|Publication number||US1842211 A|
|Publication date||Jan 19, 1932|
|Filing date||Mar 14, 1930|
|Priority date||Mar 14, 1930|
|Publication number||US 1842211 A, US 1842211A, US-A-1842211, US1842211 A, US1842211A|
|Inventors||Slayton Frank T|
|Original Assignee||Joseph Robinson|
|Export Citation||BiBTeX, EndNote, RefMan|
|Referenced by (4), Classifications (9)|
|External Links: USPTO, USPTO Assignment, Espacenet|
F. T. SLAYTON ANGLE-COCK 2 Sheets-$heet 1 lin IATTORNEXS Patented Jan. '19, 1932 I UNITED STATES PATENT OFFICE 7 ram '1'. snar'romor atom max. rnnnsnvmrs, .essmnora' 'ro :rosnrn nonmson, or new YORK, n. Y.
ANGLE 0003 Application filed arms 14, 1930. Berlal- No. 435,920.
tion between the train pipe hose of a car. and
the automatic connector on such car and prolong the life of the hose by minimizing the flexing of and internal stresses in the hose when the connector moves to the various positions in service.
A further object is to provide an angle cock for this purpose having an unrestricted opening therethrough formed to an easy curve whereby the minimum of impediment to the free flow of air through the valve is obtained. A further object is to rovide an angle cock which may be operated rom either side of the car by means of a suitable connectin rod or device. Another object is to provi e improved means for-anchoring the angle cock to the car body so that in case a car coupler is pulled out the minimum of 'damageto the'train pipe will result. A still furtherobject is to produce an angle cock for the purpose described wherein the fluid pressurecarried tends to pack the valve, that is, hold it in air tight relation to its seat; Other advantages, and the detail construction of my improved angle cock, will appear from the following description and in the accompanying drawings in which.
Figure l is a front elevation of an automatic connector installed on a car with my improved angle cock;
Figure 2 is a side elevation of the construction shown in Figure 1;
Figure 3 is an enlarged detailed section through my improved angle cock and its associated parts, and
Figure 4 is a front elevation of the construction shown in Figure 3.
In Figure 1 of the patent to M. A. Barber, October 11th, 1927, #1,644,97 5, the form of angle cock now in eneral use on railway cars is shown. As wi 1 be noted the connector hose 0 of this patent is threaded into the angle cock at a considerable angle to the lon- 'tudinal direction of the .train pipe itself.
ith such an angle cock, especially when located to the present American Railway Assoold object-ion,
ciation standard for freight cars 4% rearwardl from the pulling face of t e car coupler) it is ractically impossible to attach a connector ose thereto without kinln'ng the hose and setting up destructive stresses in it when the connector moves to many of the positions of service. This condition is somewhat relieved by mounting in the forward end of the angle cock an elbow curved sufficiently to bring the connector hose nipple at an angle of 90 to the longitudinal direction of the train pipe-see Fi ure 3 of the patent to J. Robinson March 26t 1929, #1,706,752. But when this is done objections still exist. Among them is the objection that the hose nipple must stop at a predetermined point when threaded into the angle cock by means of an elbow'nipple such as shown in the Bobinson patent. To do this is often difiicult and still get a tight joint. Skilled labor is required to accomplish it dependably and such labor is-seldom available when hose renewals enroute are made necessary by hose bursting or failing for other cause. Then there is the inherent in the present type of of restriction to the flow of the air through the cock-a serious objection in modern air brake operation. Continuing to remain is also. the objection that the valve of the present angle cock is disposed in the vertical plane, which necessitates the opening through the valve shall be oblong instead of angle cock,
round unless the valve body is made objec-' tionably large.
Disposing the valve in the vertical plane also requires that the valve operating handle shall be rotated in the horizontal plane, a requirement which recludes satisfactory arrangement being ma e for operating the angle cock from either side of the car without a trainman having to go in between the ends of the car.
In my resent invention these objections are effectively eliminated. I dispose the valve 6 in the horizontal plane, and instead of making an opening 7 through it from one side thereof 1 open it at the bottom and turn the opening laterally out through one side of the valve into aligned communication with the complementary opening 8 in the body 9 of the angle cock. This arrangement not only gives a full unrestricted opening through the valve 6 but permits the valve to be packed by the pressure against the wall 10 of the fluid carried. The body 9 is provided with a tapered opening lined with a complementarily shaped lining or sleeve 11, of any suitable material, which is pressed into air tight engagement with the body by the bushing or anchor device 12. The bushing is threaded into the base 14 of the angle cock or body 9 and against the bottom of the sleeve 11 as shown. The bushing is provided with a shoulder or flange 15 which bears against a suitable bracket 16 that is rigidly anchored to the car body 17 as at 18- Figure 1. A U-shaped bolt 19 spans the bush ing 12 in front of the flange 1.5 and passes through the forward end of the bracket 16. The body 9 is provided with a fiat surface 20 at the point where it is drawn into locked engagement with the bracket 16, and this flat surface lies in the horizontal plane so that when the angle cock is clamped to the bracket the lower face 21 of the outet or nipple 22 of the angle cock will also be disposed in the horizontal plane and at an angle of 90 to the longitudinal direction of the train pipe 23. It will be observed that the pipe 23 is threaded into the bushin 12 and that the bushing snugly embraces t e pipe at 24. This arrangement rigidly anchors the angle cock and the train pipe to the car body in the correct predetermined position described, and protects them against destructive vibrations. It might appear that the bushing 12 could be readily disposed of, but if that is done and the pipe 23 threaded directly into the angle cock ody 9 then the opening in the base 14 of the angle cock would be too small to receive the valve lining or bushing 11.
To hold the valve stem 6 firmly in contact with its seat in the bushin 11 when the air pressure is not turned on, face the forward end of the angle cock body 9 as at 25 and mount thereon a suitable spring 26 of considerable resistance. This spring surrounds the lug 27 on the forward end of the valve stem 6, and is enclosed by the housing 28 of the valve stem operatin handle 29, these parts being firmly locke in o erative relation by a in 30 or other suita le anchoring means. 0 position the valve stem 6 in its opened and closed relation to the body 9, I provide the o crating handle 29 with a proection 31 which moves between stops 32 on the body. The usual freight air hose'nipple 33 is threaded into the lower or outlet end 22 of the body 9 and, as aforesaid, the communication between this nipple and the front end of the train pipe 23 is a full unrestricted easy curved opening. The importance of this form of opening through an angle cock W111 be more fully appreciated when it is remembered that in present day long freight trains" there are as many as 200 to 240 of the present an le cocks each of which presents a substantia restriction to the movement of air through it and hence impairs the best functioning of the air brakes.
At its lower end the valve operating handle 29 is provided with an enlarged perforated head 34. This is to receive a rod or other device extending from either side of the car end inwardly into operative relation to the handle 29, whereby my improved angle cock may if desired be 0 erated from the outside of a car without t e necessity of trainmen going in between the ends of the cars.
In. Figures 1 and 2 my improved angle cock is shown as used with a well known type of automatic connector. It may of course be used with any type of automatic connector, or wherever a valve having the character-irtics of my invention is preierable to the type of valve now in use on railway cars. In ure 1 the easy curve or fiow of the train pipe hose 35 of an automatic connector used in connection with my improvement, is shown, and for this service my invention has especial advantages as hereinbefore pointed out.
What I claim is:
An angle cock of the class described comprisin in combination, a horizontally disposed Tmdy having a tapered opening there through, a tapered valve seat pressed into said opening in air tight relation thereto, the base of said body belng' threaded and being provided with a fiat bearing surface for positioning the body, a bushing screwed into the rear of said base into engagement with said valve seat, said bushing being hollow and being threaded to receive a train pipe in air tight supporting relation thereto, the bushing being also provided with a flange of greater diameter than the diameter of the threaded o ening in said base, a clam engaging sai bushing in front of said ange and in retaining relation to the flange for clam in said bushing and said body rigidly to a iixe art of the car with said fiat surface of the odv held firmly against said fixed car part whereby said body is rigidly secured to said car art in a predetermined fixed osition, sai body being provided with a aterally extending hollow ni ple, a tapered valve stem rotatably mounte in said valve seat in the horizontal plane and having an opening-leading from the base of the valve forwardly and laterally into aligned communication with the opening in said nipple a part of the time and into allgned communn cation with said train pipe all of the time, and means for resiliently holding said valve in air tight relation to sad seat, said means includin a projection extending forwardly away m the valve, a handle anchored to said projection for rotating said valve, a spring surrounding said prO ection and bearin ht one end against said body and at the other end against said handle, said handle [iii mamn
including a projwtion which moves hetw ean limiting 'st0 so armmga s on said. boy, said valve being that the ressure 0f the fluid signature.
FRANK T. SMYTON,
|Citing Patent||Filing date||Publication date||Applicant||Title|
|US2721722 *||Aug 11, 1951||Oct 25, 1955||Ernest C Saftig||Plug valve|
|US2785874 *||Feb 25, 1954||Mar 19, 1957||Deutsch Co||Gas valve|
|US3168110 *||Dec 13, 1961||Feb 2, 1965||Reynolds Earl C||Automatic water softener system including a pressurized brine tank, control valve, vlave operating means and/or timer combinations|
|US4641892 *||Dec 12, 1984||Feb 10, 1987||Dsl Dynamic Sciences Limited||Railway emergency brake system|
|U.S. Classification||303/86, 251/316, 251/181, 251/175, 251/310|
|International Classification||B60T17/04, B60T17/00|