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Publication numberUS3690469 A
Publication typeGrant
Publication dateSep 12, 1972
Filing dateAug 25, 1970
Priority dateDec 8, 1969
Publication numberUS 3690469 A, US 3690469A, US-A-3690469, US3690469 A, US3690469A
InventorsNagoya Yutaka, Toi Toshio
Original AssigneeNippon Air Brake Co
Export CitationBiBTeX, EndNote, RefMan
External Links: USPTO, USPTO Assignment, Espacenet
System for automatically releasing connection between cars in train
US 3690469 A
Abstract
A system for automatically releasing the connection between cars in a train by a combination of electrical and pneumatic controls in which a line for supplying air under pressure extends from the locomotive to the cars so as to disconnect any desired car from the preceding or succeeding car by the force of air under pressure supplied from the locomotive, and a controller mounted in the locomotive and transmitters mounted in each car are used to designate the specific car to be disconnected, to instruct the disconnecting operation and to confirm the disconnection of the car.
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Description  (OCR text may contain errors)

United States Patent Nagoya et al.

[54] SYSTEM FOR AUTOMATICALLY RELEASING CONNECTION BETWEEN CARS IN TRAIN Inventors: Yutaka Nagoya, Ashiya; Toshio Toi, Amagasaki, both of Japan [73] Assignee: Nippon Air Brake Company, Ltd.,

Kobe, Japan [22] Filed: Aug. 25, 1970 [21] Appl. No.: 66,834

[30] Foreign Application Priority Data Dec. 8, 1969 Japan A i/97804 [52] US. Cl ..'....213/2l2 [51] Int. Cl ..B6lg 1/08, B6lg l/l6, 861g 3/08 [58] Field of Search .21 3/212 [56] References Cited UNITED STATES PATENTS 3,532,228 10/1970 Beyer ..2l3/2l2 [451 Sept. 12, 1972 Del-iaven ..2l3/212 Cope ..2i3/2i2 Primary Examiner-Drayton E. Hoffman Attorney-Bosworth, Sessions, Herrstrom and Cain [5 7] ABSTRACT A system for automatically releasing the connection between cars in a train by a combination of electrical and pneumatic controls in which a line for supplying air under pressure extends from the locomotive to the cars so as to disconnect any desired car from the preceding or succeeding car by the force of air under pressure supplied from the locomotive, and a controller mounted in the locomotive and transmitters mounted in each car are used to designate the specific car to be disconnected, to instruct the disconnecting operation and to confirm the disconnection of the car.

7 Claims, 3 Drawing Figures PATENTED E 12 m2 3. e90 .469

SHEET 3 OF 3 FIG. 3

INVENTORS u TA/m A/A a 0 YA ATToRMErb' SYSTEM FOR AUTOMATICALLY RELEASING CONNECTION BETWEEN CARS IN TRAIN BACKGROUND OF THE INVENTION This invention relates to a system for automatically releasing the connection between cars in a train by a combination of electrical and pneumatic controls, and more particularly to a labor-saving system in which an electrical anda pneumatic signal supplied from the locomotive are utilized to automatically release the coupler between cars composing a train.

DESCRIPTION OF THE PRIOR ART Heretofore, the cooperation of at least three persons, that is, a trainman aboard the locomotive, an operator working on the coupling portion of a car to be disconnected from the next adjacent car, and a watcher who stands outside of a train to send a signal to the trainman and operator, has'been required to compose a train. Thus, not only the car releasing or disconnecting operation for composing a train has required many hands and has been time-consuming, but also it has involved much danger. There has therefore been an increasing demand for the automation of such a troublesome and dangerous operation from the viewpoint of safety, economy, labor-saving saving and rationalization of the operation so that any desired car among several or several ten cars connected as a train can be disconnected form the next adjacent car at any desired place in a factory, yard or the like by mere manipulation of the trainman aboard the locomotive.

SUMMARY OF THE INVENTION It is therefore a primary object of the present invention to provide a system for automatically carrying out such a troublesome and dangerous car disconnecting operation so that simple manipulation by a trainman aboard the locomotive can easily release the coupler between any desired car and the next adjacent car in a train.

According to the present invention, the following advantages can be obtained:

1. Any desired car in a train can be disconnected from the next adjacent car at any desired place by simple manipulation by a trainman aboard the locomotive. l-leretofore, the car disconnecting operation has been carried out by the cooperation of the trainman, an operator working on the coupling portion of the car to be disconnected from the next adjacent car, and a watcher sending a signal to the trainman and operator, and thus it has involved danger and required extra hands.

2. A single air conduit extending through the train and a single positive feeder wire extending through the train are only necessary for effecting the automatic disconnection of the specific car irrespective of the number of cars composing the train. (In the present invention, the rails serve as a negative feeder).

3. The car can be disconnected from the preceding or succeeding car as required.

4. In connection with the sorting operation on a yard, the system of the present invention may be operated in combination with other equipment to further promote the degree of automation.

5. The car disconnecting operation can be positively carried out and the period of time required for operation can be reduced due to the fact that air under pressure is utilized to produce the force for the disconnection under control of anelectrical signal. v

The above and other objects, features and advantages of the present invention will be readily apparent from the following detailed description of a preferred embodiment thereof taken in conjunction with the accompanying drawings.

BRIEF DESCRIPTION OF THE DRAWINGS FIG. 1 is a schematic diagram of a system for automatically releasing the connection between cars in a train embodying the present invention.

FIG. 2 is a schematic diagram of parts of the system in a locomotive and a first car connected to the locomotive, showing the state of supplying air under pressure from the locomotive to succeeding cars including the first car.

FIG. 3 is a schematic diagram of parts of the system in a second car, showing the state of relaying air under pressure supplied from the locomotive through the first car for supplying the air under pressure to succeeding cars.

DESCRIPTION OF THE PREFERRED EMBODIMENT Referring to FIG. 1, a train is composed of a locomotive A and several or several ten cars among which only two cars B, and B connected successively are shown herein. The locomotive A and the cars B, and B are connected by means of automatic couples. The automatic couplers are of the type in which a pair of opposite coupler elements are brought into engagement with each other for establishing a firm coupling thereby attaining the connection and are released for disconnection by the operation of an'actuating lever. The automatic coupler of this type is well known in the art and any detailed description as to it is unnecessary.

According to the present invention, the locomotive A is provided with a counter controller AA for instructing the disconnecting operation, a solenoid-operated I valve 1 operative in response to an electrical signal applied from the counter controller AA, a change-over valve 2 operative in response to the operation of the solenoid-operated valve 1 to supply air under pressure to and exhaust air under pressure form the succeeding cars B, and B a pressure reducing valve 3 provided with 'a by-pass valve which does not reduce the air pressure during the supply of air to the cars B, and B, but reduces the air pressure during the exhaust of air from the cars B, and B receivers Aa and Ab for receiving electrical signals transmitted from the cars B, and B, by way of wire, and a transmitter Ac for transmitting an electrical signal to the cars B, and B, by way of wire.

The car B, is provided with a double check valve 4 which is operable in both the forward and reverse directions of the car, check valves 5, 6, 14 and 15, a change-over valve 7 which, when actuated, relays air under pressure to the succeeding car B a solenoidoperated valve 10 for supplying air under pressure to and exhausting it from unlocking cylinders Y, and Y, which act to release the automatic coupler, a changeover valve 11 for establishing a path of air under pressure to either the unlocking cylinder Y or Y, which is nearer to the locomotive A depending on the direction of connection of the car, an air reservoir 9 for reserving air under pressure for supplying it to the unlocking cylinders Y, and Y,, a check valve 8 for preventing escapement of air under pressure from the air reservoir 9 during the exhaust of air from the unlocking cylinder Y or Y, nearer to the locomotive A, switches 12 and 13 for sensing the completion of the operation of the respective unlocking cylinders Y and Y,, an air pressure responsive switch 16 which is turned on and off depending on the change-over operation of the change- .over switch 7, a transmitter B a for transmitting to the locomotive A by way of wire a signal representative of the on-state of the air pressure responsive switch 16, a transmitter B b connected to the switches 12 and 13 for transmitting to the locomotive A by way of wire a signal representative of the completion of the operation of the unlocking cylinder Y or Y, sensed by the switch '12 or 13, and a receiver B for receiving an electrical signal from the locomotive A by way of wire thereby energizing the solenoid-operated, valve 10.

Similarly, the car B, is provided with a double check valve 4', check valves 5', 6,l4 and a change-over valve 7', a solenoid-operated valve 10', unlocking cylinders Y,',and Y,', a change-over valve 11', an air reservoir 9', a check valve 8', switches 12 and 13', an

air pressure responsive switch 16', transmitters B a and invention will be described with regard to the case in which the automatic coupler between the first and second cars B and B is released. In releasing the automatic coupler between the first and second cars B and 8,, the counter controller AA mounted in the locomotive A is set at 2 meaning the second car 8,. Upon setting the counter controller AA at such a position, the switch in the counter controller AA is turned on to energize the solenoid-operated valve 1 so that air under pressure supplied from a source flows through a conduit a intoa conduit b to actuate the change-over valve 2 as shown in H6. 2. Since the change-over valve 2 takes the position shown in FIG. 2, air under pressure from the supply source flows through a conduit c into a conduit d, thence through the by-pass valve section of the pressure reducing valve 3 into a conduit e to be supplied to a conduit a, in the succeeding car B,. In the car 8,, air under pressure supplied to the conduit a passes through the check valve 14 and a conduit j,, thence through the double check valve 4 and conduits b, and 1 into the pilot section of the change-over valve 7 to charge the pilot section with air under pressure. The air cannot flow from the conduit a into the conduit containing the check valve 5, and air under pressure acts upon the pilot section of the change-over valve 11 so that it takes a position in which air is supplied to the unlocking cylinder Y Air under pressure in the conduit 1, flows also through the check valve 8 to charge the air reservoir 9, and at the same time, controls the air pressure responsive switch 16. When the air pressure in the the air pressure responsive switchl6 takes its on position and the transmitter'B, a transmits an electrical signal at a frequency of a cycles per second, for example, 200 cycles per second by way of wire. This signal is received by the receiver Aa mounted in the locomotive A, and the counter controller AA confirms the receptionof the signal and identifies whether the signal is transmitted from the designated car or not. Since the signal is sent from the car which is not designated, the counter controller AA merely counts and stores 1. In the meantime, the pressure of air in the conduit 1, is successively raised due to continuous supply of air from the locomotive A, and when it exceeds x, kg/cm, for example, 4 kg/cm, the air pressure responsive switch 16 takes its off position. As the air pressure in the conduit 1, is raised further until it exceeds x, kg/cm, for example, 5 kg/cm, the change-over valve 7 is changed over to the position shown in FIG. 2 with the result that air under pressure in the conduit 1, flows through a conduit c, to reach the check valves 5 and 6. The flow of air under pressure reaching the checks valve 5 cannot pass therethrough because the pressure in the conduit a is higher than or equal to the pressure in the conduit 0,. The flow of air under pressure reaching the check valve 6 through the conduit c passes through the valve 6 and a conduit h to be supplied to the succeeding car 8,.

The flow of air under pressure in the car B is similar to that in the car B Air under pressure supplied form the locomotive A passes through the car B, to flow into a conduit 1 in the car B,. When the air pressure in the conduit 1 exceeds x kglcm for example, 3 kg/cm,, the air pressure responsive switch 16 takes its on position so that the transmitter B a transmits an electrical signal at a frequency of a cycles per second, for example, 200 cycles per second by way of wire. This signal is received by the receiver Aa mounted in the locomotive A and the'receiver Aainstructs the counter controller AA that the signal at a cycles per second is transmitted from the car. The counter controller AA confirms .the reception of the signal and identifies whether the signal is transmitted from the designated car. Due to the fact that the signal is sent from the designated car B the counter controller AA deenergizes the solenoid-operated valve 1 to interrupt the supply of air from the locomotive A and to exhaust air from the cars. (The counter controller AA has stored l by receiving the signal from the car B and now reads 2 upon receiving the signal from the car B,. It will be recalled that the counter controller AA is set at 2." Thus, the reception of the signal from the car B, satisfies the above setting Simultaneously with the deenergization of the solenoid-operated valve 1, the transmitter Ac transmits to the receivers B c and 8,0 in the respective cars B, and B, an electrical signal at a frequency of B cycles per-second, for example, 400 cycles per second by way of wire. Since the air pressure responsive switch 16' in the car 8, is solely in the on position, the receiver B 0 in the car B, can solely receivethe signal at B cycles per second transmitted from the transmitter Ac by way of wire. As a result, the solenoid-operated valve 10' is energized to connected a conduit d with a conduit 1 so that air under pressure in the air reservoir 9 is supplied through the change-over valve 11' (which takes now the position shown in FIG. 1) and through a conduit f into the unlocking cylinder Y to actuate the same thereby releasing the automatic coupler between the cars B and B Immediately before the unlocking operation is completed, the switch 12' is actuated so that the transmitter B b transmits an electrical signal at a frequency of a cycles per second, for example, 600 cycles per second by way of wire to indicate the fact that the unlocking cylinder Y, has been operated. This signal is received by the receiver Ab in the locomotive A and the counter controller AA confirms the unlocking of the automatic coupler, thereby completing all the operation for the unlocking of the automatic coupler.

The operating speed of the system in response to the second and subsequent unlocking instructions is faster than that in response to the first unlocking instructions because air at pressure of x -,kg/cm remains in the conduit portion ranging from the check valve 8 through the air reservoir 9 to a conduit d,, and air at pressure of x kglcm which is lower than the setting x kglcm of the air pressure responsive switch 16 remains in the air exhausting line leading to the pressure reducing valve 3 provided with the by-p'ass valve.

While a preferred embodiment of the present invention has been described in detail in the above by way of example, the present invention is in no way limited to such a specific embodiment and many changes and modifications maybe made therein without departing from the spirit of the present invention.

We claim:

1. A system for automatically releasing the connection between cars in a train by a combination of electrical and pneumatic controls comprising means for supplying air under pressure from the locomotive to pneumatically operated means mounted in each car for releasing the connection between any desired car and the next adjacent car by means of an unlocking cylinder operated by air pressure, and electrical means mounted in the locomotive and each car for designating the specific car to be disconnected and instructing the pneumatically operated means in the designated specific car to carry out the disconnecting operation, characterized in that said pneumatically operated means comprises a first change-over valve for controlling the passage of the air to the next car and having a pilot section to which the air from said locomotive is introduced, a'second change-over valve having a pilot section to which the air from said locomotive is introduced, and an air pressure responsive switch supplied with the air from said locomotive, said pressure responsive switch being in the off state when the air pressure is below a first value and being capable of being changed from the off state to the on state when the air pressure exceeds said first value and then to the off state when said pressure further increases over a second value, said first change-over valve being actuated to permit the passage of air to the next car in the train when said air pressure acting upon said pilot section exceeds said second value, said electrical means comprising a first transmitter mounted on said car for transmitting a first signal of a first predetermined frequency when said air pressure switch is in the on state in response to the application of the air pressure between the first pnd second values, a first receiver mounted on said ocomotive for receiving Sald first signal from said first transmitter, a second transmitter mounted on said locomotive for transmitting a second signal of a second frequency when the car transmitting said first signal is a car to be disconnected, a third receiver mounted on said car for receiving said second signal and actuating a third change-over valve arranged upstream of said second change-over valve so that the air from said locomotive is passed through said third and second change-over valves to actuate an unlocking cylinder of the car to be disconnected.

2. A system according to claim 1 in which each car has an unlocking cylinder for the coupler at one end of the car and an unlocking cylinder for the coupler at the other end of the car, the said second change-over valve being operated by air from the locomotive to direct air under pressure to the unlocking cylinder for the coupler at the end of the car toward the locomotive.

3. A system according to claim 1 in which each car has an air reservoir for supplying actuating air for the unlocking cylinders, said air reservoir being charged by air from the locomotive.

4. A system according to claim 1 having electric circuit means for transmitting a signal to the locomotive after the unlocking cylinder has been actuated.

5. A system according to claim 1 wherein the second signal from the locomotive interrupts the supply of air from the locomotive to the cars.

6. A system according to claim 1 wherein the locomotive is provided with a counter controller which can be set at a count designating a car whose coupler is to be released, each said first signal received by said receiver on said locomotive advancing said counter controller one count, said counter controller transmitting said second signal when the counter controller reaches the count designating the car whose coupler is to be released. v

7. A system according to claim 1 wherein the said second signal is transmitted to all of the cars of the train and actuates the third change-over valve of only the designated car whose air pressure switch is then in the on state.

Patent Citations
Cited PatentFiling datePublication dateApplicantTitle
US2056834 *Feb 29, 1932Oct 6, 1936De Haven Otto ERailway coupler control system
US3245553 *Mar 24, 1965Apr 12, 1966Symington Wayne CorpFluid-operated uncoupling mechanism
US3532228 *Apr 25, 1969Oct 6, 1970Dresser IndElectronic control and surveillance system for railway trains
Referenced by
Citing PatentFiling datePublication dateApplicantTitle
US5152410 *Sep 9, 1991Oct 6, 1992Westinghouse Air Brake CompanyElectro-pneumatic coupler control system for ensuring the safe uncoupling of railway vehicles
US5775524 *Mar 25, 1996Jul 7, 1998Kadee Quality Products Co.Remote uncoupling mechanism
WO1995011826A1 *Oct 18, 1994May 4, 1995Siemens AgDevice for readying a railway vehicle for uncoupling or coupling
Classifications
U.S. Classification213/212
International ClassificationB61G7/00
Cooperative ClassificationB61G7/00
European ClassificationB61G7/00