Patent GB-191030308-A (GB)
Title: Improvements in and relating to Automatic Railway Couplings.
Inventor: LANZDORF ADOLF
IPC: B61G5/08
Filed: 1910-12-30
Granted: 1911-12-30
Abstract: 30,308. Lanzdorf, A. Dec. 30. [Addition to 30,212/10.] Couplings, operating form engine; buffers; couplings, automatic; draw-gear.-In pneumatic means for uncoupling railway vehicles from the locomotive as described in the parent Specification, the apparatus can be set so that any desired number of vehicles can be uncoupled (1) all together or (2) successively in groups; the pneumatic system may be used for operating the brakes; and the heating-pipes are coupled automatically with the uncoupling-pipes. (1) In order that a number of vehicles may be detached together, the valve 63, Fig. 2, between the train-pipe 1 and the uncoupling-cylinder 57 is operable manually instead of automatically, so that the valve on any vehicle can be set for uncoupling all the vehicles behind it. (2) In the apparatus that can be set so that the driver can uncouple the vehicles in groups, the train-pipes 1, 2, Fig. 23, are coupled through the buffers 3, 4 throughout the train, and on the last vehicle only they are connected through a pipe 32 so as to provide a continuous conduit from the locomotive by the pipe 1, through the pipe 32 on the last vehicle of the train, and back to the locomotive through the pipe 2. The valve 62 between the train-pipe and the uncoupling- cylinder 57 is of the rotary-disk type and normally occupies the position shown in Fig. 13 to establish through connexion of the train-pipe and shut off the uncoupling-cylinder therefrom. The spindle 66, Fig. 17, of the rotary disk is connected by wheel and rack gearing 69 to a jointed pendulum 73, and to set the apparatus so that the driver can uncouple the vehicles in groups. The pendulum connected to the valve 62 in the return pipe 2 on the vehicle preceding each group is raised and supported in a bracket 75 on the vehicle behind it, whereby the valve 62 is turned to the position shown in Fig. 14, obturating the train-pipe 2 and connecting it to the pipe 61 leading to the uncoupling- cylinder. There is thus a continuous connexion from the locomotive through pipes 1, 32, 2 to the uncoupling-cylinder in front of the first group of vehicles to be detached, so that the driver can detach them by admitting compressed air to, or exhausting, the train-pipe. As this group is being left behind, the jointed pendulum 73 falls and returns the valve 62 to the position shown in Fig. 13 so that the train-pipe is put into communication with the uncoupling-cylinder in front of the next group of vehicles. In returning to this position a spring arm 78, Fig. 19, on the spindle 66 of the valve 62 opens an exhaust valve 77 on the train-pipe to prevent the pressure of vacuum therein from releasing the second group of vehicles. The cock 62 can be-turned to obturate the train-pipe 2 and connect the train-pipe 1 to the brake cylinder 84, Fig. 23, through a port 82 in the valve disk. The valve is locked in its several positions by a pawl 88 and ratchet-wheel. To provide for the automatic coupling of the train-pipes 1, 2, they are connected by flexible pipes 31, Fig. 23. to extensions 11, 26 of the casings of the buffers 3, 4, and the buffer 4 has a hollow projection 8 adapted to enter within a cavity 6, Fig. 4, in the buffer 3. On the last vehicle of the train, a cylindrical slide valve 12 in each buffer casing is held in the position shown in Fig. 4 by a spring 14 so that the pipes 31, and consequently the train-pipes 1, 2, are connected through the swivelled pipe 32. When the projection 8 passes into the casing of the buffer 3, the slide valves in the two buffers are pressed back to the positions shown in Fig. 6, closing the pipe 32 and so disconnecting the train-pipes 1, 2 on that vehicle, and connecting the pipes 1, 2 respectively to the corresponding pipes on the next vehicle through the pipes 31 and the ports 24 in the slide valves. The packing-piston 16, Figs. 4 and 6, for the projection 8 contains a conical sleeve 18, Fig. 9, rendered resilient by straight or helical slits 20. The buffer casings 9, 27, Figs. 4, 6, and 23, can move axially in sockets 98 carried by a spring 96, Figs. 10, 11, and 12, mounted on a central buffer 97. The buffer casings on the same vehicle are connected by a web 100, and, in the coupled position, a pivoted hook 34 on one buffer engages the connected buffer, so that a rectangular framework is formed. This framework may be connected to the draw-bar 108, Fig. 11, by a rod 104, which is universally jointed in a plate 105 carrying studs to engage the forked end of the draw-bar, the plate bearing against the spring of the buffer 97. When compressed air passes into the pipe 61, Figs. 12 and 14, pistons 39, 40 are forced apart to release the hooks 34, and the piston rod 60 is driven out to disconnect the main coupling. This coupling, Figs. 21, 22, and 23, may comprise an eye 110 and a hook III carried by rotary shafts 109, 113. These shafts are connected by cranks 112, 114 which are engaged by the piston-rod 60 to lift the eye and depress the hook for uncoupling. In coupling, the eye rides over the hook, and when a pull comes upon the coupling, a slide 119 is moved into the hook, thereby rocking a lever 122, loosely mounted on the shaft 113, to move the end 121 of the hook beneath the vehicle and lock the coupling. The heating-pipes 89, Fig. 23, may be connected to the buffers, and formed at one end with a conical end 91 to engage in a packing piston, similar to the piston 16 described above, in a bushing 93 carried by the opposing pipe.