US772953A - Combined angle-cock and safety-valve. - Google Patents

Description

PATENTED UGT. 25, 1904.

No.l 772,953.

E. E. MORRISON. COMBINED ANGLE 000K AND SAFETY VALVE.

kAPPLIOATION FILED PEB.26. 1903.

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UNITED e STATES Patented October 25, 1904.

PATENT OFFICE'.I

FRANK" R. MORRISON, OF TOLEDO, OHIO, ASSIGNOR, RY MESNE ASSIGN- MENTS, TO THE MORRISON AUTOMATIC SAFETY VALVE COMPANY, OF

TOLEDO, OHIO, A CORPORATION `OF ARIZONA TERRITORY.

n COMBINED ANGLE-COCK AND SAFETY-VALVE.

i SPECIFICATION forming part of Letters Patent No. I7972,953, dated October 25, 1904. Appiiwtion tied Feb'ruary 26,1903.. serai 110,145,117. (No model.)

- Ton/ZZ whom it may concern: l

Be it known that I, FRANK B. MORRISON, a citizen of the United States, residing at Toledo, in the county of Lucas andState of Ohio,

vhave invented certain new and useful Improve'- ments in a Combined Angle-Cock and Safety- Valve; andfI do hereby declare the following to be a full, clear, and exact description ofthe invention, such as will enable others-skilled- IO in the art to which it'appertains to make and use the same, reference being had to the accompanying drawings, and to the lettersV and iigures of reference marked thereon, which form apart of this specification. I5 My invention relates to improvements in angle-cocks for Huid-pressure brake systems, and particularly to improvements on the invention described and claimedin my application for United States Letters Patent filed August l5, 1902, being Serial No. 119,770.

The objects of my invention, in addition to preventing theV sudden application of the brakes when an air-hose bursts or the hoseco'uplings become disconnected, as setk forth in mysaid application, are, first, to provide an angle-cock whereby a brakeman can control the brakes on a detached car orcars by manipulating the handle of the angle-cock in the same manner as an-engineer controls the brakesl on his train by means of the engineers valve; secondly, to so construct the safety-valve in the angle-cock that it will be absolutely under the control of the engineer at all times when the angle-cock is open and may be released from 'closed `position by the proper manipulation of the .engineers valve, and, thirdly, to

provide improved means for preventing the I turning` of the angle-cock plug by unauthorized persons.

v While the essential features of my invention are necessarily susceptible of modification, ythe preferred embodiment thereof1 is illustrated in theaccompanying drawings, in

Figure l is a vertical central sectional view of my invention, showing the handle and valveplug of the angle-cock thrown into full-open position. Fig. 2 is a similar view thereof,

. showing the valve shot and the train-line closed. Fig. 3 is a cross-sectional view taken 50 on the dotted line in Fig. 2, showing the -valve-plug of the angle-cock turned into closed position. Fig. 4 is a vertical` sectional view of the valve portion of vmy angle-cock, showing my improved means for locking the anglecock plug when in open position to prevent it from being turned. Fig. 5 is a similar view showing the valve shot and the lock in released position, and Fig. 6 is a cross-sectional view taken on the dotted line m in Fig. 2 andshow- 60 ingl the valve-plug turned to what is termed on-lap position.

Like letters and figures of reference indin cate the Same vparts in all the iigures ofthe drawings.

Referring to the drawings, A represents the casing of an ordinary angle-cock; B, a hollow valve-plug; C, the --handle for turning the same, and D the sleeve or bushing of the anglecock, which forms a seatfor the valve-plug B. The valve-plug and bushing are provided with the usual openings to establish a freepassageway throughA 'the train-line when i the valveplug is in open position, l Y e f An air-chamber 1l of suitable size to house 75 the valve-casing and piston is formed by screwing theeylindrical casing 1 at 3 into the opening in the bottom of the angle-cock usually closed by thescrew-eap 2, and the bottom of this casing 1 in turn receives the said screw- 8O cap 2. The lower portion of the hollow valve- `plug` B extends down loosely into the chamber 1 and forms the piston-chamber 4 therein. lThe bottom of said plug B rests upon the perforated disk 5, which receives'the thrust 85 of the coiled spring 6, thusholding said valveplug tightly to its seat within the bushing D. The disk 5 affords a seator support for the piston operating within the chamber l4, and perforations 5 are provided infsaiddisk to es- 90 tablish a free circulation of air between the chambers 1 and 4. A piston 7 is movably mounted in the chamber 4 and carries the valve-stem 8, thesaid stem being tapered to adapt it to seat in the upper tapered hollow portion of the valve-plug B when a pressure.

is exerted upon the under side of said piston, thus closing the passage in the train-line. A seat 9, of leather or other suitable material, is secured within the valve-plug B to form a cushion for the valve-stem 8 when shot.

In order to reduce the size of my angle-cock and economize in space and material, I make the piston 7 and stem 8 hollow, as shown in the drawings,tlius forming a cliaiiibei 7' therein and reducing the space heretofore required in valves of this class for storing the air with which to force the stem 8 to its seat when a break occurs iii the train-line.

I will now proceed to describe the means of communication provided between the trainline and the several chambers of my valve.

The grooves or passage-ways 10 and 11 are formed in the side of the valve-plug B at substantially a right angle to each other with respect to the center of the plug and form the ingress and egress passage-ways, respectively, for the iuid between the train-line and the chamber 1 of my valve, the said chamber 1 in turn communicating with the chambers A and 7' through the perforated disk 5. These passage-ways are so arranged in the plug B with respect to the trainline that when the angle-cock is open, as shown in Figs.`1 and Z, the ingress-passage 10 will communicate with the side A of the angle-cock and the passage 11 will be closed, and when the angle-cock is closed, as shown in Fig. 3, the egress-passage 11 will communicate with the side AH of the angle-cock and the passage 10 will be closed. A third passage-way or port 12, the purpose of which will be hereinafter more fully set forth, is provided through one side of the plug B to afford communication between the side AH of the angle-cock and that portion of the piston-chamber t above the piston 7, the sleeve or bushing D being either cut away or grooved on that side, as shown at 13.

My improved lock consists of the lever or inverted-T-shaped member 14, which is fulcruined to the tenori 15, suitably secured to the inner side of the cap 2, Figs. 4 and 5. The long arm of the lever 14 extends up through an elongated slot 5" in the disk 5 into the interior of the chambers 4 and 7/. The end of the short arm of this lever engages in a recess or notch 16 in the cap 2' and is provided with a lug lat', which 'is adapted to engage in areeess or notch 16', provided in the lowei' portion of the valve-plugB. A partition or disk 17, having the slot 17/, through which the long arin of the lever extends, is loosely retained near the bottom of the piston 7 by means of the ring 18 secured therein and is permitted to turn with the lever 14; as the cap 2' is being screwed into or out of the casing 1. The puron its fulcriim as the piston 7 ascends, and thus cause the lug 14/ to recede from the recess 16 and unlock the plug B when the piston is shot, as shown in Fig. An expansion-spring 19, which is incased within the recess 2O andcap 21, is adapted to bear against the short arm of the lever 11 and normally retain the lever in locked position when the piston is down, as shown in Fig. 4. 'llic expansion-spring 6 answers the same purpose as the spring 6 in Figs. 1 and 2. lt will thus be seen that the device shown in Figs. 1 and 2 can readily be equipped with my impioved lock bysubstituting the cap 2 and the. slotted disk 5 (shown in Figs. 1 and for the cap Q and perforated disk 5 and securing the partition or disk 17 in the piston 7.

One of the most important ad 'antages of my improved angle-cock and safety-valve is in reducing the labor of brakciiien in switching cars and giving them, through the handle ofthe angle-cock, practically the same control of a detached car or cars as the engineer has of his train by the use of the engineei"s valve. Suppose a car has been detached from a moving train and is running in a westerly direction, the angle-cock on the front or west end of the car being closed and that on the east end opeii,witli the valve therein shot, as shown in Fig. 2, caused by disconnecting the hosecouplings between the train and the detached car. dien the valve on the east end of the car is shot andthe handle of the angle-cock open, a gradual leakage takes place, between the piston 7 and the casing of the chamber 1; and out through the passage-way l2 tothe atmosphere, thereby causing the brakes to be gradually applied and the car caused to stop slowly. If the brakeman linds that the car is not going far enough, he can turn the limidle (l from position :1" to what is termed i onlap position, (shown in Fig. G by dotted line i/,) thereby stopping the exhaust through the port 12. The pressure in the chamber 1 is maintained equal to that in the trainline through the passage-way 1t), which is still in communication with the traiii-liiie, thus preventing the release of the valve and stopping of the car. `lf desired to run the car still fai'- ther after the handle has been placed in this lap position, the brakeman by giving a slight pull on the wire connected with the releasevalve of the auxiliary reservoir can release the brakes from the wheels and allow the car to proceed. lVlien the car has traveled the desired distance, the biakeniaii can either cause the same to stop gradually by throwing the handle to the position a", Fig. (S, and causing' a retarded exhaust through the port 12, or he can set the brakes suddenly by turning the handle from the position a" to the position y', Fig. 3, (thus closing the passage-way 1.0 and allowing the air in the chambers 1, A, and 7/ pose of this partition is to niove the lever 1A i to exhaust to the atmosphere through the passage-way 11 and the valve to return to its normal open positioin) and then turning the handle back to thc position az, leaving the an- IOO ioD

lIO

l gle-cock in full-open position, 4as shown in Fig. i l, and causing an emergency application of the gency application of the'brakes when applied from the engine, the engineer having the same vcontrol of his train as he would if my valve were not on the angle-cock. l

It may happen that the brakeman will neglect to unseat the valves when he couples ,up

the cars of a train that hasI broken in two, and it is important that the engineer be able to unseat saidvalves from the engine. my improved valves this may be done, as followsr- The seated valve nearest the engine may be unseated by the engineer drawing 0E the air from the front'portion of thevtrain and from the bottom of the piston through the passage l0, allowingv the valve to drop from gravity. The engineer ma7 then unseat the other valve, if for any reason it remains seated,l by Yrecharging the line and driving the air vthroingdll port 12 on top of the piston, forcing it'down. Again, my invention will prevent injuries to brakemen, as follows: Underl the present system when a car is to be picked up andl cut into a train charged with air both angle-cocks where the train is to be separated are turned oli`1 before the hose is uncoupled,

so as to retain the.l pressure in both sections of the train while the switching is being done. In recoupling the'train after the car has been picked up'the brakeman has to reach overv the draw-bar to open 'the angle-cock on the oppo- 'site "side after the coupling. has been made, and in this way many 'accidents occur by the brakenian having his arm or body caught and crushed between the bumpers of the two cars.

Vith my improvement danger from thisV source is avoided, the operation being as follows: The'angle-cocks are not touched until the valves are both shot by the uncoupling of the hose, after which they are both turned, to lapy position to shut ofi' all escape of air. When the train is ready to be recoupled, the brakeinan turns thev handle of the angle-cock on the rear section to open or position while the front section is approaching, the- -val've in said angle-cock being still closed. If the handle of the angle-cock on the approaching section is not already in closed or y position, he .turns it to thatposition and permits the valve to `drop before he makes his coupling.` After the coupling is made the brakeman opens the angle-cock on the forward section by turning the handle to po.-

y sition, and the pressur'ethrough the port 12 on top of the piston in the other angle-cock opens the valve therein, thus avoiding the necessity of the brakeman reaching over the draw-bar to open the same. The purpose of thebrakeman so manipulating the angle-cock on the engineers side would only be to save air, since the engineer could, if necessary, release the valve on his side by drawing ofi" the air from the line in the manner above indicated.

I do not restrict my invention to the form,` dimension, or location of parts shown, since many'of the parts may obviously be changed in form orA location without substantially vary-- ing the mode of operation or principles of my invention. Having thus described my invention, what I claim as new, and desire to secure by Letters Patent, isl. A'n angle-cock of a fluid-pressure system,

a cylinder or chamber attached thereto, a hollow plug adapted to be turned bythe handle of the angle-cock,l said hollow plug having a piston with a hollow stem attachment thereto, all adapted and arranged in the angle-cock that the fluid-pressure 'of the fluid system through the angle-cock can be controlled and regulated.

2. .In an angle-cock vfor-iiuid-pressure systems, a'hollow valve-plug adapted to be turned to open and close the passageway therein, a

chamber, a 'cylindrical extension on said valve-plug within said chamber, 'a movable element in said cylindrical extension adapted when moved to close the passage-Way in said angle-cock, means for admitting air under pressure below said movable` element, and means for exhausting the air therefrom' when the plugl is turned.

An'angle-cock for iuidpressure systems having a passage-way therethrough, a hollow valve-plug having a cylindrical extension 4and adapted when turned to open and ,close the 'roo passage-way in said angle-cock, a hollow vpiston and connected valve-stem in the extended portion of said valve-plug, and means for admitting air underpressure below and within said piston and stem for causing the same to move when the pressure above the same is reduced and close the passage-way in said angl'e-cock.

'4. In an angle-cock for Huid-pressure sys-` tems, a hollow valve-plug having a cylindrical extension thereon, means for admitting air under pressure to the bottom of said plug, a piston and valve member in said plug adapted to close the passage-way in said angle-cock when pressure is applied to the under side of said piston, a passage-'way provided to release the air from the bottom of said plug when turned in closed position, and a port leading from the passage-way in said angle-cock to the interior of said plug' above said piston.

IIO

5. An angle-cock for fluid-pressure brake systems having a normally open cond uit therein, a chamber, a hollow cylindrical valve-plug extended within said chamber and adapted to be turned and close said conduit, a piston and valve-stem in said plug adapted to be moved into the line of said conduit and close the same, a passage-way for admitting iluid to the bottom of said chamber and plug when said plug is in open position, and the passage-way for permitting iiuid to exhaust from said chamber and plug when said plug is in closed position.

6. A stop-cock for luid-pressure systems havinganormallyopenconduittherein,achamber, a hollow cylindrical valve-plug extended within said chamber and adapted to open and close said conduit,a piston and connected valvestem in said valve-plug and adapted to normally remain out of the line of said conduit, means for equalizing the fluid-pressure below said piston with that in the conduit when said valve-plug is in open position, means for exhausting the pressure from below said piston when said plug is in closed position, and a passage way affording communication between the said plug above said piston and said conduit when the plug is in substantially open position.

7. An angle-cock for fluid-pressure systems having a conduit, an extended hollow valveplug adapted to open and close said conduit, a hollow piston and connected valve-stem in the extended portion of said plug adapted when pressure is applied from one side to seat in the conduit and close the same, ingress and egress passages for fluid to pass to and from the extended portion of said valve-plug below said piston and stem when the said plug is in open and closed positions, respectively, and means provided for permitting fluid to pass to and from the extended portion of said plug above said piston for the purpose described w'hen said valve-stem i's seated and said plug is in open position.

8. An angle-cock for fluid-pressure systems having a conduit, a chamber, a hollow valveplug extended within said chamber, a piston and connected valve-stem in said valve-plug and adapted to seat in and close said conduit, communication between said chamber and plug below said piston, the ingress-passage lO and egress-passage 1l to and from said chamber when said plug is in open and closed positions, respectively, and the passage-way l2 leading to the top of said piston.

9. An angle-cock for fluid-pressure systems having a conduit, a hollow valve-plug adapted to open and close said conduit, a movable element adapted when pressure is applied on one side thereof to seat in and close said conduit, passage-ways leading to the bottom and top of said element and so arranged as to adapt them to both be open, or one be open and the other closed, or both be closed according to the degree oi movement of Isaid plug with respect to said conduit.

l0. An angle-cock Vlor fluid-pressure systems having' a conduit, a valve-plug adapted to open and close said conduit, a movable element adapted when pressure is applied to one side thereof to move in the line ole and close said conduit, passage-ways leading to the bottom and top of said element and so arranged as to adapt them to both be open to said conduit, or one be open and the other closed, or both be closed according to the degree el movement of the said valve-plug, and an egress passage-way from the bottom ol said element when both of said lmssage-ways are closed.

l1. In an air-brake system, an angle-cock having a hollow plug turnable by the handle of the angle-cock, the lower portion oi said hollow plug forming a cylinder or chamber and holding therein a piston with stem attachment, said chamber so in communication and connection with the air-line through the angle-cock that the engineer can operate the piston from the engine by air-pressure to open the angle-cock after the piston has closed the angle-cock.

12. The combination, in an angle-cock, ol the hollow angle-cock plug B carrying the chamber-lin the chamber l/, both ol said chambers being in communication with the passage-way of the angle-cock, and the piston 7 in said chamber l adapted with stem 8 te open and close said passage-way by iluid-pressure substantially as described.

13. 1n a Huid-pressure brake system, an angle-cock having a turnable plug with a chamber and movable element therein adapted to close the main passage-way of the angle-cock by tluid-messure, a pivoted arln in contact with said movable element so adjusted as to lock said plug from turning when the movable element does not close the air-passage, and to unlock he plug by the action of the movable element in closing the air-passage.

i4. The combination, with an angle-cock for fluid-pressure systems having a conduit, a valve-plug adapted to turn and open and close said conduit, and a movable element adapted to be moved by pressure into the line of said conduit, of a lever adapted to normally engage said valve-plug and prevent it from being turned, the said lever having engagement with said movable member whereby as the said member is moved from its normal position the said lever is caused to release said plug and permit its being turned.

l5. The combination, with an angle-cock for Huid-pressure systems having a conduit, a valve-plug for opening and closing said conduit, and a movable valve adapted to seat in and close said conduit when pressure is applied to one side thereof, of a movable mem- IOO llO

ber having engagement with said valve-plug to prevent lts belng turned when said conduit `is open, and adapted to be moved out of ena member having a long and a short arm fulcrumed adjacent to the lowerportion of said plug, the said short arm adapted to normally engage said plug and prevent itsbeing turned and the long arm to engage said movable element and be moved therebyu in its seating movement causing the said short arm to recede from said plug and permit the turning thereof.

17. The combination, with an angle-cock for the purpose described having a conduit and a hollow valve-plug `for opening and closing said conduit, of'a movable element in said plug, a lever fulcrumed below said valve-plug, the said lever having one arm in engagement with said movable element and adapted to be moved thereby and its other arm normally engaged with said plug to prevent the samefrom turning, and means provided for mov-l ing said element and causing said lever to be disengaged from said plug.

18. The combination, in anangle-cock, of

the hollow plug B carrying the chamber 4 in I the chamber 1', both of said chambers being in communication with the passage-way of the angle-cock, the piston 7 in said chamber 4k adapted withstem 8 to open and close said passage-Way by fluid-pressure, and the lock 14 adapted to lock and unlock the turning of said plug B, substantially as described.

In' testimony whereof I have signed my name to this specification in the presence of two subscribing witnesses.

FRANK B. MORRISON.v Witnesses:

A. W. LEFLER, J. F. KIMSEY.

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