US2570154A - Horn control system - Google Patents

Description

1951 J. J. PRENDERGAST 2,570,154

HORN CONTROL SYSTEM Filed March 10, 1949 J am as J. Fr'en dergast,

His Attorney.

Patented Oct. 2, 1951 HORN CONTROL SYSTEM James J. Prendergast, Eric, Pa., assignor to General Electric Company, a corporation of New York Application March 10, 1949, Serial No. 80,698

2 Claims. (Cl. 11655) My invention. relates to control systems for pneumatically-operated horns, and more particularly to control systems for use on locomotives and the like where it is necessary to be able to sound a horn at either end of the locomotive from either of two control stations at opposite ends of the locomotive. It is the general object of my invention to provide an improved control system of this character.

It is a requirement for substantially all single unit locomotives which have an operating station at each end bf the locomotive that they also have a horn at each end. In addition, it is usually required that it be possible to sound either horn at will from either control station. Prior to my invention, this usually was accomplished by the use of solenoid operated air valves to control the flow of compressed air to air operated horns, with electrical control devices being situated in the two operating cabs to provide selective operation of either horn from either cab. Such a system, however, is relatively expensive in first cost and maintenance, and requires electrical energy in addition to the compressed air required for sounding the horns. Attempts have been made to operate the horn at one end of a 1000- motive by means of air received through a direct connection from a valve situated at the control station at the opposite end of the locomotive but generally the results have been unsatisfactory. Excessive time delay in horn operation and improper horn performance have been experienced in most such cases because of the long distance that the air must be transmitted between the valve and the horn.

An object of my invention is the provision of a control system which provides for the operation of a horn at each end of a locomotive from either of two operating stations at opposite ends of the locomotive with a minimum of time delay between actuation by the operator and the sounding of the horn.

A further object of my invention is to provide a reliable control system for the selective operation of pneumatic horns which is low in first cost and inexpensive to maintain.

In carrying out my invention in one form, I provide a control system for two horns which comprises four air valves. Two of these supply air directly for operation of the horns while the other two are pilot valves. One horn operating valve and one pilot valve are located at each of two control stations. Each horn operating valve can be operated either manually by means of a lanyard or by an air actuated piston which is connected to the air pilot valve at the opposite control station. Each pilot valve is arranged for manual operation by a. lanyard similar to those on the operating valves. Therefore, to sound either horn from either operating station, it is necessary only to pull the correct one of two lanyards.

For a clearer and more complete understanding of my invention, reference should be had to the accompanying drawing, Fig. l of which is a schematic diagram of one embodiment thereof,

while Fig. 2 is a more detailed view, partly in section, of one horn operating air valve and the air actuated piston associated therewith.

Referring first to Fig. l of the drawing, two compressed air actuated horns suitable for installation at opposite ends of a locomotive are designated by the numerals I and 2. These two ,horns, which may be of any conventional type,

are connected respectively by air conductors or pipes 3 and. 4 to valves 5 and 6. Valves 5 and 6 are connected respectively to sources of compressed air 46 and 41 by conductors l and 8, T-'

connectors II and I2, and conductors 9 and ID. The sources of compressed air may be the reser voirs on a locomotive which are used to store air for the operation of the brakes and other devices on the locomotive, and they may, for example, supply air at a pressure of pounds/sq. in. gage.

Located adjacent to valves 5 and 6 respectively are two additional air valves I3 and I4. Valve I3 is connected to the source 46 of compressed air hy a conductor I5 which is joined to conductor 9 at connector I I, while valve I4 is connected to the source 41 of compressed air by a conductor I3, which is joined to conductor ID at connector I2. Valve I3 is also connected by an air conductor IT to an air cylinder I9, and valve I4 is connected by an air conductor I8 to an air cylinder 28.

Each of the valves 5, 6, I3 and I4 has an operating lever, and these are designated in Fig. 1, respectively, by the numerals 2I-24 inclusive.

These operating levers are pivoted on right anglev frame members 25-28 inclusive, which also provide support for the valves. The levers are equipped with lanyards 29-32 inclusive, for the operation thereof. Air cylinders I9 and 20 are supported respectively by additional right angle supports 44 and 45.

In a typical locomotive, valves 5 and I3, their operating lanyards 29 and 3|, and other associated equipment, may be located in a cab or operating station at one end of the locomotive. Horn I is also installed at this end of the locomotive, which may, for the sake of uniformity, be called the forward end. Valves 6 and I4 and associated equipment are located in a cab or operating station at the opposite or reverse end of the locomotive, with horn 2 also being located at the reverse end.

In order to sound horn I at the forward end of the locomotive, from the forward operating station, lanyard 29 is pulled downward. This causes lever 2| to depress valve stem 33 and open valve 5. When valve 5 is opened, air under pressure is admitted to conductor 3 from the source 46 through conductors 9 and 'I and horn I is thereby caused to blow as long as valve '5 remains open.

The manner in which a typical valve 5 functions is shown by Fig. 2 on the accompanying drawing. When valve stem 33 is depressed by the movement of lever 2|, a spring 34 is compressed and a frusto-conical projection 35 on the opposite extremity of stem 33 is caused to leave its seat in a barrier .38 which divides :the. body of thevalve into. two chambers. This causes air to. be admitted from one chamber 35, to which air supply conductor I is connected, through the port. thus. created in barrier 38 to the other chamber 31 which is joined to conductor 3. Thus, air flows through the valve 5 to actuate horn I.

Simultaneously with the openin of. the port in barrier 38, the depressing of stem 33 closes a second port by bringing a second frusto-conical projection 39 on the steminto engagement with a corresponding seat in the body portion of the Valve. The closing of this second portv is to maintain the pressure in chamber 3.]. and conductor 3 while horn I is being sounded, and then to reduce the pressure in chamber 31 and conductor 3 to atmospheric pressure. and stop the sounding of hornI immediately that valve 5 is closed. When spring 34 is permittedto restore valve stem 33,, to its original position to close valve 5, the port which is opened by projection 3,9 permitsthe. escape of air from chamber 3] through this port. and thence through. an opening, 40 in the outer casing of valve. 5. to the atmosphere, thus reducing the pressure in chamber 31 to atmospheric pressure.

, If it is desired. to sound horn. I from the reverse operating station at the other end of the locomotive, lanyard 32. is pulled downward.

This causes lever 24 to open pilotvalve I l, which is-identical to valve 5 except. that it may be smaller than the latter since. it. isrequired to pass a much. smaller volume .of air... This in turn, causes air pressure to be, transmitted from the source 41, through conductors IE1 and I6 to conductor I8, which connects valve I4. to air cylinder 20. As the, pressure increases, in conductor I8, it is transmitted to cylinder 20 and a piston H therein is depressed, compressing a sprin 42 and actuating a pistonrod 43. The movement of rod 43 depresses valve stem 33 through the interaction of the spherical projection on the end of lever 2|, thus opening valve 5. and sounding horn-I in exactly the same manner as. results from manual actuation by means of lanyard 29 and lever 2 I. Valve= I4-hasapressure relieving-arrangement the same as valve 5 so that the pressure in conductor I8 drops. to

atmospheric pressure as soon-as valve I4 is returned to the closed position. Such a reduction in pressure allows spring 42 to restorep'iston ll" and piston rod 43 to their original positions, thus causing spring 34 to close valve '5 andstop' the blowing-of horn-I. 5 r

In order to sound horn 2 at the reverse end of the locomotive, from the operating station at the reverse end, lanyard 30 is pulled downward, causing lever 22 to open valve 6. Valve 6 then causes horn 2 to sound, in exactly the same manner as valve 5 actuates horn I, by admitting compressed air to horn 2 through conductors I0, 8 and 4.

If it is desired to sound horn 2 from the control station at the forward end of the locomotive, lanyard 3| is pulled downward, causing lever 23 to open pilot valve I3. This transmits air pressure through conductor If to air cylinder I9. This, in turn, causes a piston and piston rod in cylinder I9, identical with piston II and piston rod 43 in cylinder 20, to open valve 6 and sound horn 2.

It has been found that by the use of my invention, it is possible to sound a pneumatic horn at either end of a locomotive from either of two control stations at opposite endsof the locomotive with a time delay not exceeding one-sew,

can be selectively operated from either of two control stations.

While I have illustrated and described one preferred embodiment'of my invention, modification thereof will occur to those skilled in the art and, therefore, it shouldbeunderstood that I intend to cover, by the appended claims, all such modifications asfall within the true spirit and scope of my invention.

What I claim as new and desire'to secure-by Letters Patent of the Unitedstatesisz 1. A control system for a plurality of pressureactuated signal devices remotely located one from the other, said system comprising a plurality of control stations remotely located one from the other, a plurality of signal control valves each connected to directly control the admission of fluid pressure to a different one of said devices with each of saidsignalcontrol valves located adjacent a different one-of said stations, each of said valves provided Wi-thmeansfor theman ual operation thereof from the respective adjacent station, each of said valvesprovided with additional operating means including-a fluid pressure motor mechanically connected-thereto for the pilot operation thereof, an additional valve located adjacent each of' said's-tati'ons, each of said additional valves provided with meansfor the manual operation thereof from the-respec-- tive adjacent station, a separate connection from each of said additional valves to a. fluid pressure motor associated with 'anon-adjacent signer control valve for pilot operation of thelatter,

and means for supplying a compressibleloperat ing fluid to all valves, whereby'at least one of said signal devices maybe operated from more than oneof said operating stations.

2. A control system-for the selective sounding of two air horns from either'o'f gtwo control "sta tions comprising in combination, a sourc'e ofiair under pressure higher than atmospheric -pressure, a first horn operable by airatfsaid pressure; 7 a second'horn operable-by air atsaid pressure:

a first control station comprising a first .valve for supplying air for the operation of said first horn, a manual operating device for said first valve, an air pressure actuated operating device for said first valve, an air conductor connecting said source of air and said first valve, an air conductor connecting said first valve and said first horn, a second valve for supplying air pressure for the pilot operation of said second horn, a manual operating device for said second valve, and an air conductor connecting said source of air and said second valve, a second control station comprising a third valve for supplying air for the operation of said second horn, a manual operating device for said third valve, an air pressure actuated operating device for said third valve, an air conductor connecting said source of air and said third valve, an air conductor connecting said third valve and said second horn, a fourth valve for supplying air pressure for the pilot operation 6 of said first horn, a manual operating device for said fourth valve, and an air conductor connecting said source of air and said fourth valve, an air conductor connecting said fourth valve and the air pressure actuated operating device for said first valve, and an air conductor connecting said second valve and the air pressure actuated operating device for said third valve.

JAMES J. PRENDERGAST.

REFERENCES CITED The following references are of record in the file of this patent:

UNITED STATES PATENTS Number Name Date 450,334 Mason Apr. 14, 1891 846,306 Harris Mar. 5, 1907 1,881,266 De Giers Oct. 4, 1932

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