Automatic Air-coupling Structure For Railway Cars

Abstract

Automatic air coupling structure for railway cars is provided herein. Thus, an engagement of the physical knuckle coupling between the cars automatically produces a corresponding engagement of air line extremities of adjacent cars. Novel guide means is provided for facilitating inter-coupling between air line sections of the respective cars. Shut-off valve means of an automatic-operation type is likewise provided. Accommodating structure is provided for suitable automatic adjustment, both horizontally and vertically, in response to car movements.

Description

The present invention relates to air line coupling structures for railway cars and, more particularly, to a new and improved structure wherein the hooking up of adjacent railway cars accomplishes automatically a re-connection of the air line common to both cars, this through the novel structure provided in the present invention.

In the railway art it is common practice for a single air line to be provided, as in the case of freight cars, so that an air supply exists as to all railway cars being hauled by the prime mover or engine. This air is supplied for accomplishing the setting of brakes of the individual cars when the train is to be slowed down or stopped.

When cars are disconnected it is essential that the corresponding juncture areas of the air line sections common to each car also be disconnected, and this in a manner such that, in the main, air pressure at the compressor source is not lost.

In the past, to reconnect railway cars or otherwise make up a train, personnel have had to be employed to adjust manually certain valve structures and also to accomplish by hand a reconnection of the end points of the air line section common to respective cars which are to be hooked together. This is a very time-consuming, dangerous, and laborious operation. Obviously, it would be greatly to the advantage of owners and operating personnel if a connection of two cars by their common knuckle joints could automatically produce a reconnection of the air line sections of the respective cars.

Accordingly, a principal object of the present invention is to provide automatic means for automatically connecting air line sections of adjacent railway cars, and this at a time when the railway cars are hooked together through their knuckle or other connections.

A further object of the invention is to provide air line intercoupling structure for railway cars.

An additional object is to provide air line coupling structure which is automatically operable to self-connect or disconnect upon the engagement or disengagement of the physical coupling structures of adjacent cars.

An additional object is to provide air line intercoupling structure which adjusts for train movement.

An additional object is to provide air line coupling structure having guide means for compensating for possible mismatch in alignment between the coupling connections of adjacent railway cars.

A further object is to provide for horizontal and/or vertical adjustment movements of the coupling structure associating adjacent air line sections in a train, so as to cooperate with train movement and/or other physical consideration.

An additional object is to provide an air line coupling structure wherein potentially mismatched structures may be gradually brought into alignment so that the coupling is effected.

The features of the present invention may best be understood by reference to the following description taken in connection with the accompanying drawings in which:

FIG. 1 is a side elevation of a coupling structure of adjacent railway cars with the invented portion of the structure as relates to air line connection being shown beneath the horizontal line labeled 2--2.

FIG. 2 is a plan view, partially in sections, and is taken along the line 2--2 in FIG. 1.

FIG. 3 is a plan view of a representative railway car air connection structure associated with the left-hand side of FIGS. 1 and 2.

FIG. 4 is a section taken along the line 4--4 in FIG. 3.

FIG. 5 is an end view of the structure of FIG. 3 and is taken along the line 5--5.

FIG. 6 is a transverse vertical section taken along the line 6--6 in FIG. 3.

FIG. 7 is a transverse horizontal section taken along the line 7--7 in FIG. 5.

FIG. 8 is similar to FIG. 3, comprises a plan view in schematic form, and illustrates the air line coupling structure when the same is connected together as through a coupling of two adjacent railway cars.

FIG. 9 is an enlarged section taken along the line 9--9 in FIG. 2.

FIG. 10 is an enlarged transverse section taken along the line 10--10 in FIG. 2.

FIG. 11 illustrates the coupling structures of adjacent railway cars when the same is physically uncoupled but is gradually approaching a coupling condition, as seen in FIGS. 2 and 8.

In FIG. 1 the rear of the railroad car is provided with a conventional rearwardly extending channel 10, having conventional right and left sills 11 (one being shown). In the present invention the draft sills 11 include respective depending sides 12 and 13, see FIG. 10, which are joined together by carrier or base 14. Disposed to the left of channel 10 is a first railway car coupler 15 of conventional design, the same being releasably coupled to second coupler 16 associated with the corresponding end of an adjacent railway car. Structure similar to channel 10 will likewise be disposed at 17. The draft sills include respective slot apertures C which receive the customary draft key 18 proceeding therethrough. The draft key, of course, includes its customary head 19 and also a tapered end 20, the latter being provided with aperture 21 for receiving pin 22. It will be understood that the structure thus far described, in general comprises conventional structure. However, that structure shown below the horizontal line associated with the section lines 2--2, in FIG. 1, is new.

Clevis supports 23 and 24 include upstanding arms 25 and 26 which themselves include respective apertures C, for receiving respective draft keys 18. Clevis members 23 and 24 simply serve as respective supports for receiving square tubular members 27 and 28, respectively. The tubular members as shown are interiorly hollow at 29 and 30, which hollow areas receive compression springs 31 and 32.

Depending from the respective tubular members 27 and 28 is stub shaft 33, the same being apertured to receive cotterkey 34 retaining washer 35. Accordingly, the stub shaft 33 for the opposite constructions for members 23 and 24 comprise pivots or journals such that the square tubular members 27 and 28 may pivot therearound as the same are being supported by their respective saddles or clevis members 23 and 24.

Air chamber coupler 36 includes an air chamber portion 37 which is joined to piston extension 38. The latter may comprise a shank having an essentially square cross-section and the end 39 of which abuts spring 31. See also FIG. 2 in this connection. A corresponding construction is shown in connection with air chamber coupler 40 having the air chamber 41 and the rearward piston or shank extension 42. In connection with the latter, the end 43 thereof abuts spring 32 as seen in the left-hand side of FIGS. 1 and 2.

Reference in the above connection is made to FIGS. 3 through 7. Air chamber 37, see FIG. 4, includes a cover plate 45 provided with apertures 46 and 47 for receiving bolt attachments 48 and 49. The latter may be provided with washer W, if needed. Bosses 50 and 51 may extend inwardly from the side walls W-1 of the air chamber. It is noted that a gasket 52 is provided with between the cover plate 45 and remainder of the air chamber construction 37. To air chamber 37 is affixed, as by machine screws 53 and 54, see FIG. 7, a plate 55 provided with an air receiving boss or nipple 56. Aligned apertures 57 and 58 for receiving the nipple connection of the adjacent car are supplied as shown in FIG. 7, with the same being spaced apart such that an O-ring 59 may be inserted therebetween proximate their congruent side walls. A recessed base 60 within the main casting of air chamber 37 is provided to seat spring 61. The latter is likewise seated in a recess 62, a spring seat disposed within valve 63. Valve 63 is seen both in FIG. 7 and FIG. 4, and in FIG. 4 the same is shown to include a pivot 64. Ear 65 receives pin 64, and the latter proceeds through journal ears 67 and 68 of the valve 63, see FIG. 6.

Knuckle pins 69 and 70, see FIG. 1, are elongated relative to the conventional knuckle pins used, but form the same functions so far as the inter-coupling jaws of the coupling are concerned. These knuckle pins are provided with respective apertures 72 for receiving bolt attachments 73 as proceed through respective bosses 74.

The boss, e.g. 74, forms an integral part of support bracket 75. The latter includes an intermediate arm 76 joining a base 77. The latter includes a travel slot 78 for receiving stub shaft 79 depending from the base of channel 80 constraining the air chamber structure. The stub shaft 79 is provided with washer and cotterkey attachments 81 and 82, as shown in FIG. 4.

Corresponding structure is found on the left-hand side of FIG. 2, wherein boss 83 forms a part of arm 84 which in turn forms a part of support bracket 85. Support bracket likewise includes base 86 having central arcuate travel slot 87, as shown on the left-hand side of FIG. 1. The same structure, only "opposite hand," is thus supplied at the left-hand portion of FIG. 2, and a corresponding depending stub shaft 79 will likewise be provided in conjunction with respective washer 81 and cotterkey 82. Attached or made integral with air chamber 31 is a funnel guide member 88 which is constructed to receive the corresponding air chamber structure of the adjacent car.

The opposite funnel guides 88 and 88' include sloping upper and lower flanges 89 and 90 which join together in a side portion 91. The same type of structure is present at points X and Y in FIG. 11. Thus, the structure applicable at 88 will likewise be applicable at 91.

FIG. 11 illustrates that plate extensions 92 and 93 are likewise provided the individual air chamber castings and serve to guide the air couplings together, this in combination with the funnel guide structures at 88 and 88' in FIG. 11, the same being opposite corresponding structures.

In returning to FIG. 2 it is seen that each of the respective structure halves includes a respective spring E and F. These abut arm walls 94 and 95 at one extremity and likewise serve to abut respective walls G and H of channels 80 and 80'. Accordingly, when air is disconnected as between cars, see FIG. 11, the horizontal axes of the complimentary coupling structures will be laterally displaced. When, however, the air house coupling is brought together such that the air chambers mutually intercommunicate, then the sliding of arm 92, see FIG. 11, into funnel guide structure 88 and the corresponding of arm 93 into structure 88', will bring the axes of the two couplings together such that there is a correct alignment of air chamber bosses 56 and 56' with corresponding apertures with their respective air communication apertures 58 and 58'. O-rings 59 and 59' insure the sealing engagement of the air passageway nipples with the respective receiving apertures of the air chambers.

FIG. 10 illustrates that a plate 96 is included in the structure. Plate 96 is disposed between vertical guide elements 97, 98, 99 and 100, see also FIG. 11. These guide elements, 97-100, may be integral with or attached to the interior walls of upstanding sides 12 and 13, see FIGS. 2 and 10. Tongue portions 101 and 102 fit into the spaces formed by the guide elements as seen in FIG. 11. Springs 103-105 are compression springs seated in recesses 106-108, and back the plate 96 on the underside 109 thereof. Plate 96 thus resiliently retains upwardly the respective tubular members 27, 28. A retention bar 110 is fixed to the depending opposite sides 12 and 13 of the structure and serves as a stop or upper limit of travel for the piston guide box structures 27, 28. Existing air hose 111 is provided with a conventional coupling or fitting 112 which connects to nipple 113. The latter forms a portion for coupling 114 which is joined to nipple 115. Flexible air hose extension 116 is provided with suitable clamped end fittings for joining to the elbow 117 and also to the air chamber connection 118.

In operation, FIG. 11 illustrates the structure prior to completion of the coupling of the cars together and the corresponding and simultaneous coupling of the air supply structures. When the structures are so coupled together, then the structural condition as shown in FIG. 8 obtains, wherein air-flow is seen in the direction of the arrow in FIG. 8. Of course, the air-flow direction can be reversed, this depending upon the direction of the cars connected and the source of air provided, and so forth.

Of great importance is the flexibility of the structural features provided. Thus, see FIG. 2, there is enabled a pivot at point 119 in FIG. 1 such that the entire elongate tubular box or cylinder structure with the interior piston or shank may be pivotally displaced about the vertical axis of pivot point 119. The same likewise obtains in connection with the elongate tubular box structure to the left of the drawings in FIGS. 1 and 2. Accordingly, there is provided flexibility for an uncoupling and also a recoupling as the cars are brought together, and this in an automatic manner. The springs 103-105 provide for flexibility and ease of connection in that the same accommodate a downward flexure of the structures 27 and 28. This allows the opposite air coupling structures to be deflected up and down in the course of coupling and uncoupling procedures. The funnel-type guides 88, 88' accommodate the permissible variation in the height of railway car couplers such that notwithstanding such variation, the same may be brought together and the air hose structure made continuous through the progressive urging together of the coupling units as exemplified in FIGS. 3, 5 and 1. See also FIG. 8.

Accordingly, what the present invention has provided is new and improved structure for railway cars wherein the air supply may be automatically coupled for routing through coupled cars, and this with the elimination of all manual structure heretofore provided. Thus, the manually actuated angle cocks conventionally supplied railway cars may now be eliminated.

Relative to the valve structure at 63 in FIG. 4 it is seen that the valve is normally open and is held open by compression spring 61. When the cars, however, are brought together, then the valve is pushed away from port P by the corresponding air passageway nipple. FIG. 8 illustrates that the valves are separated from their seats to allow for air-flow passageway upon the contacts of the air passageway nipples with the valves as seen in FIG. 8 when cars are joined together. Once a rear car, for example, is separated from a forward car, then the air pressure of the forward car will overcome the valve spring pressure so as to close the valve to prevent air from escaping.

It should be observed that the air chamber structures 36 and 36' will be aligned and connected together prior to completion of inter-car coupling. Springs 31 and 32, hence, will be slightly under compression, but the entire structure will be floating or adjustably carried so as to accommodate both slack and shock in either direction as the cars are coupled together.

While particular embodiments of the invention have been shown and described, it will be obvious to those skilled in the art the various changes and modifications which may be made without departing from the essential features of the present invention and, therefore, the aim in the appended claims is to cover all such changes and modifications as fall within the true spirit and scope of the invention.

Claims

I claim:

1. In the combination of a pair of mutually and releasably hooked together railway cars having respective air-line terminals: an improvement comprising a pair of air-chamber structures each having releasable, selectably, telescopingly engagable, inter-communicating means and each being supported by a respective one of said cars, respective cylinders supported by respective ones of said cars, a compression spring operatively disposed in each of said cylinders, each of said air-chamber structures including an oppositely extending piston extension operatively disposed within a respective one of said cylinders and operatively co-acting with that compression spring disposed therein, and respective conduit means, disposed outside of each of said oppositely extending piston extensions, connecting a respective one of said air-chamber structures with a respective one of said air-line terminals.

2. The improvement of claim 1 wherein each of said air-chamber structures includes side-opposite funnel guide means for bringing said air-chamber structures into alignment for mutual interconnection at said intercommunicating means thereof.

3. Structure according to claim 2 wherein said intercommunicating means of each of said air-chamber structures comprise a male nipple and a female receptacle, the nipple of one of said air-chamber structures releasably penetrating the receptacle of the remaining air-chamber structure.

4. Structure according to claim 1 wherein supporting means depend from each of said cars, each of said cylinders being pivoted at corresponding pivots thereof to said supporting means.

5. In the combination of a pair of mutually and releasably hooked together railway cars having respective air-line terminals: an improvement comprising a pair of air-chamber structures each having releasable, selectably engagable, inter-communicating means and each being supported by a respective one of said cars, respective cylinders supported by respective ones of said cars, a compression spring operatively disposed in each of said cylinders, each of said air-chamber structures including an oppositely extending piston extension operatively disposed within a respective one of said cylinders and operatively co-acting with that compression spring disposed therein, and respective conduit means connecting a respective one of said air-chamber structures with a respective one of said air-line terminals, wherein supporting means depend from each of said cars, each of said cylinders being pivoted at corresponding pivots thereof to said supporting means, and wherein said improvement includes a pair of brackets each depending from said cars proximate the respective coupling connections thereof, said cars having such coupling connections, each of said brackets including a base having an arcuate slot, a pair of longitudinally oriented channel guide means each receiving a respective one of said air-chamber structures and each including a protuberance follower disposed in said arcuate slot, said arcuate slots being circularly arcuate about a respective one of said pivots.

6. In a railway car having a car coupler and an air line connection, an improvement comprising an air-chamber structure operably and flexibly connected to said air line connection, means depending from said car for floatingly supporting said air chamber structure, said air-chamber structure including a spring-biased backing piston and guide means for providing alignment with corresponding structure of an adjacent railway car to be coupled thereto, said air-chamber structure also including releasable male and female air connection means operably insertably engagable with said corresponding structure, for enabling air communication between cars via the air-chamber structures thereof.