US2745361A - Valve control means in railway car dumping systems - Google Patents

Description

E. O. LUNDE May 15, 1956 5 Sheets-Sheet 2 Filed April 14, 1952 fi W WW w wm 6 m mv m w May 15, 1956 E. o. LUNDE 2,745,361

VALVE CONTROL MEANS IN RAILWAY CAR DUMPING SYSTEMS Filed April 14, 1952 5 Sheets-Sheet 5 filial/7e E. O. LUNDE VALVE CONTROL MEANS IN RAILWAY CAR DUMPING SYSTEMS Filed April 14, 1952 5 Sheets-Sheet 4 [27 e ejzfw'. 27740" 0 [0/7676 May 15, 1956 E. o. LUNDE 2,745,361

VALVE CONTROL MEANS IN RAILWAY CAR DUMPING SYSTEMS Filed April 14'. 1952 5 Sheets-Sheet 5 [/2 W612 for 1 2220; 0 Z 2/1703? Unite Stts Patent VALVE CONTRQL MEANS 1N RAILWAY CAR DUB PING SYSTEMS Claims. (Cl. 105311) This invention relates to valve control means in railway car dumping systems.

The invention is more particularly concerned with railway car dumping systems of the nature disclosed in my copending application Serial No. 77,655, filed February 21, 1949, now Patent No. 2,647,471, issued August 44, 1953, wherein a directional valve is utilized to admit air to selected dumping cylinders at opposite sides of a car for the dumping thereof in a direction away fromrthe cylinder to which air has been admitted, together with a dump valve which when opened admits air to an operating line which in turn is connected to an automatic valve and the automatic valve when energized functions to admit air to the directional valve.

A primary object of the present invention is to provide directional and dump valve operating means which includes a single control rod extending beneath a dump cartransversely thereof and with the opposite ends of the rod being accessible at each of the opposite sides of the car. 7

A further object of the invention is to provide directional valve and dump valve operating mews including a single control rod which is supported transversely beneath 'a dump car for both axial and rotary move ment, together with an operating rod extending longitudinally of the car and having axial movement only, the control rod upon axial movement thereof imparting axial movement to the operating rod which is connected to the directional valve, and the control rod upon rotation thereof imparting operation to the dump valve.

A further object of the invention is to provide safety means whereby when the control rod has been moved axially from one side of the car with a resulting opening of the directional valve said rod is locked against rotation and which can be overcome from the operated end of the rod only, thereby avoiding possible dumping of the car on an operator who has moved the rod axially preparatory to rotation thereof for dumping the car in a direction away from him.

' A still further object of the invention is to provide means for locking the operating rod against movement when the car is in dumping operation.

- A still further object of the invention is to provide operating rod positioning means eilective to establish full throw of the directional valve.

Other objects and advantages of the invention will become apparent in the course of the following detailed description, taken in connection with the accompanying drawings, wherein Figure 1 is a transverse sectional View through an end platform of a dumping car showing the control rod and the dump valve.

Figure 2 is a broken top plan view of a dump car showing the control and operating rods together with the directional and dump valves and also the operating rod positioning and locking means.

1, Figure 3 is an end elevational view of the platform 2,745,361 Patented May 15, 1956 shown in Figure 1 together with the adjacent end of the control rod and the operative connection between same and the dump valve.

Figure 4 is a vertical longitudinal sectional view in the plane of line 44 on Figure 2.

Figure 5 is a broken enlarged elevational view corresponding to Fig. 1 but showing the control rod as having been axially moved to the right.

Figure 6 is an enlarged plan view as observed in the plane of lines 6-6 on Figure 3.

Figure 7 is a top plan view of the operating rod positioning mechanism.

Figure 8 is a central vertical longitudinal sectional View of the operating rod positioning mechanism.

Figure 9 is a view of the operating rod positioning mechanism partially intransverse section and partially in elevation.

Figure 10 is a top plan view of the operating rod locking mechanism.

Figure 11 is a side elevational view of the operating 7 rod locking mechanism.

Figure 12 is a transverse sectional View in the plane of line 1212 on Figure 11.

Figure 13 is a transverse sectional view in the plane of line 1313 on Figure 11.

Figure 14 is a substantially enlarged view of one end of the control rod, the view being partially in elevation and partially in section.

' Figure 15 is a sectional view in the plane of line line 1515 on Figure 14, the latch being shown in elevation.

Figure 16 is a fragmental plan view as observed from the bottom of Figure 14.

Referring now in detail to the accompanying drawings, and first to Figures 1 to 6, only so much of the dump car body is shown as is necessary to illustrate the connection of the present invention therewith and which comprises the longitudinally extending center sills S on which is supported an end platform P. A pair of laterally aligned guides 10 depend from the platform P and as is more clearly shown in Figure 5 each includes an L-bracket 11 whose horizontal flange is rigidly secured to the under face of the platform P and to whose vertical leg is rigidly secured the vertical leg of a second oppositely facing L-bracket 12 through whose horizontal leg extend the threaded ends of a U-bolt 13. A block 14 is disposed beneath the last named horizontal leg and whose lower face together with the bight of the U-shaped bolt provide a circular rod receiving opening and nuts 15 are applied to the free ends of the U-bolt for aifecting adjustment of the rod receiving opening in the guide.

A control rod'16 is supported in the guides 10 for combined axial and rotary movement and the rod is provided with terminal operating handles 17 and 17a which aredisposed at opposite sides of the car body Within easy reach of an operator.

Guide plates 18 and 18a depend from the platform and through which the handles 17, 17a extend.

Circular flanges 19 and 19a are integral with' rod 16 in axially spaced relation.

A bracket 20 is secured to a sill S and projects'laterally outwardly therefrom. Pivotally secured to the outer end of this bracket as at 21 is a bellcrank 22, one arm 23 of which extends toward rod 16 and which is bifurcated in the provision of furcations 24 having trunnions 25 which are disposed between the flanges 19, 19a.

The other arm 26 of the bellcrank 22 is pivotally cone nected at 27 to an operating rod 28. The operating rod V be hereinafter descflbed' 28 extends"longitudifially to, a rod positioning mecha-' T nisrn 29 from which a rod 30 continues along the car sill through a rod locking mechanism 31 and thence connecting with the operating 'bar. 32 of the directional v'alve 33 is actuated through axial movement of the 'cdfltrol rod 16:while the dump valve 35 is actuated through rotary movement thereof.

' 'At this point it is tobe particularly observed that the structure is shown in Figures 1 to 6 in the positions assinned when the directional valve 33 and the dum vaivess areinneut'ral position, or ina position which all valves are seated thereby totally restricting the flow of air through the valves. p

As will hereinafter more clearly appear, when the operating'mechanism is in neutral -position,.the control rod 16 cannot be rotated due to a restriction between. the

foclha tidles 17,-17a and the guide plates. 18, 18; In this position only axialmovement of rod 16 is possible afid this is limitediin' extent as governed by the throw of the valves in the directional valves'trilcture, p

K In the course of a car dumping operation, assuming the p 7 operatorto be positioned at the operating handle, 17, the handle is pulled axially to' th'e' position 17b (Fig. 1).

This operation will position the directional valve 33 such that'aircan flow through same to the dump cylinder. on

V the same side of the car as the operator is stationed;

However, the air supply to the directional valve is com trolled by an automatic valve which in turn is controlled bythe dump valve in the manner disclosed the copending application above referred to and wherein the manual control valve 20 corresponds'to the present dump ve a V The dump valve 35 when opened, willadmit air to an operating line which is" connected to the automatic valve in the manner disclosed in said copending application. The automatic valve, when so energized, will tune tion to admit air to the directional valve and thus to the proper dump cylinders. Upon setting the directional va'lve' as above described, the yokes 34, 34:: will freel'y slide; along the-bar36and the yoke 34:: will assume a position adjacent the valve bar3-7 with yoke 34 being positioned adjacent an end of the bar 36.

. This action will also position the operating hamlets-1Q flafinathe positions shown in'rFig. 5 wherein'only' the latchl38 onihandle L7 is in engagement with the guide pIateYIS thereby preventing rotation of the operating rod 16. If, however, latch '38 be pulled to the position 385, the controlr od 16 may then be rotatedlso asto actuate the-dumpvalve35; V

Upomrotation of the operating rod 16 in the proper direction, the yokes 34 and 34a will engage the bar36 andthus act upon valve bar 37 so as to open the valve 7 After the car has been returned to a normal position the control rod 16 is rotated to the neutral position of the dump valve 35, when the yokes 34, 34a will be posi- H tioned as indicated at 34 in Fig. 4. With the control rod thus positioned the. latch 38 will again assume a position of engagement with the guide plate 18 as shown in Fig. 6.

5 At this point it is to be noted that the guide plates18,

18a are each provided with avertical slot 42 and angular guide flanges 43 project inwardly from this plate at opposite edgesof the slot. 7

It should be pointed out that the valve spring oiigthe exhaust valve 40 may have sulficient energy to auto matically return the operating handle'to. a position wherein the latch38 will assumeits position of engagement with the guide plate 18. r

This action will take place as soon as the air has been 7 exhausted from the operatingline and the pressure in. the

. the rod. This safety featuremakes' it impossible for an 7 7 chamber surrounding valve has. been reduced toiap proximately atmosphericpressure... v The operating mechanism includes a safety feature which is described as follows:

As' previously stated, an operator stationed adjacent handle 17 willpull sametoward him in order to roperly set the directional valve 33 so as to dump the car away from him. The rod will then assume the position as shown in Fig. 5.

From this view, it will be apparent that the control" 7 rod 16 cannot be rotated .by. handle 17a for the reason 7, that the latch 38 associated with handle 17 is engaged.

with the guide plate 18 therebypreventing rotation of operator to dump the carrtoward himselfr The operating rod positioning mechanism 29 is illii'strated in detail in Figures 7, 8 and 9 and same cont prises a rectangular frame including side members i i 46 and end members 47 to whichi'rod s 28 and .30 are 39 and thus admit air to. the automatic valve; This will permit th'eflow of air as previously'described to enter the dump cylinders on the sameside of the car on which 7 the operator isstationed and thus dump thecar in a direction away from him. Iriietufhin'g the c'arto'anormal position after'dumping, the control rod 16 is rotated in the opposite direction whereby the yok s 34,34; will again engage the bar 36' and the 'v'alve bar 37 in such manner thatthe v'alve39 will first be; closed and valve 40' theniopened'whic n'wni exh ustme in the oper-- r atiiig line and the automatiovaive to the atmosphere by nit-tangerine exhaust-port 41 (Fig. 4

adjustably connected through threaded terminals 48.;

The frame 45 is removably'dis'posed within ahousing including opposite side walls 49 and a top cam wall 50.- The frame 45 is connected to the housing solelyby means; of a member 51 including head members 52a nd 53 re spectively pivotally connectedto thehousing side walls I 49 and the frame side 'Walls 46 as at 54 and 55 respe tively; The members 52 and 53 are axially movableand a compression spring 56 surrounds same and tends to rge them apart. As shown in Fig. 8 the mechanism is" in position for a neutral settingof theidirectionalvalve 33" 'with the rounded head member 53 yieldably engaged within the hollow portion 56 of the cam wall '50.;

When the operating rod 28 is moved to either extreme position to open'and. close the valves of the directional valve the head 53 assumes the .dot-and-dashline posi- .tions' on the, outwardly directed cam portion 57 ot the cam wall and the compression spring 56will'thus aid maintaining the valve in its open orclosed position.

The rod locking mechanism 31 is illustrated in detail 7 in Figs; 10 to 13 and same includes a U-frame 60 de pending from a car sill' S-and beneath thetba seol of: which the operating rod 30 is axially movably positioned by means of a suitable guidememb'er 62.

V Rigidly supported on the base 61 of frame :0 is an 7 elongated plate 63 which at one end is provided with a.

notch 64. A U-shapedrod 65 includes. a shorter-leg 66 extending through the notch 64 and a longer' leg 67jex tending through an opening 68 in plate 63 adjacent its opposite end.

, The bight portion 69 of the rod extends beneath the rod 30 and. a coil spring 70 is disposed between the plate .63 and a Washer plate 71 adjacent thefreeiendof the longer leg .67 and a nut 72'engages the threadetl'free end of such leg in bearing engagement with the" washer plate 71. A'spacer block'73 is disposedwithirtthespring 70 and is provided with a central aperture 74 through which the leg 67 extends.

The operating rod 30 is provided with a pair of axially spaced stop lugs 75 which in neutral position of the direcn'onal valve are disposed at opposite sides of the U-shaped rod 65.

When the car is in neutral position the free end of the longer leg 67 of the U-shaped rod is engaged by the sill S of the car, but when the car is being dumped, the sill is laterally displaced and frees the rod for outward movement under the action of spring 70 with the result that the bight 69 of the rod engages the operating rod 30 after both lugs 75 have been moved to either side of the bight 69 in the directional valve operating axial movement of the rod 30. Consequently the U-shaped rod 65 will prevent movement of the operating rod 30 until the car body has been moved back to normal position with the rod 65 depressed as in Fig. 12.

Figures l4, l and 16 which are on a substantially enlarged scale show the preferred control rod, operating handle and latch construction.

As indicated, the handle 17 (as Well as handle 17a) is of tubular form with the inner end thereof having a restricted bore 80 communicating with the larger bore 81 and defining therewith a shoulder 82. The adjacent end of the control rod 16 is disposed within the bore 80 and terminates at the shoulder 82 and a pair of bolts 83 extend through the handle 17 and the control rod 16 and rigidly secure same together. The handle 17 is provided with a recess 84 intermediate its ends and opens through the bottom thereof between a pair of parallel flanges 85.

A plunger 36 is disposed within the handle bore 81 in spaced relation to the shoulder 82 and adjacent end of control rod 16 and a coil spring 87 is disposed between V the plunger and the shoulder and adjacent end of the control rod and which spring tends to urge the plunger into the recess 84.

The latch 38 is disposed between the flanges 85 and is pivotally connected thereto as at 38'. The latch is provided with a convex head 38 in engagement with the adjacent end of the plunger 86 whereby the spring 87 tends to urge the latch 38 to the dot-and-dash line position whereby the control rod 16 is precluded against rotation.

The plate 18 is preferably provided with a dump valve position indicating did 88 and the handle 17 is provided with a pointer 89 whereby upon rotation of the handle the position of the dump valve is visibly indicated.

The handle 38 shown in dot-and-dash lines to the extreme left in Fig. 14 is the position assumed when the handle 17a at the opposite side of the car is operated.

While I have disclosed my invention in accordance with a single specific structural embodiment thereof,

' such is to be considered as illustrative only, and not restrictive, the scope of the invention being defined in the subjoined claims.

What I claim and desire to secure by U. S. Letters Patent is:

1. Means for controlling a directional valve and a tem, comprising an elongated control rod extending transversely beneath the car and supported thereon for axial and rotary movement, means operable upon axial movement of the control rod for operating the directional valve, means operative upon rotation of the control rod for operating the dump valve, said first means comprising an operating rod extending longitudinally of the car and supported thereby for axial movement, a pair of axially spaced stop lugs projecting laterally from said operating rod, and means supported by the car and cooperating with said lugs for locking the rod against valve actuating movement when the car is undergoing a dumping operation.

' 2. Means for controlling a directional valve and a I dump valve in succession in a railway car dumping system, comprising an elongated control rod extending transversely beneath the car and supported thereon for axial and rotary movement, means operable upon axial movement of the control rod for operating the directional valve, and means operative upon rotation of the control rod for operating the dump valve, said last means comprising a pair of axially spaced yokes extending radially of the control rod, and an operating arm carried by the dump valve parallel with the control rod and slidably engaged within said yokes.

3. In a railway car dumping system, a directional valve for admitting air to dump operating cylinder at one or the other side of the car, and a dump valve for controlling the flow of air to the directional valve, a control rod extending transversely of the car beneath same and supported for both axial and rotary movement, an operating rod extending longitudinally of the car beneath same and mounted thereon for axial movement, a bell crank construction between said control rod and one end of said operating rod for imparting axial movement to the latter upon axial movement of the former, an operative connection between the opposite end of said operating rod and said directional valve, and cooperating means between said control rod and said dump valve for operation of the valve upon rotation of the control rod, said control rod being provided with a cylindrical handle at each end thereof, said handles extending through notched plates depending from the car and latches carried by the handles yieldably engaged within the notches in the plates when the operating rod is moved laterally outwardly by one or the other of said handles to prevent rotation of the rod until the latches are manually released.

4. In a railway car dumping system, a directional valve for admitting air to dump operating cylinders at one or the other side of the car, and a dump valve for controlling the flow of air to the directional valve, a control rod extending transversely of the car beneath same and supported for both axial and rotary movement, an operating rod extending longitudinally of the car beneath same and mounted thereon for axial movement, a pair of axially spaced stop lugs projecting laterally from said operating rod, a bell crank construction between said control rod and one end of said operating rod for imparting axial movement to the latter upon axial move and said dump valve for operation of the valve upon rotation of the control rod, and means supported by the car and cooperating with said lugs for locking the operating rod against valve operating movement when the car is undergoing a dumping operation.

5. In a railway car dumping system, a directional valve for admitting air to dump operating cylinders at one or the other side of thecar, and a dump valve for controlling the flow of air to the directional valve, a control rod extending transversely of the car beneath same and sup ported for both axial and rotary movement, an operating rod extending longitudinally of the car beneath same and mounted thereon for axial movement, a bell crank construction between said control rod and one end of said operating rod for imparting axial movement to the latter upon axial movement of the former, an operative connection between the opposite end of said operating rod and said directional valve, and cooperating means between said control rod and said dump valve for operation of the valve upon rotation of the control rod, said cooperating means between the control rod and the dump valve comprising a pair of yokes extending radially of thel control rod and an. elongated valve operating har 're eived in said yokes.

l lefgence s' Cit d in the file of this patefit 7 UNITED STATES PATENTS 7 1,455,318" Woodhead M53 15, 1923 gnaw:

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