Improvements in Pipe Couplings on Railway Trains.
Year: 1898

page_text: Date of Application, 5th Apr., 1898-Accepted, 6th Aug., 1898
COMPLETE SPECIFICATION.
Improvements in Pipe Couplings on Railway Trains.
I, OLIVER IMRAY, of Birkbeck Bank Chambers, Southampton Buildings,
Chancery Lane, in the County of London, Chartered Patent Agent, do hereby
declare the nature of this invention (as communicated to me from abroad by
William Jesse Pugh, of Muscatine, Iowa, Mechanical Engineer, Charles Watkins,
Farmer, of Nichols Station, Muscantine County, Iowa, Frank Horace Wray,
of 527, 44 Street, Chicago, Illinois, Physician, Elmer Grant Dennis, of 167,
Dearborn Street, Chicago, Illinois, Physician, and Albert Stow Griffith, Capitalist,
of 167, Dearborn Street, Chicago, Illinois, all of the 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:-
This invention relates to pipe couplings for fluid pressure brakes, and steam
heating apparatus on railway trains, such that they automatically connect or
disconnect the pipes without handling, and are self closing when uncoupled;
but in case of their accidental separation cause the brakes to be applied and
stop the train.
The invention will be explained with reference to the accompanying draw-
ings.
Figure 1 is a side elevation of the couplings A, A, suspended beneath draw
draft bars W, in coupled condition.
Figure 2 is an enlarged plan and part horizontal section on line 2-2 of
Figure 1.
Figure 3 is a horizontal section shewing the coupling separated.
Figure 4 is a vertical section on line 44 of Figure 3.
Figure 5 is another part horizontal section.
Figure 6 is a transverse section on line 6-6 of Figure 3.
Figures 7, 8 and 9 shew details.
The two interlocking heads A which are identical are each suspended beneath
a draw-bar W by two hangers X, which are connected below the head to side
bars, by bolts. Each head lies on the bolts r¹ and is free to move up and
down, but its vertical play is limited by means of bolts X¹ tapped into the head
and projecting through slots X2 in the legs of the outer hanger X. The hangers
are preferably suspended from a bar Z which is fastened to the draw bar by
bolts Zso that the head can also swing laterally and longitudinally beneath
the draw-bar W. The head is normally pushed forward so as to stand slightly
in advance of the draw-bar W by a spring z in a tube z¹ the upper end of which
is suspended from bar Z as shewn in Figure 1, a plunger 2 working in tube z¹
is connected to the rear ends of the bar x.. When the head is pushed backward
the spring z is compressed, but when the head is released, the spring z pushes it
forward.
Each head A has a female part A¹ and a male part A2, which lie side by side,
the part A2 of the one head fitting pretty accurately into the part A¹ of the
other. The outer end of part A' is flaring, and the outer end of part A2 has a
hook A³. The inner face of part A is straight, vertical and smooth so that
when coupled the parts A² of the couplers fit close against each other (Figure 2).

page_text: The part A2 is hollow and within it is a jointing-plug B which has a bevelled
lug B on its outer side which normally projects slightly through an opening
in the outer wall of part A2 (Figure 3.). The jointing-plug B is normally pressed
out by springs 134 (Figures 6 and 9) within part A2 which press against lugs B
on the plug. Through the plug B is a curved passage 132 (Figure 2) the inner
end of which communicates with passage A by a flexible pipe C secured to a
nipple B on the jointing-plug and to a nipple A7 in part A³.
Surrounding the outer end of the passage B2 (Fig. 9) is a peculiar rubber
gasket 6 which has a lateral flange and a flaring flange b³. These flanges fit
into corresponding recesses in the jointing-plug B and form a perfect packing
preventing leakage, withstanding great pressure and being more durable than
the ordinary forms of packing.
The passage A communicates with a transverse passage A5 (Figures 2 and 4)
which is connected at one side of the head with the train pipe for the brake or
for heating. At the other side of the head the passage A5 is connected to a
sort pipe which has an ordinary hand-coupling head y, to be used only in
case of breakage of the automatic coupling, or when the opposite car is not
provided with one. The communication with the pipe Y is ordinarily closed
by a cock Aº.
A plug D (Figures 2, 4, and 7) placed between A4 and passage A5 has an
angular plate D on its upper end against the edge of which presses a spring D²
which ensures the full opening or closing of the plug and holds it so.
To one corner of plate D', at the side opposite spring D², is pivoted a valve
rod E which extends forward through a passage a in the head A (Figures 2, 4
and 5) and its front end overlies the socket in the inner end of part A, as shewn
(Figures 2-4) and is provided with a hook E which is adapted to engage with
the hooked nose A3 of the part A2 of the opposite head when it enters part A¹.
When the rod E is fully drawn out (Figure 4) its hooked end rides upon a
bevel a¹ at the front end of the passage a, causing it to disengage the nose A³
at the proper moment as it is drawn outward by the latter. A slot a² (Figures 4
and 5) in the bottom of passage a permits the hook a to engage with the
nose A³.
Attached to the rod E and depending therefrom through slot a² is a pin E
which engages a slotted lug e¹ on the rear end of a slide plate e (Figures 3-6)
which is fitted close to the inner face of part A2, and is upheld and guided by
means of pins e resting and guided in slots in the faces of part A2 (Figures 4
and 9), so that when the coupling is effected and the plates moved back (Figure 2)
they are out of the way.
The body of plate e is thin and flat and it is used as a valve to close the open-
ing B when the heads are uncoupled, to prevent dust entering it. When the
heads are uncoupled (Figure 3) the plate e projects over the opening 12, and is
held thereagainst by means of the pin E pressing against the lug e¹. When
the heads come together in coupling, the nose A³ strikes the lug e¹ and pushes
the plate e and rod E backward.
A spring E (Figure 4) presses the outer end of rod E down towards the lug e',
and prevents the hook E¹ from disengaging the nose A³ until the hook E¹ strikes
the bevel a¹.
A rod Flies beside the rod E in a recess at in the top of the part A2 (Figures 4
and 5) and projects slightly beyond the centre of the jointing-plug B, being
pushed outwardly by a spring 16.
The inner end of the rod F is bent down so as to lie close to the plate D¹ and
has a wide V-notch F1, F2, in its upper side (Figure 7). The inner extremity
of the rod F is also provided with a lateral lug F3 which is adapted to engage
a bevel fl on a sliding bar f lying in a vertical opening in the head at one side
of the passage A4 and in front of the plug A6 (Figures 4, 5 and 8).
The upper end of rod f is connected by a ball and socket joint f2 to the lower
end of a rod G which extends up through a guide bracket Z2 depending from

page_text: bar Z (Figure 8) and through a slotted clutch g hinged to a clip or ring g¹
secured to the lower end of the locking-pin W of the draw-bar W below which
the head A is suspended. These parts are so arranged that when the locking-
pin W is raised so as to release the locking hook of the draw-bar W, the clutch g
grips the rod G and pulls it up, and with it the bar f, which causes the bevel fi
to engage the lug F3 of the rod F and pull the rod backward, if the parts are
in the position shewn in Figure 2.
A stiff flat spring H lies over the plate D¹, and the inner end of rod F, in
position to be engaged by a catch E2 on the inner' end of rod when the parts
are in the position shewn in Figure 2.
The function of the spring H is to automatically open the plug D in case of
breakage of the couplings W or their pulling loose from the cars, and the
consequent pulling apart of the heads A. The function of the rod F is to keep
the spring H out of operative position except in case of accident.
OPERATION.
The two opposite coupling heads A are suspended beneath the two opposite
draw-bars, the position of the interior parts of the heads, while uncoupled, being
indicated in Figure 3. As the cars come together the male parts A² of the heads
enter the female parts A¹, and the noses A3 striking the lugs el push the plates e
back, with the rods E, thereby turning the plates D₁ so as to open the plugs D.
Simultaneously the jointing-plugs B, B, come opposite each other, and the lugs B₁
meeting the inclined sides of the parts A¹ are forced inward toward each other,
making an air tight joint between the faces 63 of the gaskets b, so that air passes
from one head to the other without leakage. Simultaneously also the rods F, F,
strike each other and are both forced slightly backward so that their lugs F
lie above the bevels f¹ of the bars f. The parts then being in the position shewn
in Figure 2, fluid can circulate freely through them. The springs H, then lie in
the bottoms of the notches in the rods F, and in front of the lugs E2 of the
rods E.
When it is desired to uncouple the cars, the pin W₁ (say of the left hand
coupling) is lifted, releasing the locking hook and at the same time lifting the
bar whose bevel fl catches the lug 13 of the rod F and pulls this rod to the
left, so as to cause the wedge F2 (Figure 2) to pass under the spring H and lift
it up out of the way of the lug E2 on the rod E, so that the latter can close the
plug as the heads separate, This pull of the rod Fin the left hand head. A,
allows the rod F in the right hand head to be moved outwards by its spring Fe,
so that the spring H in the right hand head is raised by its wedge F¹, so as not
to interfere with the free outward movement of its rod E, which closes the plug
in the right hand head. As the heads separate, therefore, under these circum-
stances, the nose hooks A³ engage the hooks E¹ causing the rods E to close the
plugs D, and the plates e to close the jointing plugs B, B, which are separated
instantly by the action of the spring B.
When the locking pin W and rod f drop, the rod F is freed from the bar f
and the parts are ready to couple again.
Again supposing the parts to be again in the position shewn in Figure 2,
and the draw-bars to break loose or some accident to cause one car to break
away from the other; the rods E are pulled outwards before or simultaneously
with the outward movement of the rods F, due to their springs, consequently
the lugs E2 on the rods E catch the springs H (Figure 2) and bend them for-
wards thus straining them, and as soon as the hooks E, are disengaged from
the noses A3 by the bevels a¹ the springs H throw the rods E back again,
thereby opening the plugs D and by allowing air to escape applying the brakes
automatically.
Thus the device operates automatically in coupling, or uncoupling; and also
automatically applies the brakes in case of accidental breaking apart of the
train or heads.

page_text: Having now particularly described and ascertained the nature of this in-
vention and in what manner the same is to be performed, I declare that what I
claim is:-
1. Automatic pipe coupling for railway trains constructed and operating
substantially as and for the purpose set forth.
2. In an automatic pipe coupling, the combination of the head having hollow
male portion A2, and female portion A', the spring urged plug B in the part A¹,
its flexible connection with the air passage A4, the plug D in passage, and the
plate 1 and hooked rod E for operating the plug, all substantially as described.
3. The combination of the parts set forth in the preceding claim, with the
spring H, the double-bevelled rod F for throwing said spring out of engagement
with the rod E and means for operating rod F, substantially as and for the
purpose described.
4. The combination of the parts set forth in Claim 2, with the sliding cover e,
having lug e engaged by a pin on rod E; with the spring Hadapted to engage
rod E and close the valve, the spring actuated double-bevelled rod F under-
lying spring H and disengaging it from the rod E, and means for shifting the
rod F, all substantially as and for the purpose described.
5. The packing ring b, having lateral flanges 61, 63, and face 62, substantially
as described.
6. The combination of the draw-bar, the plate Z suspended under it, the pair
of swinging shackles X, X, suspended from the plate, the bars & connecting the
shackles, the spring plunger and tube connecting the bar to the plate, with
the automatic coupling head supported in the shackles, and the bolts X¹ thereon
engaging slots X2 in the front shackle, substantially as and for the purpose set
forth.
A
A
1000