US3901390A

US3901390A - Magnetic rail car knuckle-opener

Info

Publication number: US3901390A
Application number: US497847A
Authority: US
Inventors: Armand Giovanelli
Original assignee: Southern Pacific Transportation Co
Current assignee: Southern Pacific Transportation Co
Priority date: 1974-08-16
Filing date: 1974-08-16
Publication date: 1975-08-26
Anticipated expiration: 1992-08-26
Also published as: GB1477590A; JPS5137410A; JPS6042058B2; CA1028288A; FR2281863A1; DE2524660A1

Abstract

Apparatus for ensuring that coupler knuckles of uncoupled rail cars are fully open before recoupling, comprising a magnet positionable in the path of the coupler knuckle of a moving rail car, the magnet being mounted so that after the knuckle engages the magnet, movement of the rail car causes the magnet to twist and move outwardly to pull the knuckle to full open position.

Description

United States Patent [1 1 Giovanelli [451 Aug. 26, 1975 MAGNETIC RAIL CAR KNUCKLE-OPENER [75] Inventor: Armand Giovanelli, San Francisco,

Calif.

[73] Assignee: Southern Pacific Transportation Company, San Francisco, Calif.

22 Filed: Aug. 16,1974

21 App]. No.2 497,847

[52] US. Cl 213/75 D; 213/115; 213/159; 213/211 [51] Int. Cl. B61g 7/04 [58] Field of Search 213/75 R, 75 A, 75 TC, 213/75 D, 115, 159, 160, 211, 212

[56] References Cited UNITED STATES PATENTS 1,649,129 11/1927 Schenck ,f 213/75 D 2,738,080 3/1956 Kastner et a1 213/211 Anderson 213/211 3,140,784 7/1964 Goldbeck et a1. 213/21 1 X 3,160,286 12/1964 Wilson 213/211 X 3,682,325 8/1972 Peterson et a]. 213/75 R X Primary Examiner-M. Henson Wood, Jr. Assistant Examiner-Gene A. Church Attorney, Agent or Firm-Phillips, Moore, Weissenberger Lempio & Strabala [5 7 ABSTRACT Apparatus for ensuring that coupler knuckles of uncoupled rail cars are fully open before recoupling, comprising a magnet positionable in the path of the coupler knuckle of a moving rail car, the magnet being mounted so that after the knuckle engages the magnet, movement of the rail car causes the magnet to twist and move outwardly to pull the knuckle to full open position.

in Claims, 10 Drawing Figures PATENTED M81915 SHEET 1 [IF 2 PATENTEU M182 61975 sum 2 05 2 BACKGROUND OF THE INVENTION The present invention relates to rail car uncoupling and coupling operations, particularly such as are carried out in railroad classification yards.

In a typical classification operation, a train of coupled cars is rolled along a track and over a hump. A workman alongside of the train operates the uncoupling lever on the forward end of each car to unlatch the pivotally mounted knuckle on the car coupler. Ac celeration of the forward car down over the hump causes it to pull away from the following car and open the unlatched coupler knuckle. The uncoupled cars then roll down the track and are switched to desired tracks so that new trains of cars can be made up. As a new car comes into contact with the rearward car in a train, the couplers will re-engage, causing the coupler knuckle of the new car to move back to closed position so that its latch pin can fall back into place to lock the couplers closed. v

At times, and particularly with old and worn car couplers, a coupler knuckle will not be moved to full open position as the cars separate from each other. If not open enough the knuckle may pivot' back to its closed position and be relatched before it comes into contact with the car to which it is to be coupled. Or, the knuckle may pivot back sufficiently towards closed po sition so that it will contact the coupler on the next car and be moved to closed position without coupling engagement with the next car. In either case, the desired recoupling will not occur, and it will then be necessary to reopen the coupler and use a switch engine to move the cars together so that they will couple with each other.

The main object of the present invention is to provide an apparatus disposed in the path of uncoupled rail cars as they roll down the track beyond the hump which will engage the coupler knuckles and leave them in full.

open position if they are already fully open or move them to full open position if they are only partially open.

SUMMARY OF THE INVENTION In general, the invention uses a magnet which is mounted in the path of an oncoming coupler knuckle. The magnet attaches itself to the knuckle and the for ward movement of the rail car causes the magnet to twist and move outwardly from the rail center to pull the knuckle to full open position. The magnet then slides off the full open knuckle and falls out of. the way beneath the car as the car passes therepast. The magnet is then moved back into the path of the coupler knuckle on the next car so that the operation can be repeated.

BRIEF DESCRIPTION OF THE DRAWINGS In the drawings forming a part of this application and in which like parts are designated by like reference numerals throughout the same,

FIG. I is an illustrative view ofa conventional rail car coupling, showing both members coupled together;

FIG. 2 is a view similar to FIG. 1, showing the coupling members as they uncouple;

FIG. 3 is a view similar to FIG. 1, showing the mem bers after they have uncoupled;

FIG. 4 is a perspective view of an automatic knuckle opener constructed in accordance with the invention,

and disposed in the path of an oncoming rail car;

FIG. 5 is a plan view of the knuckle opener as it en- DESCRIPTION OF THE PREFERRED EMBODIMENT Referring now to the drawings, FIG. 1 shows in simplified form two conventional rail car couplers, l and 2. Coupler 1 has a knuckle 3 pivotally mounted thereon by a vertical pivot pin 4, while coupler 2 has a similar knuckle 5 pivotally mounted thereon by pivot pin 6. When coupled together as in FIG. 1, the

knuckles

3 and 5 interengage in their closed position to prevent uncoupling. The knuckles are locked in closed position by latch pins (not shown).

To uncouple, knuckle 3 is unlatched and the couplers are pulled apart. Latched knuckle 5 pivotsknuckle 3 towards open position, as shown in FIG. 2. FIG. 3 shows the couplers fully uncoupled and with knuckle 3 in full open position. If the knuckle 3 is in any position between the full-line position and the dotted-line position 3a the

knuckles

3 and 5 will clear one another when the couplers are pushed together for recoupling. However, if the coupler has only been moved to the dotted-line position 3b by uncoupling from a coupler with a worn knuckle, or has been joggled from a more open position to the dotted-line position 3b, knuckle 3 will engage the outer surface of knuckle 5 on recoupling and will be cammed back to its closed position 30 without recoupling.

The mechanism hereafter described is utilized to ensure that the uncoupled knuckle 3 is moved to its full open position even though it may be only partially opened during uncoupling.

Referring now to FIGS. 4-7, the knuckle opener mechanism, generally referred to by reference numeral 10, comprises a flat base plate 11 secured at its ends to the cross ties 12 underlying the

track rails

13 and 13a. A housing 14 depends from base plate 11 and has fixed thereto bearing 15 in which is journaled shaft 16. Gear 17 is fixed to shaft 16 below the base plate 11, while disk 18 is fixed to the shaft above the base plate. Bracket 19 is fixed to disk 18 centrally thereof and has upstanding sides 20 towhich arm 21 is mounted by horizontal pivot pin 22. Supported on the upper end of arm 21 is a magnet 23 having pole faces 24 adapted to (em gage the forward surface of the knuckle 2 of the coupler l on a rail car 27.

The knuckle opener mechanism further includes a raised guide bar 28 fixed to the base plate and positioned thereon so that when arm 21 is in its raised position, it will lean on the guide bar and be supported thereby so that the arm will incline upwardly from near -rail 13 towards the middle of the track so that the magnet is positioned in the path of an oncoming coupler knuckle. As seen in the plan view of FIGS. 5 and 6, the guide bar 28 slants toward rail 13 so that sliding movement of arm 21 along the guide bar will cause the upper end of the arm and the magnet 23 thereon to pivot outwardly from the center of the track. A stop member 29 on the forward end of guide bar 28 stops forward movement of arm 21 therealong and includes a limit switch 30 operable by arm 21 when it engages the stop memher. A cradle 31 is disposed at the rear end of guide bar 28 and is pivotally mounted thereon by sleeve 32. A solenoid 33 is mounted within housing 14 and has a plunger 34 engageable with cradle 31. Cradle 3] is cushioned against downward movement by spring 35.

Also mounted in housing 14 is an electric motor 36 having gear 37 fixed to its drive shaft and in mesh with gear 17.

FIG. 3 further shows a light source 38 and a photoelectric cell sensor 39 disposed on opposite sides of the track and at car sill height for actuation of the knuckle opener mechanism.

Operation of the mechanism thus far described, and wherein magnet 23 is an electromagnet with an energizing coil 23a, is best explained with reference to the control circuit shown in FIG. 8.

Initially, the arm 21 is in the horizontal position, resting in cradle 31, as shown in FIG. 6. The light source 38 is sensed by photoelectric cell 39 and, by conventional circuitry, relay 40 maintains switch 40a in open position. As soon as a rail car comes along the track and intercepts the light beam, relay 40 actuates switch 40a to closed position, completing the circuit from battery 41 through now closed switch 40a, normally closed limit switch 30 and normally closed contacts 42a of relay 42 to energize solenoid 33 and motor 36. Energization of solenoid 33 pivots cradle 31 upwardly to give an initial inclination to arm 21. Motor 36 drives disk 18 and bracket 19 thereon in a counterclockwise direction (as seen from above) which causes arm 21 to ride along guide bar 28, becoming more and more vertical as it moves therealong. Eventually the arm is carried forwardly enough so that it engages stop member 29 and limit switch 30 thereon. With switch 30 now moved from its normal full-line position of FIG. 8, motor 36 and solenoid 33 will now be de-energized. Movement of switch 30 to its dotted-line position causes relay 42 to be energized, opening contacts 42a and closing contacts 42b, and also energizes the electromagnet coil 23a.

At this time, the magnet 23 is energized and positioned in the path of the oncoming coupler knuckle 2. As soon as rail car 27 advances far enough, the magnet 23 will engage and attach itself magnetically to the knuckle. Forward movement of the car carries the magnet therewith, causing arm 21 to slide along guide bar 28. As it does, disk 18 will rotate in a clockwise direction so that the arm 21 will be rotated to twist the magnet in a clockwise direction. At the same time, the inclination of the guide bar forces the arm 21 and magnet thereon away from the track center. The combined twisting and outward movement of the magnet thus pulls the knuckle outwardly to full open position while maintaining a full contact therewith.

Since the bottom of arm 23 is mounted on the base plate 11, forward movement of the rail car causes the magnet to slide downwardly and across the face of the knuckle until it slides off the knuckle. At this time, the arm is then free to fall, and is guided by guide bar 28 until the arm falls into cradle 33. The arm 21 will now rest completely below the undercarriage of the rail car as it passes by the knuckle opener mechanism 10.

Although limit switch 30 will be returned to its normal full-line position of FIG. 7 as soon as the arm begins moving, the now closed contacts 42b maintain the circuits to relay 42 and magnet coil 23a. Contacts 42a remain open to prevent re-energization of motor 36 and solenoid 33 so that arm 21 cannot be moved upwardly while the rail car is passing over mechanism 10.

In due course, the rail car 27 passes beyond the photocell 39 so that the light source 38 can again be sensed. Relay 40 then causes switch 40a to open, deenergizing relay 42 and magnet coil 23 to restore the system to its initial condition awaiting the approach of the next rail car.

Instead of utilizing a photocell system to sense oncoming cars, a wheel-actuated switch, such as shown in FIG. 8, may be used. In this instance a trip arm 50, springbiased to an upper position, is positioned to be depressed by the rim of a car wheel 51 on track 13 to actuate switch 52. Since there are four wheels on the side of a car, switch 52 is of a sequencing type and wired so that every fourth depression will complete a circuit through the switch. Thus the forward wheel can close the switch during depression of the trip arm 50 while the remaining three wheels will cycle the switch back into position to close in response to the forward wheel on the next rail car.

FIG. 7 illustrates a control circuit which may be used with such a sequencing switch. As a rail car approaches, switch 52 closes to energize the motor 36, solenoid 33 and relay 53. Relay contacts 53a close to continue the energization of the motor and solenoid even though switch 53 opens as the wheel moves therepast. When arm 21 is fully raised, actuation of limit switch 30 opens contacts 300 to de-energize the motor, solenoid and relay 53. Limit switch contacts 30b energize relay 54 whose contacts 54a close the circuit to the magnet coil 23a. When the coupler knuckle engages magnet 23 and moves arm 21 from engagement with stop member 29, the contacts of limit switch 30 will be returned to their normal position. Relay 54 will be deenergized, but it will have contacts 54a which have a time delayed dropout so that the magnet coil 23a will remain energized for at least the length of time that the magnet is in contact with the coupler knuckle. Trip arm 50 will be actuated by the remaining wheels on the rail car to index the sequencing switch 52 back into position to be closed by the next rail car without reenergizing solenoid 33 or motor 36. Thus, once the arm 21 has fallen down into cradle 31 it will not be raised until after the rail car has passed thereby.

Both control circuits of FIGS. 7 and 8 will cause the arm 21 to be repositioned to an upright position in responseto the approach of an oncoming rail car, will maintain the magnet energized during the time that it is in contact with the coupler knuckle and will prevent the arm 21 from being raised until after the rail car has passed by the mechanism 10. The circuits of FIGS. 7 and 8 are merely exemplary and other circuits may be used to give the same results.

Although the magnet 23 has been described as being an electromagnet, a permanent magnet may be used in place thereof. In such case the control circuits may be modified to eliminate the portions thereof used to energize and deenergize the magnet coil 23a.

Also, instead of a solenoid 33 being used to cause initial elevation of arm 21, a hydraulic cylinder could be substituted therefor. In such case, the control circuits of FIGS. 7 and 8 would be modified to actuate an electrically operated hydraulic control device at the same time and in place of solenoid 33.

The knuckle opener mechanism 10 is to be located sufficiently far enough down the track from the hump so that the uncoupled cars are adequately spaced apart to allow the magnet arm 21 to be repositioned to its upright position in the interval between successive cars. The speed of repositioning will depend upon the rate at which the rail cars are uncoupled, it being necessary to select a motor 36 and the gear transmission to disk 18 so that the arm 21 can be fully repositioned in the time interval between successive cars.

Having thus described my invention, I claim:

1. Apparatus for ensuring the full opening of conventional coupler knuckles on the front end of uncoupled rail cars rolling down a track comprising:

a base plate mounted between the rails of said track;

an arm;

means pivotally mounting one end of said arm on said base plate, for movement of said arm from a sub stantially upright position to a substantially horizontal position;

a magnet mounted on the other end of said arm;

means for holding said arm in a substantially upright position with said magnet being in the path of a coupler knuckle of an oncoming rail car.

2. Apparatus as set forth in claim 1 and further including means engageable with said arm for twisting said magnet and moving said magnet outwardly from the center of the track during downward movement of said arm from its substantially upright position.

3. Apparatus as set forth in claim 1, wherein said magnet is an electromagnet.

4. Apparatus as set forth in claim 1 and further including power means for moving said arm upwardly from its substantially horizontal position to its substantially upright position.

5. Apparatus as set forth in claim 4 and further including means responsive to the presence of an oncoming rail car for operating said power means.

6. Apparatus as set forth in claim 1, wherein said means (b) comprises a holder supported on said base plate for rotation about a vertical axis, and a horizontal pivot pin carried by said holder and passing through said arm.

7. Apparatus as set forth in claim 6 wherein said means (0) comprises a substantially horizontal guide bar mounted on said base, said guide bar being disposed above said pivot pin and between said pivot pin and the center of said track, said guide bar extending along said track and slanting away from the center of said track.

8. Apparatus as set forth in claim 7 and further including power-operated means for rotating said holder about its vertical axis to drive said arm along said guide bar and elevate said arm as it is driven along said guide bar.

9. Apparatus as set forth in claim 8 and further including a cradle at one end of said guide bar for receiving said arm therein and for holding said arm in substantially horizontal position and further including power-operated means for elevating said cradle.

10. Apparatus as set forth in claim 9 and further includingmeans responsive to the presence of an oncoming rail car for operating said cradle-elevating means and said holder-rotating means.

Claims

1. Apparatus for ensuring the full opening of conventional coupler knuckles on the front end of uncoupled rail cars rolling down a track comprising: a base plate mounted between the rails of said track; an arm; means pivotally mounting one end of said arm on said base plate, for movement of said arm from a substantially upright position to a substantially horizontal position; a magnet mounted on the other end of said arm; means for holding said arm in a substantially upright position with said magnet being in tHe path of a coupler knuckle of an oncoming rail car.

3. Apparatus as set forth in claim 1, wherein said magnet is an electromagnet.

7. Apparatus as set forth in claim 6 wherein said means (c) comprises a substantially horizontal guide bar mounted on said base, said guide bar being disposed above said pivot pin and between said pivot pin and the center of said track, said guide bar extending along said track and slanting away from the center of said track.

10. Apparatus as set forth in claim 9 and further including means responsive to the presence of an oncoming rail car for operating said cradle-elevating means and said holder-rotating means.