US545865A

US545865A - Angle-cock

Info

Publication number: US545865A
Authority: US
Publication date: 1895-09-03
Anticipated expiration: 1912-09-03

Description

(N6 Model.)

W. R'. HOWDON.

ANGLE COCK..

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Il A Y nhlnll. w/mWA :mu N mi a, .0 d ...M 1 24 70 10 www/wwe 54mm/M601 WILL/AM Howno/v; a-06 Nif-rn freres VILLIAM R. HOVDON, OF ANNISTON, ALABAMA.

NGLEfCQCK.

SPECIFICATION forming part of Letters Patent No. 545,865,6.ated September 3, 1895.

Application fled July Z7, 1894. Serial No* 518,722. (No model.)

T all whom it may concern,.-

Be it known that I, WILLIAM R. HoWDoN, a citizen of the United States of America, and a resident of Anniston, in the county of Calhoun and State of Alabama,have made a certain new and useful Improvement inAngle- Cocks; and I do hereby declare the following to be a full, clear, and exact description of the invention, such as will enable others skilled in the art to which it appertains to make and use the same, reference being had to the accompanying drawings, and to letters of reference marked thereon, which form a part ofV this specification.

The invention is illustrated inthe accompanying drawings, as follows:

Figure 1 is a longitudinal vertical section of the valve-seat and casing, showing the entire device assembled and the cock open. Fig. 2 is a transverse section of the device with the parts in the same position as in Fig. l. Fig. 3 is a section of the device like Fig.

` 2 with the exception that the valve is turned into the position where air may pass from the train-pipe of that car forward to the engineers valve-vent. Fig. 4 shows a horizontal section through the valve and casing, showing said valve in the position in which it is shown in Figs. 1 and 2. Figs. 5 and 6 are respectively a side elevation and an inverted plan of the valve in the lower end of the main valve. Fig. 7 is a side elevation, partly in section, of the valve-seat in the lower end of the main valve.

In these figures like reference-characters are uniformly employed in the designation of corresponding elements of construction.

A is the casing, which mayobviously be of any forni adequate to receiving the operative parts. This casing A is perforated vertically for the plug-valve B, said valve being preferably tapered and inserted from the bottom, the hole a2 in the casing therefor being correlatively formed. A cap a closes the bottom end of said perforation o?. A passage ct enters the said perforation a2 from the airpassage through the casing, the embouchure of said passage being below the lower end of the plug-valve. A lever G is secured to said plug-valve, whereby it is operated, stops c, Figs. l and 2, limiting the motion thereof.

Extending completely through the plug' valve is a passage b, registering with the airpassage through the casing, andleading from one side of said plug-valve into the passage h is a passage b', at right angles to the passage l?. A concentric passage h2 leads from the lower end of said plug-valve into the pas-f.V

sage b, and a sleeve b4, having its upper end concaved, is screwed into the said passage h2, whereby a seat is formed for the valve D, which opens upwardly, being assisted in opening by a spring d interposed between said valve and the upper side of the cap a. The spring b3 acts to keep the plug-valve B seated.

The operation of this device is as follows: The plug-valve B being turned as shown in Fig.` l, the air-brakes may be applied by drawing air from the train-pipe, and the reservoirs may be stored as usualin fluid-pressure brake-systems. When the valve is turned as shown in Fig. 3, whether it is accidentally or maliciously so turned, the air may, when the engineers valve is turned to service or emergency stop, pass from the train-pipe through the passage la to the passage b, thence downwardly through the passage h2 past the valve D into the chamber in the perforation a2 under the plug-valve, and by way of the passage a to the air-passage in the cock, thus passing, as it were, around the plug-valve B. This will cause the ybrakes to apply throughout the system back of this particular anglecock. Y

lVhile the car is standing unattached, the train-pipe pressure will be applied to the upper side of the valve D and close it against the spring d, there being no pressure of `air below said valve, but as soon as the air pressure shall be applied to said under side thereof, it will, with the assistance of the spring d, open said valve, and the device will then operate as just above described. Before charging the train-pipe with air, the back hosecoupling should be coupled to the dummy-coupling at the back end of the last `car of the train, in order to prevent loss of air when first charging.

Having thus described my invention,what I claim as new, and desire to secure by Letters Patent of the United States, is-

l. In an angle-cock, the valve-casing, a valve therein, a passage in said casing around said valve, and a check valve governing said pas TCO sage and held normally open and adapted to be closed bya preponderancel of pressure on ,top of the vsaid valve.

2. In an angle-cook, a valve-casing, and a plug-valve therein, provided with a passage adapted to register With the passage inthe casing, a second passage in said valve one end of which may be brought into registry With the passage in said easing and extending through said valve,'a by-pass in'the casing extending from the said last nalned passage in the valve to a point Where it will enter the passage in the easing ahead of the pl ug-valve; and a check-valve adapted to be closed on a preponderance of air pressure on top-of said plug-Valve.

8. In an angle-oook, a easing perforated WILLIAM R. HOWDON. Witnesses:

W. E. QUINN,

RUSH LUTTRELL.