US1452473A - Automatic angle cock - Google Patents

Description

Apr. 17, 1923. -1,42,473

F. D. 'SPRAGUE AUTOMATI C ANGLE COCK Filed 0ct. 22, 1921 '7 Sheets-Sheet 1 INVENTOR.

' W1 TNESSES.

" Z ATTORNEYS.

Apr. 17, 1-923. 1,452,473

F. D." sPRAGur;

AUTOMATIC ANGLE COCK Filed Oct. 22, 1921 7 'Sheps-Sheet 2 WITNESS: I N VEN TOR.

M v ATTORNEY.

I Apf. 17, 1923 .F. D. SPRAGUE AUTOMATIC ANGLE COCK Filed Oct. 22, 1921 v v INVEN R.

ATTORNEYS.

BEER

Apr. 17,1923. 1,452,473

F. D. SPRAGUE AUTOMATIC ANGLE COCK Filed Oct. 22 1921 7 Sheets-Sheet 4 INVEN.

' ATTORNEYS.

Apr. 17, 1923. A I 1,452,473

F, D. SPRAGUE AUTOMATIC ANGLE COCK Filed 0ct.u22 1921 '7 Sheets-Sheet 5 11V VENT 7 Q M Z WA TTORNEYS.

Apr. 17, 1923. 1,452,473

F. D. S PRAGUJE- AUTOMATIC ANGLE COCK F1164 Oct. 22,- 1921 'fSh'eets-Sheet 6 W BY L@ M Z WTTORNEYS.

Apr; 17, 1923. I I 1,452,473

I F. D. SPRAGUE AUTOMATIC.ANGLE COCK Filed Oct. 22, 1921 7 Sheets-Sheet INVENTO I Patented Apr. 17, 1923.

FRANK DESMOND SPRAGUE, O

AUTOMTATIC ANGLE COCK.

Application filed October 22 T 0 all whom it may concern:

Be it known that I. FRANK Dnsnowu SrnAoUn, a citizen of the United States of America, and a resident of the city of New port. in the county of Newport and State of Rhode Island, have invented certain new and useful Improvements in Automatic An ole Cocks, of which the "following is a specification.

This invention relates to a brake pip'e angle cock for use on railway air brake systems, its object being to provide an improved device which shall automatically maintain an open brake pipe passage so long as the hose couplings between cars are connected, irrespective of any accidental or malicious closing of the angle cock handle and which will also operate to close said passage automatically when the cars are un-- coupled, provided the operating; handle has been placed in a closed position.

The angle cock at present generally used is a manually operated cone valve and is a source of potential danger. Should the handle of such an angle cock he accidentally or maliciously closed when on the road it would be impossible to apply or control the brakes to the rear of the closed cock, and the consequent loss of making power might be the cause of serious accident. vlts essential part is a ground valve-seatc'ombination which requires periodic grinding, and when not in good condition will result in an appreciable loss of brake pipe air with a consequent excess duty imposed on the locomotive air compressor.

The angle cook described in the tollou inc; specification is designed automatically to mainta n the o ieninp; of the brake pipe so long" the hose couplings between cars are conuected,' irrespective oi any move meut oi? the angle cock handle. it tak s the place of the valve in present use and is manipulated by the railroad crew in like manner. .No changes in procedure will be required in making up trains or uncoupling cars. In addition to the automatic maintenance of braltzj' pipe passage. in a large percentage ot cases these valves will automatically open as soon as hose couplings are 1921. Serial No. 509,754.

connected, even should the vardmen neglect to move the operating handle to open or running position" Referring to the drawings:

Figure 1 is a longitudinal section showing; an angle cock embodying my invention in a closed position; p

F 2 is a similar view showing the angle cock in open position;

l 3 is a longitudinal section, broken away showing two oppositely disposed aucile cocks of the type illustrated in Figs. 1 and 9. and their attendant hose couplings;

Fig. 4- is a diagrammatic view illustrating); a series of angle cocks, hose couplings, etc... as connected in a train, portions of the brake pipe be ng; broken away;

Figs. and 6 are longitudinal sections C(lllQFiPOllCllllQ' with Figs. 1 and 2 and illustrating: a modilcatiou in. the "form there shown:

Figs. 7 and 8 are similar views illustrat in o a further modification in which the difi'erential presurc area necessary to maintain the mm o cock in the open or operating position must the pressure of the closing spring is secured by means of a soft-seated valve instead of by means of sylphon bellows, and I Fig. 9 is a cross section illustrating a ball lock tor the angle cock handle, applicable for use in connection with my invention;

Similar reterence characters indicate corresponding or equivalent parts throughout the several views of the drawings.

Referring" to Plies. 1 and 2 the main body casting 10 or the angle cock is closed at one end with a cap 152 and at the opposite end is provided with a cap 11 for engagement with the brake pipe of the locomotive or car by means of the threaded portion 13. It is extended at one side to torm a chamber through which communication is made with the hose coupling between the several units of the traim a threaded portion l4 being provided for this purpose.

The cap 11 forms a chamber 15 and its inner portion is reduced and terminates in a valve seat 4:1 for cooperation with a valve 40. This valve is formed on the outer face of a piston 26 which reciprocates in a liner 25 suitably mounted in the interior of the casing and preferably made of bronze. The piston divides the left hand portion of the body into two chambers 16 and 17 respectively, chamber 16 being in open communication with chamber 18 and being in communication vwith chamber 17 through a small equalizing port 28. This piston is extended to form a spring cage sleeve 29 which has a sliding fit in an anchorage collar 36, and is designed. to retain the seating spring 30 which is thus mounted between the piston 26 and the cap 12. ficient strength to hold valve closed against any working air pressure that may be present in chamber 15. The anchorage collar 36 provides for a chamber 19 to the right of the body which is at all times at atmospheric pressure. A sylphon bellows of smaller outside diameter than the piston is soldered to the right hand face of the piston and to the left hand face of the anchorage collar thus preventing leakage between the anchorage collar and the piston. Leakage between the anchorage collar and its mounting in the body is prevented by a gasket 37 put under pressure by the screw retaining ring 38. The interior of the sylphon is at atmospheric pressure being in communication with the chamber 19 along the sliding fit between the collar 36 and the piston. The bearing of this upon the operation of the device will be further explained.

The extended portion 29 of the piston 26 is provided with a collar for engagement with an otl-centered cam 51 which latter is operatively attached to a handle 55 for manual operation of the angle cock. A ninety degree movement of the handle "from the position of Fig. 1 to that of Fig. 2 results as disclosed in the latter figure in a movement of the piston 26 to the right against the pressure of spring 30 to open valve 10 and thus establish unobstructed communication between chambers 15 and 16. The handle 55 is designed to be self-locking on each extreme of its 90 degree movement due to suitable ears 56 registering with two stop lugs which are not shown in the drawing.

In order to insure automatic opening of this valve should the handle be neglected, a small one way air passage 45 connects chambers 15 and 16 via the ball check valve 46 and 47. The major air passage from chamber 15 to chamber 16 is in Fig. 1 indicated blocked by means of valve 40 registering with its seat 41. V

Operation-nown/r1 procedure.

As before stated, Fig. 1 indicates the angle cock in closed position. For the purpose of this description this cock will be 'llns spiing IS 01 suf-- considered as in the rear of the locomotive tender. The pressure air will be contained in a tender bake pipe chamber 15. Prior to coupling up a minute portion of this air is constantly discharged to atmosphere via the bleed hole 45, the ball check valve, and chambers 16 and 18. This is a necessary waste but is microscopic in quantity. It should be noted that as the bleed hole .415 does not discharge directly to the atmosphere the chances of freezing at this point are materially reduced.

The major passage via valve 410 is maintained closed by the pressure of compression spring 30. which is sniliciently powerful to resist the air thrust on the piston valve when closed.

lVhen the cars are coupled the yardman moves handle ninety degrees from its closed position and such movement \will cause cam 51 to engage with cam ring 50 and lift valve 40 clear of its seat ell. The main air pa ,sage from the tender brake pipe to the hose couplings is thus established and will be mechanically main tained irrespective of any variation in brake pipe 1 assure as long as cam handle is left in running position.

No opening operation.

Should the yardman forget to operate the valve handles after the hose couplings are connected the valve will open automatically. due to the following' sequential pneumatic process.

Air will seep through bleed hole 15, pass by ball check 46. M. and will tend to establish a pressure in chamber 16, chamber 18, hose connections. and chambers 18 and 16 ot the No. 1 car valve, which is reversed in position. Note Figs. 3 and This air will gradually increase in pressure, due to further progress to the rear of No. 1 car valve being blocked by the ball check at that point. This pressure will equalize between chambers 16 and 17 via equalizing port 28, but while the unit air pressure is the same on both sides of the piston the summation in chamber 16 will be greater than that on the right hand due to the ditlerential area est; blished by the s vlphon bellows. The interior oi these bellows is. above stated. at all times at atmospheric pressure. This differential, area prior to opening the angle cocks is equal to the net effective area of the sylphon (measured to its solder rim). n'iinus the area of the valve 1-0. for all car valves on the pressure or locomotive side of the train units. The a oi the valve 10 may be disregarded in car valves on the opposite side of the units.

is thus indicated. irrespective of the vardmen neglecting to move lnindle to running position. the valve will automatically open when the unit pressure generated iii by the cross section of the valve 4:0 so that this differential amounts to the net area of the sylphon. The spring is thus opposed to an increased over balance air, pressure.

Asthe car brake pipe is initially .at atmospheric pressure the car valve will lag behind that on the locomotive, due to the ab sence of the air thrust on the valve 4:0. If it is left entirely to leakage, the pressurebuilt up by the same must therefore be greater than that which sufiiced to open the locomofull brake pipe pressure when the .ii'ront valve on said car opens.

As cam 51 is single acting, the accidental or malicious placing of the cam handle in the off or closed position would have no effeet as long as the valve has originally been opened, as the piston would still continue to remain in running position through the differential pressure established by the sylphon so long as the brake pipe pressure is not reduced below a. definite point. This point is considerably lower than that reached by full service reduction from any brake pipe pressure.

vl Vhen cars are uncoupled the formal procedure tor the yardman to follow would be to move the angle cock handles to closed position and then disconnect the flexible hose. The breaking of the hose joint will cause pressure in chambers 16 and 18 instantly to drop to atmosphere, as the dis harge capacity of these chzunhers and the hose is sutliciently great to care For any air being supplied through valve 40.

Piston valve 40 will now automatically close to prevent any further discharge, exeeptthe minor amount coming through the check valve. due to pressure of spring30, supplemented by air momentarily trapped in chamber 17.

Should the train part on the road due to defective coupling. this automatic action of the piston. valve will not occur it the am 51 is in the normal running position (Fig. 2),

Consequently tull emergency braking will result from a broken couplingas at present.

Emergency braking will likewise occur in a b-reak-in-two on both sections of the train even if intermediate handles are in closed position. This has been ascertained by actual testing and is probably due to the capacity of the brake pipe and the fluid friction both of which are absent when the hose coupling is parted between two closed brake cocks. The time required in exhausting the brake pipe apparently results in the maintaining of sutlicient pressureon the valve face of the piston26 to maintain the valve in open position until the emergency braking has been effected.

The figures now under discussion while purely illustrative and not intended to limit the invention are drawn tos'cale from tested apparatus and may if desired be used as a guide in the proportioning of parts.

From the above it may be seen that the principal value of the handle is to prevent undesired closing of the valve should the train part on the road.

The modification illustrated in Figs. 5 and 6 follows so closely the structure of Figs. 1 and 2 that it'is believed its construction and mode of operation will be readily understood without repetition. The valve has beenreplaced by a soft seated self-aligning type, and in orderto prevent chattering otthis valve-the feed port 415 has been transposed. to the discharge side. In orderto protect the piston rin andcylinder walls from abrasive action of sand and grit that may be discharged by the brake pipe during emergency applications and also to facilitate the quick closing of valve 40 when the hose is parted in uncoupling with the cam 51 in closed position by relieving the piston 26 from the kinetic blow of the moving air, battle plate has been introduced. On the parting of the hose coupling static pres sure on the left face of piston 26 is reduced,

as in the earlier forms, via passage 81, but

the kinetic energy of the air rushing through the main valve 40 is partially absorbed by. the battle plate 80. The equalizing port 28 illustrated in Figs. 1 and. 2 has been eliminated but pressure air will be built up in the chamber to the ri ht of the piston 26 by leakage past the piston.

Various minor detailed mechanical chap are introduced, such as shortening of the sylphon bellows. introduction oi theball lock (see Fig. 9) on the stem 52 of cam 51, which takes place or" the locking ears 56.

The ball loclc90 is of simple constriwtion' valve diameter.

one-ended assembly made possible by the adoption of the flange cap 100, which is secured by means of cap screws 101 in place of the screw cap12 as illustrated informer figures. Furthermore the cap of Figs. 1 and 2 at the opposite end of the valve containing the chamber 15 is here illustrated as integral with the body casting.

The modification illustrated in Figs. 7 and 8 it is believed likewise will be understood both as to Construction and operation from the foregoing description. In both of these respects the structure follows generally that of Figs. 5 and 6, the difference being in the means by which requisite difierential area on the operating piston necessary to maintain the valve in open position against a thrust of spring 30 is secured. In the construction of these figures this is accomplished by means of a soft seated valve indi cated by numerals 110l11 in place of the sylphon bellows In all other respects of mechanical construction the mechanisms are identical.

In this modification the pressures at the beginning of operation are slightly ditlerent. lVhen the brake pipe valve is closed the entire space to the right of operating piston 26 is at atmospheric pressure and any leakage by ring of said piston will pass to atmosphere until valve 110111 closes. Once this valve is closed the differential area is definitely established and is determined by the Any minor leakage of air due to an imperfect seat will pass to atmosphere via a leakage port 112.

The foregoing detailed description has been given for clearness of understanding, and no undue limitation should be deduced therefrom, but the appended claims should be construed as broadly as permissible in view of the prior art. The word cars is employed in the claims broadly to indicate the units of a train whether the same be power units or units drawn by power units. Having thus described my invention, what I claim as new, and desire to secure by Letters Patent, is:

1. The combination with an air brake System, of an automatic valve located) in and controlling the passage of air through the brake pipe, which when once opened will automatically maintain this opening so long as the hose couplings between cars are connected, and means for manually opening said valve.

2.-The combination with an air brake system, of an automatic valve located in and controlling the flow of air through the brake pipe of such system, equipped withmeans for manually opening said valve and so designed as automatically to close upon the parting of the hose couplings following a release of the manually opening means.

3. The combination with an automatic air brake system, of an automatic angle valve normally obstructing the flow of air through the brake pipe, means for manually opening this valve, and means for insuring automatic closing of same on the parting or the hose couplings following the restoration of the manual opening means to ofi position.

4. The combination with an air brake system. of a device for controlling the flow of air through the brake pipe, comprising a valve, a movable piston cont-rolling said valve, a spring for maintaining the valve in closed position, means for subjecting the valve controlling piston to difi'erenlial air pressure, and means for manually opening the valve and for maintaining the valve in an open position.

5. The combination with a piston-controlled valve substantially as described, of a spring for maintaining the valve in closed 6. An automatic angle cock valve com prising a cylinder, a piston sliding therein, a valve operated by the movement of said piston and capable of controlling the flow of brake pipe air, a spring for normally maintaining the valve closed, a flexible metallic bellows for establishing a difi'erential pressure area upon the piston, a manually operated cam and engaging ring for opening said valve, and a feed port and check valve to cause an automatic opening of the said valve upon completion of hose connections should the manual. means be neglected.

7. An automatic angle cock valve, comprising a cylinder, a piston sliding therein, a valve operated by the movement of said piston and capable of controlling the flow of brake pipe air, a spring for normally maintaining the valve closed, an additional valve for establishing a difi'erential pressure area upon the piston, a manually operated cam and an engaging ring for opening said piston operated valve, and a feed port and check valve to cause an automatic opening of the piston operated valve upon completion of hose connections should the manual means be neglected.

8. A brake pipe angle cock valve. comprisiug a cylindrical casting, a piston sliding therein, a valve controlling the flow of brake pipe air operated by movement of said piston. a battle plate for partially protecting the piston from the kinetic blow of flowing brake pipe air, a spring for holding said piston operated valve in closed position, a manually operated cam for opening said valve, means for locking said cam at each extreme of its movement, means for establishing a differential piston area to insure the piston operated valve remaining in open position should the manually operated. cam be moved to off position, and means for insuring

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