US574695A

US574695A - Train-pipe coupling

Info

Publication number: US574695A
Authority: US
Publication date: 1897-01-05
Anticipated expiration: 1914-01-05

Description

(No Model.) 2 Sheets-#Sheet 1.

(No Model.) 2 Sheets-Sheet 2.v

. W. I'. WHITE.

TRAIN PIPE COUPLING. No. 574.695. Patented Jarp, 1897.

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UNITED STATES PATENT 1li EEICE.

VIIJLIAM F. IVI-HTF, OF CHICAGO, ILLINOIS.

TRAIN-PIPE COUPLING.

SPECIFICATION forming' part of Letters Patent No..574,695, dated January 5, 1897.

Application filed July 13, 1896. Serial No. 599,050. (No model.)

To a/ZZ whom, t may concern.-

Be it known that I, WILLIAM F. WHITE, a citizen of the United States, residing at Chicago, in the county of Cook and State of Illinois, have invented a new and useful Improvement in Train-Pipe Couplers, of which the following is a specification.

My invention relates to an improvement in the means employed for coupling between cars the pipes through which air is supplied to the brake-cylinders 0r steam is supplied for heating the cars.

My object is to provide a train-pipe coupler which shall operate automatically to couple the train-pipe between cars by the act of coupling the cars and to uncou ple the trainpipe and close it against the escape of the Huid it is employed to conduct by the act of uncoupling the cars.

Referring to the accompanying drawings, Figure l shows myimproved train-pipe coupler, by a view in side elevation, in operative position below the car-coupler, from which it is suspended. Fig. 2 is an enlarged view regarded in the directionof J[he arrow on the line 2 of Fig. l, showing two of my improved coupling devices in their coupled relation; Fig. 3, a section taken at the line 3 on Fig. l,

viewed in the direction of the arrow and enlarged; Fig. 4:, a broken view, in side elevation, of one of the coupling-tubes; Fig. 5, a

similar View of an impact-stem detail; Fig. 6,

an end view of the same; Fig. 7, a view in side elevation of the tubularvalve detail; Fig. 8, an end view of the same; Fig. 9, a section taken at the line 9 on Fig. 3 and viewed in the direction of the arrow; Fig. l0, a broken section taken at the line l0 on Fig. l, viewed in the direction of the arrow and enlarged, showing the manner of supporting my iinproved coupling device from a car-coupler; and Fig. 1l, a longitudinal section of the coupling device, showing the tubular-valve device in its forward closed condition.

A is a train-pipe, which, for the application to it of my improved automatic coupler,should extend, at least as to its end portions, lengthwise below the car-coupler B.

Following is a description of my improved coupling device in all its details.

C is a double-barreled tube, the right-hand barrel fr of which terminates at one end in a bell-shaped or flaring mouth q, while the other barrel r terminates at the corresponding end in an internal seat p for a ball-joint, hereinafter described. The wall n between the barrels r and r' contains two ports n' and n2. In the barrel r is coniined a tubular valve C', closed at its outer end, at which it y has a pronged extension o, and open at its opposite end, from which extend the lugs o, While between its ends the tubular valve is provided with the port n3, and on the side of the tubular valve at its rear end is provided a feather 0c to enter a longitudinal groove in the barrel r tov guide the valve in its movements. In the barrel r is confined the impact-stein C2, having at its forward end a tubular head m, affording a seat for a ball-joint,

Vhereinafter described, and into which there leads a port n4 from a side of the stem adjacent to the head, and at its rear end the stem C2 terminates in a head fm', provided with a Iiange fm2 and which contains in one side an arc-shaped recess m3. In the tubular valve C is confined a spring Z.

At its rear end the double-barreled tube C is rounded and externally screw-'threaded to adapt it to have screwed upon it an annular head C3, having a central opening fi, surrounded at its forward end with a circular ange i', concentric with the annulus of the head. A tube-section Cl is screwed at one end into an extension k of the head C3 and has telescopically connected with it at its rear end, where a suitable stuffing-box 71 is provided, a tube-section C5, coupled with the train-pipe A.

CG is a tubular stem carrying ball-shaped heads g and g at its opposite ends. The stem CG seats at its head g in the barrel r' at p to form a ball-joint therewith and projects beyond the barrel.

My improved coupling device is supported from the base of a car-coupler B by a loop f 9 5 IOO 'lhus when two cars are brought together for coupling at their couplers B in the usual manner the connecting-stems C" of my two opposing train-pipe couplers enter each the barrel 9' of the other against the tubular valve C therein and force it inward against the resistance of its springl till its port n3 coincides with the port n2. Communication between the train-pipes A on the two cars is thereby opened, the iiuid passing through the pipe-sections C5 C4, opening t', valve C, and ports n3 n2 into the barrel r, whence part passes through the port n between the pron gs o of the tubular valve into the tubular stem C, and thus enters the barrel r of the coupler device on the other ear, and part passes through the port fn" into the tubular stem C, projecting from such other coupler device, and by which it enters the latter at its barrel o'.

The strain oi any impact in the coupling is taken up by the impact-stems, which transmit it to the heads C, about the fianges z of which the recessed heads fm lit, and the strain slides the tube-sections C'L back on the telescopic tube'sections C5. Moreover, this telescopic connection of each train-pipe coupler with the train-pipe A affords to it play for the saine purpose as longitudinal play is provided for in the car-coupler B by its drawbar spring, so that as the draw-bar moves my pipe-coupler may move correspondingly.

W'hen cars are uncoupled at their couplers I3, their separation withdraws the connectting-stems C from the respective barrels o* of the .train-pipe couplers, whereby the spring l in each is released, and its recoil forces forward the tubular valve C3 controlled by it until the port n3 in the valve coincides with and is closed by the section of the walln between the ports n and n2 in the latter. In this position of the valve C the train-pipe is closed against thc egress of air (or steam) from it.

Vhat I claim as new, and desire to secure by Letters Patent, is-

l. In an automatic train-pipe coupler, the combination of a double-barreled tube provided with means for connecting it with the train-pipe, a spring-controlled valve in one barrel controlling communication therewith of the other barrel, and a tubular stem extending 'rom said other barrel, substantially as described.

i. In an automatic train-pipe coupler, the combination of a double-barreled tube provided with means for connecting it with the train-pipe and with means for suspending it from a ear-coupler, a spring-controlled valve in one barrel controlling communication therewith of the other barrel, and a tubular stem extending from said other barrel, substantially as described.

3. In an automatic trainpipe coupler, the combination of a double-barreled tube provided with a telescopic tubular extension for connection with the train-pipe, a spring-controlled valve in one barrel controlling communication therewith of the other barrel, and a tubular stem extending from said other bar rel, substantially as described.

t. In an automatic train-pipe coupler, the combination of a double-barreled tube provided with means for Yconnecting it with the train-pipe, a spring-controlled valve in one barrel controlling communication therewith of the other barrel, a bell-mouth on the end of the valve-containin g barrel, and a tubular stem extending from said other barrel, substantially as described.

5. In an automatic traiirpipe coupler, the combination of a double-barreled tube C provided with means for connecting it with the train-pipe, ports n and n? in the wall between the barrels r and r', a tubular valve C in the barrel o, having a port n2 and provided with a spring l, and a tubular stem CG extending from the barrel 9", substantially as described.

6. In an automatic train-pipe coupler, the combination of a double-barreled tube'C provided with a head C3 having a telescopic tubular extension for connection with the trainpipe, ports n' and n2 in the wall between the barrels r and o", a hollow tubular valve C in the barrel r, having a port or; and provided with a spring Z, an impact-stem C2 in the barrel r', havin g a hollow head m at one end and a port nl opening into said head, and atubular stem C having a head g at one end at which it is retained by a ball-and-soeket joint in said barrel o" to extend therefrom, substantially as described.

7. In combination with the car-coupler and train-pipe on a car, an automatic train-pipe couplercomprising, in combination, a doublebarreled tube C provided with a headC3 having the tclescoping tube extensions C'l and C5 at which it is coupled to the traiirpipe, ports a and n2 in the wall between the barrels r and lr', a bell-mouth q on the barrel o and a hollow tubular spring-controlled valve C confined therein, having a port n3, an iinpact-stem C2 in the barrel o", having a port n, a tubular stem C extending from the barrel i", and means on the tube C and said carcoupler for suspending from the latter the trainpipe coupler, substantially as described.

IVILLIAH F. IVHITE. In presence of- )L J. FROST, R. T. SrnNcnn.

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