Improvements in Brake Pipe Couplings.
Year: 1896

page_text: Date of Application, 28th May, 1896-Accepted, 4th July. 1896
COMPLETE SPECIFICATION.
Improvements in Brake Pipe Couplings.
I, JOHN EBENEZER BOUSFIELD, of the Firm of G. F. Redfern & Co., The
General Patent Office, No. 4, South Street, Finsbury, in the County of London,
Patent Agents, do hereby declare the nature of this invention (a communication
to me by Martin Lewis Weaver, and Blake B. Babcock, both of Hornellsville,
New York, United States of America) and in what manner the same is to be
performed, to be particularly described and ascertained in and by the following
statement:-
Figure 1 represents a central longitudinal section of a train brake coupling
device to which my improvements have been applied.
Figure 2 is a detail perspective view shewing my locking latch thereon.
Figure 3 is a detail perspective view of the air retaining valve.
Figure 4 is a detail plan of the port opposite that of the air retaining valve.
My invention relates to the brake apparatus of railway cars, whether air,
vacuum, or other fluid-pressure for which my improvements may prove suitable or
adapted.
The objects of my invention are to provide a brake pipe with a coupling which
will, upon accidental or other severance of the train, prevent the setting of the
brakes upon the forward part, or that part of the train under the control of the
engineer, and apply the brakes to the other section or sections beyond his control.
If desired, however, by the use of my coupling, the brakes may be set upon both
sections of a disconnected train, or the brakes of both sections, when broken, may
be kept off. My invention relates to other details of construction which will be
hereinafter referred to.
To attain these objects my invention consists in the following combination and
construction of devices, the details of which will first be fully set forth and
described and the features of novelty then referred to and claimed.
In the drawings,-
A represents the usual angle plug of a brake coupling to the horizontal member
of which the brake hose or pipe is attached. The vertical stem is exteriorly
preferably conical and is plugged or solid at its upper end.
B represents a coupling having two arms F and G (there may be more than
two arms if desired) which are hollow and provided with ports C and D. The
coupling B is vertically cored out and journaled to fit the plug A upon which it
swivels or rotates.
E is a lateral port in plug A. Only one arm F or G may register with port E
at the same time, the other arm being cut out and out of action.
H is a collar which is keyed or splined to the plug A and has a recess therein
to receive a coiled spring I, a threaded nut J serving to bring the collar and spring
under proper tension to make the swivelled joint tight.
K is the air retaining valve formed of any substance suitable for the purpose.
I have found that moulded rubber gives good results. The valve head Lis
imperforate and of sufficient substance to cause it to descend normally by gravity
to close the port C. It may be of any suitable shape or configuration. M is the
gasket ring formed integrally with the valve K, and N is an intervening neck
uniting the gasket with the valve-head. A longitudinal channel O is made
through the gasket into the neck, where a series of lateral ports P communicate.

page_text: When made of rubber the valve is inserted through plug Q, the neck and flange
collapsing sufficiently to pass the port C.
When the coupling of the adjoining car is not connected thereto the normal
position of the valve K is as shewn in the drawings, and the port C is closed by
the valve-head. The pressure in the brake pipe A is exerted upon the head of
the valve and acts thereon to close it tightly.
Qis a screw-plug suitably hollowed out interiorly to accommodate the proper
movement of the valve and permit its insertion and withdrawal.
The opposite port D of the swivelled coupling is provided with an annular recess
for the gasket R. S is the gasket ring having a series of projections thereon
which take into a corresponding series of openings T, which openings communicate
with an undercut annular recess Y having cam-faces Z thereon, against which the
projections U impinge and securely fasten the gasket in place by the partial
rotation of the gasket ring. Instead of the recess being cam-faced the projections U
on the gasket ring may be provided with cam-faces. The port D is unprovided
with any valve.
V is a pivoted latch hung in suitable bearings W upon the coupler B, and X is
a slot in the collar H, of which there are two, by means of which the two-armed
coupler may be locked with either end projecting out from the car.
In coupling a train of cars together the port C provided with the air-retaining
valve is presented for coupling the rear end of the car, and the port D is presented
for coupling the forward end of the car. In case of the severance of the train
at any point, whether accidental or otherwise, the air-retaining valve on the forward
section of the brake immediately comes into action, closing the brake pipe and
thereby preventing the air from escaping. The engineer therefore does not lose
control of his train, or rather the section of it which is connected to the engine,
while the air rushes out from the brake pipe of the detached section causing the
brakes thereon to instantly set. It will thus be seen that the dangers of any
collisions in accidentally parted trains by reason of the two sections colliding with
one another is obviated because the rear section will be brought to a stop and the
forward section under the control of the engineer will keep on subject to his
control. Of course there are other obvious advantages flowing from my invention.
When the cars are made up into a train to move in a direction opposite to that
last described the couplings are reversed and locked in that position by the
latch V.
It should be understood in connection with this invention that my improved
coupling operates in connection with any system of fluid-pressure brake apparatus
such as air or steam, in which auxiliary reservoirs under each car of the train
are charged with pressure, the said reservoirs being brought into action for setting
the brakes of the train by the intentional or accidental opening of the train brake
pipe, either by the engineer, trainmen, passengers or accidental severance of the
coupling or opening of the brake pipe.
Having now particularly described and ascertained the nature of my said inven-
tion and in what manner the same is to be performed, I declare that what I
claim is :-
1. A brake pipe coupling having two ports adapted to be interchangeably used,
one of which ports is unobstructed and the other being provided with a self-closing
valve.
2. A valve made of moulded flexible material in one piece provided with an
imperforate head, a gasket or flange, an intervening neck provided with lateral
and
ports
a longitudinal port through the gasket and neck connecting with the
lateral ports.
3. A pivoted or swivelled brake pipe coupling member having opposite arms
one of which is provided with an open port, and the other with a self-closing
valve.
4. A pivoted coupling having opposite arms provided with ports in each end

page_text: thereof one unobstructed and the other having a valve, a pivot spindle or plug, a
collar fast on the plug, and a latch engaging the plug for locking the coupling
when its arms are reversed.
5. In a pipe coupling, the combination of a gasket seat having recesses, and a
gasket retaining ring having projections thereon adapted to engage the said
recesses, one of the parts being cam-faced.
6. The combination of the hollow brake pipe spindle or plug having a lateral
port, a two-armed coupling swivelled thereon, and ports in each arm of the
coupling, one of which is open and the other provided with a self-closing valve.
7. The combination of the hollow brake pipe, spindle or plug, a pivoted
coupling swivelled thereon having one arm unobstructed and the other provided
with a valve, a collar fast upon the plug, a lock-stop upon the collar, a latch or
lock upon the coupling adapted to engage the lock-stop, a spring interposed
between the collar and coupling, and a nut for adjusting the tension.
Dated this 28th day of May 1896.
G. F. REDFERN & Co.,
4, South Street, Finsbury, London, Agents for the Applicant.