car, may sometimes be pulled out of connection with the hose on the adjacent car. This problem may be particularly acute during periods of extreme coupling bar extension and may be compounded by an additional sideways extension caused by transverse pivoting movement of the coupler bars during relative articulation of the vehicles when negotiating a curve.

With regard to these problems, at least one previous. attempt has been made to provide a mounting assembly for a coupling hose which would be suitable for use with a long stroke, hydraulically cushioned, draft unit. This prior device is intended for use with a draft unit of the type having a sliding sill telescoping into the fixed sill of the railway car, with the coupling bar being pivotally connected to the sliding sill. The coupling hose is supported on a bracket secured to a side of the sliding sill and is spaced rearwardly of the free or coupling end of the coupling bar. The bracket is spaced vertically below the coupling bar to avoid impact upon the bracket by a bypassed coupler of an adjacent vehicle. As the coupler bar moves forwardly and rearwardly the bracket moves correspondingly forwardly and rearwardly to reduce pulling extension of the coupling hose.

However, one problem which may occur with this prior device arises from the location of the supporting bracket directly on the side of the sliding sill. Because of the appreciable transverse width of the sliding sill, the fixed end of the hose is supported at a substantial transverse displacement from the longitudinal median plane of the vehicle. Thus, transverse swinging of the coupling bar of this device, toward opposite sides of the vehicle, will cause unequal amounts of extension of the coupling hose. Although the hose may be long enough to accommodate transverse swinging motion of the coupler bar toward the side on which the bracketis situated, the hose may be insufficiently long to accommodate extreme transverse swinging motion to the other side without pulling apart from the next adjacent coupling hose.

SUMMARY OF INVENTION It is, therefore, a general object of the invention to provide an assembly for supporting the coupling hose of a railway vehicle which obviates or minimizes problems of the type noted above.

It is a particular object of the invention to provide an as- :embly for supporting a coupling hose of a railway vehicle utilizing a hydraulically cushioned draft unit, wherein the possibility of damage to the hose couplings caused by bypassing of the coupler bars of adjacent vehicles is minimized.

It is another object of the invention to provide an assembly for supporting a coupling hose on a railway vehicle provided with a hydraulic draft cushioning unit, wherein the possibility of pulling apart of adjacent connected coupler hoses due to extreme displacement of the associated coupling bars is obviated or minimized.

A preferred embodiment of the invention, intended to accomplish at least some of the foregoing objects, includes a railway vehicle intersected by a longitudinal median plane extending vertically and longitudinally of the vehicle and positioned transversely centrally thereof. The vehicle is provided with a central, longitudinally extending fixed sill. The draft unit is mounted witliin the sill and includes a draft housing adapted for sliding longitudinal motion within the sill. A coupling bar has one free end projecting outwardly of the vehicle through an end opening in the sill. The coupler bar adjacent its other end is'pivotally connected with the draft housing for transverse swinging motion about a generally vertical pivot axis disposed in the longitudinal median plane of the vehicle. A coupling hose is connected at one of its ends to a hose support member. Connecting means supports the hose support member in spaced vertical relation relative to the coupling bar. Additionally, the connecting means positions the hose support member in close longitudinal relation to the free one end of coupling bar. The connecting means is connected with the draft housing to cause forward and rearward motion of the hose support member upon corresponding forward and rearward motion of the coupling bar. Guiding means is connected with the draft housing and with the connection means for guiding the hose support member in a path disposed generally in thelongitudinal median plane of the railway vehicle. In this manner, the vertical separation provided between the coupling bars and the coupling hose supports ensures that bypassing of adjacent couplers does not damage the associated coupling hoses. Additionally, the guiding means which keeps the hose support member centralized relative to the railway vehicle insures that transverse swinging motion of the coupler bardoes not cause asymmetric extension of the coupling hose which might be excessive in one transverse swing swinging direction.

It is also significant that the positioning of the hose support member in close proximity to the free end of the coupler bar enables almost all the length of the coupling hoe to be utilized to compensate for extension causes by transverse side-to-side swinging of the coupler bar.

THE DRAWINGS An assembly for supporting a coupling hose according to a preferred embodiment of the invention is illustrated in the accompanying drawings in which:

FIG. 1 is a perspective view, partially in cross section, of a portion of a railway vehicle provided with a coupling assembly according to a preferred embodiment of the invention;

FIG. 2 is a cross-sectional view of a portion of the assembly shown in FIG. 1;

FIG. 3 is a cross-sectional view of the portion of the assembly shown in FIG. 2;

FIG. 4 is a perspective view of a hose support member and connecting rod forming a part of the assembly shown in FIG.

FIG. 5 is a cross-sectional end view of a position of the assembly shown in FIG. 2 taken on the lines 5-5 therein; and

FIG. 6 is a cross-sectional end view of another portion of the assembly shown in FIG. 2 taken on the lines 6-6 therein.

DETAILED DESCRIPTION Referring to FIG. 1 of the drawings, an assembly for supporting a coupling hose of a railway vehicle constructed according to a preferred embodiment of the invention, is there shown. A railway vehicle 2 of any conventional type, such as the flatbed car illustrated, has a forward longitudinal end 4. The vehicle 2 is intersected by an imaginary longitudinal plane, shown as AA which extends longitudinally and vertically and is positioned transversely centrally of the vehicle. The vehicle 2 also includes a fixed sill 6 extending longitudinally of the vehicle. The sill 6 comprises a generally rectangular, longitudinally extending, hollow box defined by upper and lower horizontal walls 8 and 10 and by vertical, left and right sidewalls l2 and 14 spaced transversely and symmetrically on opposite sides of the longitudinal median plane AA. The sidewalls 12 and 14 are flared divergently apart adjacent an open forward end of the sill.

Slidably received within the sill 6 of the vehicle is a hydraulic draft cushioning unit generally designated 16. The cushioning unit includes a rectangular, longitudinally extending, draft housing 18 fitting slidably within the interior of the sill 6 for longitudinally sliding motion therein.

At its forward end, the draft housing 18 is pivotally connected to a forwardly extending coupler bar 20 by a vertical pivot pin 22. The pivot pin 22 has its opposed vertical ends connected with adjacent portions of the draft housing 18 and supports the coupler bar 20 for transverse horizontal swinging motion about a vertical pivot axis X-X disposed in the previously mentioned median plane AA of the railway vehicle. A crossbar 25, secured transversely between the sidewalls of the sill adjacent the forward open end thereof, underlies and slidably supports the coupler bar in generally horizontal disposition.

At its other, rearward end the draft unit 16 includes a rearwardly directed, longitudinally extending shaft 23 having its rearward end secured to an anchor 24 fixedly connected to the interior of the sill 6 of the railway vehicle 2. The draft housing 18 telescopes axially about the shaft 23 during draft and buff loads applied 'to the coupler bar and is subjected to the damping action of internal damping structure within he the draft unit 16.

A more detailed description of an appropriate damping and restoring structure for the draft unit 16 utilized in the preferred embodiment of the invention, may be obtained from Blake, US. Pat. No. 2,944,681, relevant portions of the disclosure of which are deemed to be incorporated herein by reference. 7

For coupling the railway vehicle 2 with the next adjacent railway vehicle, a conventional coupling head is provided on the free forward end of the coupler bar 20. The coupler bar 20 extends sufficiently far forwardly to space the coupler head 30 outwardly from the end of the railway vehicle so that the coupler head may be engaged with the matingly configured coupler head of the next adjacent railway vehicle to connect the vehicles together. As the connected railway vehicles negotiate a bend, it will be understood that their connected coupler bars 20 swing transversely about the respective pivot axes 22 to move the coupler heads out of the longitudinal median plane A.A of the associated vehicles towards the inner side of the curve, in the usual manner.

Of particular interest in the context of the present invention is the provision of structure for supporting a coupling hose 32 utilized to connect the usual air-train line 34 of the railway vehicle 2 to the corresponding coupling hose of the next adjacent railway vehicle.

The coupling hose 32 (FIG. 2) is a standard air coupling hose conforming to the requirements for such hoses fixed by the American Association of Railroad Standards. The hose 32 includes a manually operable valve unit 33 and a rear mounting fixture 35 at the rear end of the hose. A standard coupling head 32a adapted for releasable connection to the mating coupling head of the next adjacent vehicle is provided at the forward end of the hose 32.

In order to support the coupling hose, a hose support assembly generally designated 36 is provided. The hose support assembly 36 includes a longitudinally extending, rigid connection rod 38 supported horizontally in spaced parallel relation below the coupling bar 20 and disposed in the longitudinal median plane A AA of the railway vehicle. Support for the connector rod 38 is provided by a tubular sleeve 40 slidably and snugly embracing the connection rod 38 adjacent the midpoint thereof. The sleeve 40 is located fixed position relative to the railway vehicle 2 by a fixed bracket 42 extending downwardly and rearwardly from the previously mentioned crossbar 25.

Providing a mounting for the rear end of the coupling hose 32 is a hose support member 44 fixedly connected to the forward end of the connecting rod 38. The hose support member includes an angle plate 46 fixedly connected with the connecting rod extending transversely and downwardly therefrom. The angle plate 46 includes a flat upper surface having a U- strap 48 fixedly connected to the plate extending perpendicularly up from the flat upper surface. The previously mentioned rear mounting fixture 35 at the rear end of the coupler hose 32 passes between the U-strap 48 and the angle plate 46 to provide a fixed connection between the coupling hose 32 and the hose support member 44. The rear mounting 35 is angled inwardly toward the median plane AA, as best seen in FIG. 3, to cause the hose 32 to lie in the median plane. The other end of the train line 34 is then connected to the open end of the rear mounting fixture 35 of the coupling hose 32 in the usual manner.

The vertical spacing provided between the coupler head 30 and the end fixture of the coupling hose on the hose support member 44 ensures that inadvertent bypassing of the coupler heads adjacent vehicles during coupling up will not cause one or another of the bypassing coupler heads to strike the coupling hose end fixture of the adjacent other vehicle. In this way, considerably damage to air hose structure sometimes encountered in shin shunting practice is avoided.

The dimensions of the hose support member 44 are such that the mounting fixture 35 at the rear end of the coupling hose 32 is positioned transversely very close to the longitudinal median plane AA of the vehicle, for a purpose to be described hereinafter, Indeed, the relationship is such that for all practical purposes the rear end of the coupling hose may be considered to lie generally in the longitudinal median plane AA of the railroad vehicle.

The connecting rod 38 supports the rear mounting fixture 35 of the coupling hose in 'a position spaced longitudinally behind but closely adjacent to, the previously mentioned coupling head 30.

To support the forward end 3211 of the coupling hose 32 in generally horizontal disposition suitable for connection with the coupling hose in the next adjacent vehicle, a flexible member in the form ofa chain 50 extends between and is connected to the forward end of the coupling hose and an attachment point 52 provided on the coupler head 30.

It will be appreciated from the earlier description of the draft unit 16 and coupler bar 20 that the coupler head 30 may undergo considerable travel relative to the remainder of the vehicle during buff and draft periods. Such travel results from telescoping extension and contraction of the coupler bar relative to the remainder of the vehicle during the imposition of draft and buff loads as well as side-to-side transverse swinging when adjacent vehicles negotiate a curve. It will also be obvious that these longitudinal and transverse displacements may be cumulative. Under some circumstances, the total displacement may amount to a substantial proportion of the overall length of the coupling hose 32 employed. If the forward end of the coupling hose (connected to the coupler head 30 by the chain 50) were to undergo such displacement with the rear end of the coupling hose remaining fixed with relation to the railway vehicle, serious problems of overextension of the coupling hose might be encountered. These problems might typically include damage to the coupling hoses or pulling apart of adjacent coupling hoses from connection with each other.

To avoid this possibility, the rear end of the coupling hose 32 is caused to move forwardly and backwardly in corresponding relation to the head of the coupling bar so that undue extensions of the coupling hose'are avoided. For this purpose the rear end of the previously mentioned connecting rod 38 is connected with the slidable draft housing 18. Such connection is effected by the provision of a horizontal yoke 60. (FIG. 4) fixedly secured to the rear end of the rod 38. The yoke 60 includes two transversely spaced, rearwardly extending, horizontal arms 62 having a transversely extending, horizontally disposed, pin 63 mounted in and passing through the free ends if the arms 62. An upwardly extending pillow block 64 positioned between the arm 62 is mounted on the pin 63. Connection of the block 64 with the moving draft housing 18, is made by welding the block 64 to a portion to tongue 69 of the housing 18. The prime function of this tongue is to connect housing 18 toa spring restoringrnechanism 70 which functions to restore the draft housing 18 to a neutral position within the vehicle sill.

As shown in FIGS. 2 and 5, the tongue 69 is formed integrally on a forward end of the draft housing 18 and extends downwardly therefrom. The tongue 69 is disposed generally in the longitudinal median plane A-A and travels forwardly and rearwardly within a longitudinal slot portion 72 provided in the bottom wall of the fixed sill 6 of the railway vehicle. At its lower end, the tongue 69 includes a curved lower end 73. The portion of the spring restoring mechanism 70 connected to the tongue 69 and extending rearwardly therefrom does not, in detail, form a part of the present invention. In the preferred embodiment, a spring restoring mechanism of the type disclosed in Blake, US. Pat. No. 3,047,162 may be utilized.

The curved lower end of the tongue 69 is matingl'y welded to the corresponding curved portion 65 provided on the upper portion of the pillow block 64. Thus, cushioning movement of housing 18 causes corresponding forward and rearward motion of the connecting rod 38. This insures that the member '44, supporting the rear .end of the coupling hose 32, moves forward and rearward concurrently with the coupling bar 20.

In this manner, both the front and rear ends of the couplingv hose 32 are maintained in generally the same disposition relative to the coupler head 30 so that the effects of coupler head movement relative to the vehicle which might otherwise cause undue pulling on the coupling hose, are minimized. Furthermore, the axially directed force applied to the connecting rod 38 in this manner obviates any binding of the rod against the interior of the guiding sleeve 40. 1

It will be appreciated that the guiding sleeve 40 previously described insures that the hose support member 44 is guided for longitudinal motion in the longitudinal median plane A-A only and cannot move transversely in either direction out of this plane. This has the advantage that transverse swinging of the coupler head to one particular side of the median plane does not cause relatively greater extension of the coupling hose than that caused by corresponding swinging of the coupler head to the other side of the longitudinal median plane, as would arise if the hose support member were offset a substantial transverse distance to one side of themedian planeThis central positioning of the hose support member substantially in the median plane A-A therefore avoids the possibility that a hose which may be of adequate length to compensate for swinging motion to one side may be insufficiently long to compensate for transverse swinging motion of the coupler head to the other side.

SUMMARY OF ADVANTAGES It will be appreciated that in constructing a hose assembly for a railway vehicle according to the present invention, cer

tain significant advantages are provided].

In particular, by maintaining both the front and rear ends of the coupling hose in approximately the :same longitudinal relation to the coupler head at all times even during telescoping and extension of the coupler head, it is possible to insure that the couplin hose does not become dangerously extended under condi 10115 of extreme coupling head displacement relative to the vehicle. 7

Also very significant is the manner in which the rear end of the coupling hose is mounted for longitudinal motion in the longitudinal median planeof the vehicle but not transversely thereof. This insures that the hose is not subjected to unequal extension upon transverse swinging in one sideways direction as opposed to that encountered upon swinging in the opposite transverse direction.

Although the invention has been described with reference to one preferred embodiment, it will be appreciate by those skilled in the art that many additions, dleletions, substitutions, modifications, and other changes not specifically disclosed or described may be made which will fall within the purview of the appended claims.

I claim:

1. In a railway vehicle, the vehicle being intersected by an imaginary longitudinal median plane extending vertically and longitudinally of the vehicle positioned! transversely centrally thereof, the vehicle further being provided with a central, longitudinally extending sill, the combination comprising:

a draft unit mounted within the sill, said draft unit including:

a draft housing adapted for longitudinal sliding movement within the vehicle sill,

a longitudinally extending coupling bar having one free end projecting outwardly of the vehicle through an end opening in the sill, said coupling bar adjacent the other end thereof being pivotally connected with said draft housing for transverse swinging motion about a generally vertical pivotal axis disposed in the longitudinal median plane of the railway vehicle, and

a coupler head fixedly connected withsaid free end of said coupler bar, said coupler head adapted for coupling connection to a ma'tingly configured coupler head of an adjacent railway vehicle; a flexible coupling hose having a forward end adapted for coupling connection to a flexible coupling hose of an adjacent railway vehicle;

a valve unit connected to the rearward end of said coupling hose;

a mounting fixture connected to said valve unit;

a hose support member connected to said mounting fixture and being disposed beneath said coupling bar and generally within said longitudinal median plane of the railway vehicle;

a longitudinally extending, horizontally disposed, rigid rod disposed generally in said longitudinal median plane of the railway vehicle, said rod atone end thereof being fixedly connected with said hose support member, said rod at the other end thereof being connected with said draft housing;

a stationary sleeve the longitudinal ends thereof, whereby said rod may slidably reciprocate within said stationary sleeve; and

a bracket member adjusted to fixedly connect said sleeve with the vehicle in fixed space relation below said coupling bar whereby the spatial relationship of said valve unit and the forward end of said coupling hose remains constant notwithstanding reciprocating movement of said coupling bar, valve unit and forward end of said coupling hosewith respect to the railway vehicle.

snugly embracing said rod intermediate

Claims

1. In a railway vehicle, the vehicle being intersected by an imaginary longitudinal median plane extending vertically and longitudinally of the vehicle positioned transversely centrally thereof, the vehicle further being provided with a central, longitudinally extending sill, the combination comprising: a draft unit mounted within the sill, said draft unit including: a draft housing adapted for longituDinal sliding movement within the vehicle sill, a longitudinally extending coupling bar having one free end projecting outwardly of the vehicle through an end opening in the sill, said coupling bar adjacent the other end thereof being pivotally connected with said draft housing for transverse swinging motion about a generally vertical pivotal axis disposed in the longitudinal median plane of the railway vehicle, and a coupler head fixedly connected with said free end of said coupler bar, said coupler head adapted for coupling connection to a matingly configured coupler head of an adjacent railway vehicle; a flexible coupling hose having a forward end adapted for coupling connection to a flexible coupling hose of an adjacent railway vehicle; a valve unit connected to the rearward end of said coupling hose; a mounting fixture connected to said valve unit; a hose support member connected to said mounting fixture and being disposed beneath said coupling bar and generally within said longitudinal median plane of the railway vehicle; a longitudinally extending, horizontally disposed, rigid rod disposed generally in said longitudinal median plane of the railway vehicle, said rod at one end thereof being fixedly connected with said hose support member, said rod at the other end thereof being connected with said draft housing; a stationary sleeve snugly embracing said rod intermediate the longitudinal ends thereof, whereby said rod may slidably reciprocate within said stationary sleeve; and a bracket member adjusted to fixedly connect said sleeve with the vehicle in fixed space relation below said coupling bar whereby the spatial relationship of said valve unit and the forward end of said coupling hose remains constant notwithstanding reciprocating movement of said coupling bar, valve unit and forward end of said coupling hose with respect to the railway vehicle.