US907187A - Expansion-union. - Google Patents

Description

W. R. SHECKLER.

EXPANSION UNION.

APPLIOATION nun JAN.29,1908.

Patented Dec.22,1908.

2 SHEETS-SHEET 1 W. R. SHEGKLER.

EXPANSION UNION.

APPLICATION rum) JAI.29,1908.

Patented Dec. 22, 1908.

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WILDE R R. SHECKLER, OF GREENVILLE, PENNSYLVANIA.

EXPANSION-UNION.

Specification of Letters Patent.

Patented Dec. 22, 1908.

Application filed. January 29, 1908. Serial No. 413,216.

To all whom it may concern:

Be it known that I, WILDER R. SHECKLER, a citizen of the United States, residing at Greenville, in the county of Mercer and State of Pennsylvania, have invented certain new and useful Improvements in Expansion.- Unions; 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.

Themain object of my invention is to enable train-pipe couplings to be automatically disconnected by separation of the cars without liability of injury to the equipment.

An air line on freight and passenger trains usually carries about seventy pounds pressure to the square inch. It is a demonstrated fact that to uncouple the air-hose on a line with this pressure requires a straightaway pull of over three-hundred pounds, which would damage the rubber hose-sections or break the pipe-connections under the cars. This necessitates a man going in between the cars to uncouple the hose. All railway companies insist upon such manual uncoupling before separation of the cars. It is however a dangerous operation-for a man to make.

The purpose of my invention is to allow the hose to be uncoupled without damage to the hose-sections or pipe-connections, and without requiring a man to go in between the cars for uncoupling. This is accomplished by providing in the pipe-line an expansion union which normally maintains an air-tight joint, but which is adapted, by pull on the hose when the cars are separated, to break or open the joint slightly and allow escape of air, thus relieving the train-line pressure and allowing the coupling-heads to fall apart.

The invention will hereinafter be first fully described by reference to the accompanying drawings, which form a part of this specification, and then more particularly pointed out in the appended claims.

In said drawings: Figure 1 is a side view of an ordinary train-pipe connection, consisting of flexible hose-sections coupled together, as in use for air and steam lines, and showing an application of my invention thereto. Fig. 2 is an enlarged side elevation, with parts broken away and parts in section, of the expansion-union together with the coupling-head and adjacent hose-section which are joined by said union. Fig. 3 is a cross-section on line 3-3 ofFig. 2, looking in the direction of the arrow. Fig. 4 is a central longitudinal section of the expansionunion on a still larger scale. Fig. 5 is a perspective view of the male member of the expansion-union, the same consisting of a metallic thimble which is adapted to it on the nipple of the coupling-head. Fig. 6 is a detail view of the union-gasket. Fig. 7 is a perspective view of a fragmentary portion of the metallic sleeve or nipple which carries the coupling-nut of the union.

In Fig. 1, the train-pipes a of adjacent cars are shown provided with the regular anglecocks b, from which are swung the flexible hose-sections 0, usually of rubber, the latter being coupled together by cooperative coupling-heads cl. Between the coupling-heads and hose-sections are interposed expansion unions e. Said coupling-heads d are or may be of the type commonly employed for coupling the hose of air and steam train-pipe lines, as well understood by those familiar with the art.

Fig. 2 shows a fragment or end portion of one of the hose-sections a, carrying its coupling-head d for coupling with the similar coupling-head carried by the other hose-sec- In the ordinary train-pipe equipment,

tion. the free or swinging end of the hose-section is usually fitted on and bound or clamped around the nipple 1 of the coupling-head d, said nipple being usually longer than as shown in this figure. In the present case,

however, the nipple is stubbed or shortened and is joined to the hose by the interposed expansion union, as before mentioned. For this purpose, the hose-section c is attached to and carries a metallic nipple or short pipesection 2, which preferably has a threaded or corrugated portion 3 iitted and secured in the end of the hose, the latter being bound or clamped thereon, as indicated at 4. As shown in the several figures, this nipple 2 has an exposed portion extending beyond the end of the hose and provided at its end with an external flange 5. The bore of the nipple 2 is preferably substantially the same as that of the nipple 1 of the coupling-head d. Mounted on and loosely inclosing the exposed portion of the nipple 2 is a coupling-nut 6, having a tubular extension or sleeve 7 made at its rear end with an internal flange 8. The bore of the coupling-sleeve 7, including the internally-threaded portion of the nut 6 proper, is adapted to slip loosely and freely over the flange 5 on the end of the nipple 2;

while the flange 8 of the nut-sleeve 7 will ling hose (only one section of which is replikewise slip loosely and freely over the body of the nipple; provision thus being afforded for escape or leakage of air through the coupling-nut. A spiral spring 9 encircles the nipple and is compressed between the flange 5 on the latter and the flange 8 on the nutsleeve. 1n assembling the parts, the spring 9 is of course iirst slipped on'the nipple 2, and the coupling-nut is then slipped on from its smaller end before the nipple is attached to the hose.

A metallic thimble 10, having an internally-threaded portion, is screwed on the stubbed nipple 1 of the coupling-head d, the end of the latter being screw-threaded for that purpose.

10 which extends beyond the end of the nipf ple 1 is preferably thickened at 11 to reduce its internal diameter to that of the nipple 1, and a rubber or elastic ring 12 is interposed and compressed between the end-wall of such thickened portion 11 and the end of the nipple 1. Said thimble 10 is made exteriorly with a male screw 13, shown formed on a raised surface. This male screw 13 is adapted for engagement by the female screw 14 of the coupling-nut 6, whereby the flange 5 of the nipple 2 is adapted to be brought against the thimble 10, by screwing the coupling-nut 'on the latter against the resistance of its housed spring 9, as shown in the drawings and as will be fully understood. The male screw 13 on the thimble is shown notched at intervals, indicated at 15, to allow engagement by a wrench for screwing the thimble on the nipple, and also serving a further purpose presently to be considered.

A11 air-tight joint is made between the thimble 10 and the nipple 2. For this purpose, one of said parts, preferably the thimble 10, is made with a projecting annular boss 16 adapted to enter in a recess or enlarged bore 17 in the other part, preferably in the flange 5 of the nipple 2. The arrangement shown is preferred, though obviously it may be reversed. A rubber ring or elastic gasket 18 is stretched over or fitted around the boss 16 and is adapted to seat snugly against the flange 5, the face of the latter being desirably beveled or concave as shown, and the confronting face of the gasket 18 being formed to it therein. If desired, another gasket may be placed in the recess 17 to be engaged and compressed by the boss16.

The parts of the expansion union being coupled as shown in Figs. 2 and 4 of the drawings, the operation is as follows: Under normal conditions, the spring 9, which may be regulated to the desired pressure by adjusting the coupling nut 6 on the thimble 10, will maintain an air-tight joint between the thimble 10 and nipple 2. But when the railway-cars are uncoupled and separated, as the cars commence to move apart the coup- The portion of said thimble I resented'in Fig. 2) are drawn taut; and, as soon as a pull of a few pounds, depending on the tension of and suflicient to compress the spring 9, is made, the joint at 16, 18, 5 between the thimble 10 and nipple 2 is broken or separated sufficiently to allow air to escape through the nut-cylinder and pass out through the notches 15 in the male screw 13 and through the opening in the flange 8, thus relieving the train-line pressure and allowing the connected coupling-heads to fall apart under pull of the opposite hosesections.

It is obvious that the male screw 13 might be formed directly on the nipple 1 and the coupling-nut 6 arranged to screw on said nipple, so that for the purposes of my invention the thimble 10 may be considered as virtually a part of the nipple of the coupling head. It is also obvious that the couplingnut with its inclosed spring might be swiveled on the said nipple 1, or on the thimble 10, and arranged to screw on a male thread suitably provided on the nipple 2, this being only a reversal of parts.

The exp ansion-union described is most suitably located ad 'acent to the coupling-head, that is between the nipple of the coupling-head and the hose-section but it might as well be arranged at the other end of the hose section, that is between the fixed end of the hose-section and the nipple of the angle-cock which is customarily located at the end of the iron train-pipe; or it might be placed at an intermediate point in the hose, though the arrangement shown is preferred as the most practicable and efficient. It might also be placed at any other point in the train-pipe where the latter is subjected to tension by separation of the cars and pulling'apart of the coupling. The union is ofcourse equally applicable to train-pipe lines for air or steam.

While a coupling-nut engaging a male screw is the preferred mode of fastening. the

union, yet the parts may be fastened by.

adapted to be opened by the pull of the hose to allow escape of fluid, thereby relieving the tra1n-l1ne pressure and allowing disconnection of the coupling without tearing the hose or damaging the train-pipe connection.

2. In a train-pipe connection, a flexible hose-section extending from a train-pipe and carrying a coupling-head for connection with the coupling-head of another hose-section, one end of said hose-section having a metallic nipple adapted to make a fluid tight joint with another nipple, as that of the couplinghead, a coupling-member loosely-mounted on one of said nip les adapted for fastening on the other nipp e, and a spring arranged for compression between said coupling-memher and the nipple on which it is mounted, the force of said spring yieldingly holding said nipples in fluid-tight contact, whereby ull of the hose will open the joint and reieve the fluid-pressure to allow easy disconnection of the coupling-heads.

3. In a train-pipe connection, a flexible hose-section extending from a train-pipe and carrying a coupling-head for connection with the coupling-head of another hosesection, one end or said hose-section having a metallic nipple adapted to make a fluidtight joint with another nipple, as that of the coupling head, a union between said nipples including a spring holding them in fluid tight contact, whereby pull of the hose will open the joint and relieve the fluid-pressure to allow easy disconnection of the couplingheads.

4. In a flexible train-pipe connection, an expansion union comprising nipples whose abutting ends are arranged to form a fluidtight joint, a coupling-nut on one nipple arranged to screw upon the other, and a spring in said coupling-nut arranged to be compressed between a shoulder on the nipple and a SllOLldGl in the nut-sleeve, the force of said spring normally effecting a fluid-tight joint between said nipples, and the coupling-nut having provision to allow escape of fluid pressure therefrom when said joint is opened against resistance of said spring, the nipples being operably separable, for the purposes described.

5. An expansion union comprising opposed nipples whose abutting ends are arranged to form a fluid-tight joint, the end of one nipple having an external flange, a coupling-nut loosely arranged on the latter nipple and adapted to slip loosely over said flange, the nut case having an internal flange which loosely surrounds the nipple on which said coupling-nut is mounted, a compressionspring arranged in the coupling-nut between the two flanges, and a male screw. on the other nipple adapted for engagement by said coupling-nut, whereby when the parts of the union are coupled the spring normally holds the nipples in fluid tight contact while allowing separation and release of fluid pressure which may escape through the loosely fitted coupling-nut, the nipples being operably separable.

6. An expansion union comprising opposed nipples whose ends are arranged to make a fluld-tight joint, a male screw on one nipple having at least one notch extending across its threads, a coupling-nut swiveled on the other nipple and having an inclosed s ring arranged to be compressed between a shoulder on said latter nipple and a shoulder in the nut-casing, said coupling-nut adapted to engage said male 'screw, whereby the spring will yieldingly hold the nipples in fluid-tight contact while allowing separation and relief of fluid pressure which may escape through the aforesaid notch in the male screw, the nipples being operably separable.

7. An expansion union comprising a thim ble and a nipple whose abutting ends are adapted to form a fluid-tight joint, a coupling element loosely arranged on one of said parts and adapted for fastening on the other, and a spring arranged for compression between said coupling element and the part on which it is mounted, the said nipple being adapted for attachment to the end of a hose section, while the said thimble is adapted for screwing on the nipple of a pipe member the nipples being operably separable to allow an escape of pressure.

8. An expansion union comprising a thimble and nipple, one having a recessed flange and the other having a projecting boss designed to enter said recess, whereby a gasket can be fitted around said boss to seat against said flange, while a gasket may also be seated in said recess for compression by said boss, and a coupling element yieldingly mounted on one of said parts and adapted for fastening on the other, whereby a yieldingly fluidtight joint may be maintained the nipple and thimble being operably separable to allow an escape of pressure.

9. In combination with a flexible trainpipe connection having hose sections provided with an intermediate coupling designed to be disconnected by the piilling apart of the hose sections when the cars are separated, a normally fluid-tight or nonleakable pipe-joint in the trainpipe connection adapted to be opened by the pull of the hose to allow escape of fluid, thereby relieving the train-line pressure and allowing disconnection of the coupling without tearing the hose or damaging the train-pipe connection.

In testimony whereof I aflix my signature, in presence of two witnesses.

S. J. ORR, T. C. W HITEMAN.

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