US941348A - Automatic air-brake coupling. - Google Patents

Description

W. E. CAMPBELL & H; T. INGHRAM.

AUToMATm AIR BRAKE GOUPLNG APPLICATION PILEDOG'LZB, 1908, glygqg Patented Nov. 23, 1909.

4 SHEETS-SHEET l.

Patent-ed Nov. 23, 1909.

4 SHEETS-SHEET 2.

W. E. CAMPBELL & H. T. INGHRAM'.

AUTGMATIG AIR BRAKE GOUPLING.

APPLICATION FILED 0GT.28, 1908' Q 0 w am,... Q Wi ...RWH A. l ,.TMN ww NWA* v A k Y IA|| lo QN ik@ A e W. E. CAMPBELL a; H, T. INGHRAM.

`AUTOMATIC AIR BRAKE GOUPLING,

y APPLICATION FILED 00T,28, 1908. 941,348, Patented Nov. 23, 1909.

4 SHBETS--SHEET 3.

W. E. CAMPBELL @L H. T. INGERAM.

AUTOMATIG AIR BRAKE GOUPLING.

APPLIGATIGH FILED ooms, 190s.

94L348, Patented 151011.23, 1909.

4 SHEETS-SHEET 4 Mv E N @n .V y K UNITED STATES PATENT OFFICE.

JVI'LLIAM E. CAMPBELL ANI) HGVARD T. INGHRAM, 0F FAIRFIELD, IOW'A.

AUTOMATIC AIR-BRAKE COUPLING.

To all whom it 'may concern:

Be it known that we, IVILLIAM E. CAMP- BELL and Howler-:D T. Inici-maar, citizens of the United States, residing at Fairfield, in the county of Jefferson and State of Iowa, have invented certain new and useful Improvements in Automatic Air-Brake Couplings, of which the following is a specication, reference being had therein to the accompanying drawing.

Our invention relates to an automatic coupling for the air-brake connect-ions of railway cars.

Heretofore, the usual train-pipe coupling has required the necessity of hand manipulation of the coupling proper, and many attempts have been made to provide an automatic coupling means which would be operated by the relative movement of adjacent cars toward or from each other. Such constructions, as far as we are aware, have not come into general use, and this has been due in a great measure to the failure of making and maintaining a complete positive coupling against the pressure exerted. It has also been found difficult to furnish a coupler of an automatic type vwhich would properly meet the various requirements of train service, to permit the usual varied and numerous movements of the cars relative to each other and maintain at the same time an etlicient coupling, to resist effectively the many shocks incident to such devices, and which would insure a positive and accurate coupling at all times and in all the usual positions of the cars.

Our present invention is designed to accomplish satisfactorily and successfully the results above indicated; and the invention, generally speaking, may be stated to consist, first in an improvement inthe coupling members; second in the automatic operation of the valve mechanism; third, in so constructing the carriage that it will readily respond to various angles and positions without endangering or distorting the parts thereof; fourth, to provide means for normally holding the couplers in proper position; fifth, in the provision of coupling devices which may be utilized in connection with the present system of brakes used; sixth, to provide a novel arrangement and construction of this character which possesses advantages in elements of simplicity, efficiency, durability, and economy of manufacture.

Specification of Letters Patent.

Application filed October 28, 1908.

Patented Nov. 23, 1909.

Serial No. 459,894.

To the accomplishment of the recited objects, and others coordinate therewith, the preferred embodiment of our invention resides in that construction and arrangement of parts hereinafter described, illustrated in the accompanying drawings, and embraced within the scope of the appended claims.

In said drawings Figure l is an elevation of the adjacent ends of two railway cars, showing' the application of the invention thereto, the coupling members being connected. Fig. 2 is a bottom plan view of the coupling members disconnected, and removed from the cars. Figs. 3, et, and 5 are longitudinal sectional views, respectively, of the male coupling member, the female coupling member, and the two members coupled. Fig. 6 is a detail fragmentary sectional view of the apex of the female coupler. Fig. 7 is a side elevation of the female coupler. Fig. S is a transverse section of the beams and bracket carried thereby. Fig. 9 is a longitudinal section of the female coupling valve, and Fig. lO is an end elevation of one of the valve contact plates.

Referring more particularly to the drawi ings for a detail description of our invention, the numerals 5 designate the opposing ends of two conventional types of railway cars. Running loi'ieitudinally and inediallv of the exterior of the licor of each car is a pair of suitably spaced beams which, as will presently appear, serve as a support for the appropriate mounting of the component parts of the male and female members and (S). Each male member comprises a hollow substantially frustum shaped piece of metal (9) having an annular flanged base (l0) which is connected by bolts or other suitable fastenings to the corresponding congruent flange (il) of the semi-rotund section (l2), and a locking notch or recess formed in the sides thereof. Extending through and arranged concentric with respect to the male member (7) and the section (l2) is a pipe (It) with one end secured to the air-pipe (l5), as at 1, and the other end protruding from the reduced terminal of said male member and being equipped at its extremital portion with a circumferential series of apertures (17). Y Y' The female or correlative member (S) is formed to telescopically receive t-he male member (7), and has a pair of laterally projecting ears (1S) in which is journaled the shaft or spindle (19) with a latch (Q0) constructed as an integral part thereof and eX- tending through the slot (21) in said female member for locking engagement with the recess (13) in the male member. A coil spring (22) is adapted to encircle the shaft (19) to retain the latch in its normal spring pressed relation to the recess (13), and one of the reduced portions of said shaft is elongated, as at 23, for connection with the link (24) of the operating rod (25). The contracted base of the female member is provided with an annular flange (26) which is secured to the screw threaded neck (27) by bolts or rivets (28) said neck having mounted thereon an angle pipe (29) communicating with the hose pipe 41. We have found in practice that upon the withdrawal of the male member there has been a tendency of the end or edge of the packing or gasket to follow the male member. To preclude this, we embed the gasket (31) in a recess (32) by means of a ring and attaching devices (34). rI`he upper portion of the angle pipe (29 constitutes a valve casing or housing in which is inclosed a valve and a valve stem (36), the latter having a pair of Contact plates (38) and (37) of substantially salt-ireform, one being slidably mounted on the inner proximal end of said valve stem and the other rigidly secured to the outer proximal end of said valve stem. This valve stem carries a retractable coil spring (39) intermediate of said contact plates, the movable one of which is designed to abut the shoulder (40) and permit an' extension of the valve (35) commensurate with the predetermined length of the protruding end of the pipe (14) of the complementary member (7 In this connection it will be observed that the valve is approximately concavo-convex, and considerable advantage is attached to this feature for, when the valve has been opened, as exhibited in Fig. 5 of the aecompanying drai'vings, the entering fluid is deflected by the concave face of the valve and its maximum force is consequently directed upon the brakes. The lower portion of the angle pipe (29) is connected by the flexible hose (41) to the valve (i12) of the main air pipe (13), a lever (44:) being provided for the desired operation of the valve. Both the male and female members are, preferably, provided with longitudinal slots (45) which register when the members are coupled and allow the escape of any water, sleet, snow, and the like that might enter, and which furthermore materially lighten and cheapen the cost of manufacture of said members.

In automatic train-pipe couplings it is necessary or expedient to actuate the valve in the supply pipe governing the fluid automatically, to regulate the throw of the valve without variation and to maintain it in proper position, open or closed, irrespective of the bumping or jolting of the cars. In

our present form of invention we have provided a carriage for the couplers which is permitted a Wide range of movement in various directions and particularly in the backward and forward directions.

As clearly illustrated in Figs. 2 and 8 of the drawings, a pipe or bar (4G) is connected centrally of the air-pipe (15), and extends rearwardly and is terminally squared at t8 for engagement with the correspondinglyshaped aperture (49) of the hanger (50) which is pivotally secured to the U-shaped bracket sections (51) and (52) by the pins (53), the angular deflected arms of the bracket section (51) being fastened transversely of the beams (6), as at 54. This hanger (50) also serves as a stop for the coil spring that encircles the rod (4G) but provides at 56 connections for the outer ends of the smaller brace rods (57), having opposite ends similarly attached to the flange (58) of the collar (59), which latter contacts with the other terminal of said spring. The outer extremity of the operating rod (25) is likewise mounted on the hanger at 60. Obviously, the tension of the spring may be adjusted at will by the appropriate manipulation of the nuts 57a of said rods (57) of the carriage.

The arrangement and construction just described provide for the horizontal oscillations of the coupler. To furnish means for the movement of the couplers in a vertical plane, we have devised a yieldable support which comprises a pair of depending brackets (G1) secured to the beams at 62 and having a connecting rod (63), 'upon opposite ends of which is loosely mounted a curvilinear arm (641), the inner terminals thereof being oined by the transversely arranged rod ((35), which lies contiguous the rod (4(3) of the couplers. To insure yieldability, springs (G6) are located intermediate the outer terminals of the arms (G4) and the upper proximal end of the depending bracket (G1).

From the description of the male and female members hereinbefore set forth it will appear manifest when the cars are drawn together that the said members will occupy a nesting position relative to each other, and that the latch (20) of the female member will automatically engage the recess (13) of the male member and in this manner secure a locking of the connections. The uncoupling of the members is likewise automatic, for when the cars recede from each other the respective carriages distend in a horizontal plane and cause a commensurate movement of the rods (25), the outer hooked terminal of which will impinge against the hanger (50) and thus cause the latch (20) to become disengaged from the recess From the foregoing description, taken in connection with the accompanying drawings, the construction, mode of operation, and advantages of the invention will be readily understood, and it will be seen that the said invention provides an air-brake coupling which is entirely automatic and adapted to operate in an effective manner, and which obviates the necessity of a railway employee going between or under the ends of two adjacent cars for the purpose of manually adjusting the couplings.

What we claim as new is l. ln an automatic air-brake coupling, the combination of a pair of correlative members, a depending bracket having a pivoted hanger arranged medially thereof, a transverse yieldable support, a bar connected to said members and movable in a horizontal plane with respect to said hanger, and in a vertical plane relative to said support, a flanged collar mounted on said bar, a coil spring encircling' said bar intermediate the hanger and the collar, and a pair of brace rods connected to the latter for securing an adjustment of the tension of said spring.

In an automatic air-brake coupling, the combination of a pair of correlative memaers, a pivoted hanger, a pair of spring arms having a connecting rod, and a bar secured to said members and mounted in said hanger for movement in a horizontal plane and resting upon said rod for movement in a vertical plane.

3. ln an automatic air-brake coupling, the combination with a carriage, of a male and a female member movable rectilinearly relative to each other, an angle pipe carried by said female member, the upper portion thereof constituting a valve casing, a spring pressed valve mounted in said casing and having a concave fluid defiecting surface, the lower part of said angle pipe having connection with any suitable source of fiuid supply, and means operated by the meeting and receding of the male member with respect to the female member for opening and closing said valve.

4e. In an automatic air-brake coupling, the combination with a carriage having movement in either a horizontal or vertical plane,

of a male and a female member, said male member having a recess, a pair of ears formed on said female member, a shaft journaled in said ears and having an integrally formed latch for locking engagement with the recess of said male member, and means for operating said shaft.

In an automatic air-brake coupling, the combination with a carriage having movement in either a horizontal or vertical plane, of a male member and a female member, said male member having a recess, a pair of ears formed on said female member, a shaft journaled in said ears and having an integrally formed latch for locking engagement with the recess of said male member, a spring encircling said shaft and bearing against said latch, and means for operating said shaft- 6. In an automatic air-brake coupling, the combination with a carriage, of a substantially frustum shaped male member, and a complementary female member, both of said members having a plurality of circumferentially disposed, longitudinally arranged slots.

7. In an automatic air-brake coupling, the combination with a carriage, of a substantially frustum shaped male member, and a complementary female member, both of said members having' a plurality of circumferentially disposed, longitudinally arranged registering slots.

8. In an automatic air-brake coupling, the combination of a pair of correlative members, a hanger, a. bar yieldably connected to said members, one of said members having a recess, a latch carried by the other meniber for engagement with the recess, and means connected to said latch and adapted to abut said hanger for automatically uncoupling the members when the cars recede from each other.

In testimony whereof we hereunto affix our signatures in presence of two witnesses.

VILLIAM E. CAMPBELL. HOi/VARD T. INGHRAM. lVitnesses F. WV. JnRrcHn, H. R. HOWELL.

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