US2612186A - Fluid pressure operated flow control valve - Google Patents

Description

Sept. 30, 1952 w. B. BOLGER 2,612,136

FLUID PRESSURE OPERATED FLOW CONTROL VALVE Filed May 20, 1947 2 SHEETS-SHEET 1 UUUUI] Jfzg/ 42 46 52 5s 53 9 9L, l; J I s 9 v I v m INVENTOR. WILLIAM. B. BOLGER BY M 7 {M94 ATTORNEYS.

Patented Sept. 30, 195 2 UNITED STATES PATENT- Fnum .PRESSURE OPERATEDFLoW GONTROL VALVE Williain BlBolger, Cleveland, oiiio Application May '20, 1947-, Serial No. 749:2.14

4 (Cl. rai -e57) This invention relates to a now control valve and is shown and described as applied to a waste i disposal unit for railwaycarsand the like employing an automatic control combination by which the unit is caused to discharge its contents automatically at preselectedspeeds of the vehicle.

In railway sleeping cars; particularly those of the roomette' type, the problem of disposing of the waste from the washrooms and-toilet facilities has presented a number of 'difiiculties-due to the frequent entrance of the trains'into the station areas; Usually, .for such cars,- removable tanks are connected tothe washroom and toilet facilities for accumulating wastes "therefrom while the cars are in the station, and must be removed by attendants in the stationbefore the carresumes travel- Inthe case of day coaches and the like, the washrooms and toilets generally are locked while the train is standing in a station and during its entry into and departure from a station area.

For the purposes of illustration; thevalve is shown in connection with 'a small and compact normally sealed waste disposal unit; for the washroom and toilet facilities of railway cars, which opens automatically anddis'charge's its contents railway ears "and to be controlled by :asimple automatic control mechanism which may :be set to cause operation of the unit at a number of different preselected speeds of :th'efcar.

The principalobject of the present invention is to provide a valve which is non-clogging and is operated by fluid pressure.

Other objects and advantages will become apparent from the following description wherein reference is made to the drawings in which:

Fig. 1 is a diagrammatic fragmentary side elevat-ion of a railway car with a wastedisposalunit and control combination with the valve of the present invention installed therein, part of the car being shown in section for clearnessin illustration;

Fig. 2 is an enlarged side elevation of the valve illustrated in Fig. 1;

Fig. 3 is a vertical sectional view taken on the lines 3-3 of Fig.2; i

Fig. 4. is a horizontal sectional view of the valve in open condition and is taken on lin 4 -4 of F'ig. Y 2, par

.2 i 1'; thereof shown in plan roi- 'cleai'hes's in illustration; l

Fig.5 is a sectionalviw taken onthe'lilie 5-45 oiiFig. l; v p v I i Fig. 6 is a view simnario Fig. 5 with the air inlet lines omitted for .cle'arn'ess' in illustration; 7 is a sectional view similar to Fig.4 but showing the valve in closed condition;

Fig. '8 is a fragmentary end elevation or the underside o f the railway car showing the Control mechanism for th' valve; a

Fig.9 is' a diagrammatic. illustration "(ifthe valve, the air su per thereto, and the Wiring. diagram of theelectrical control therefor.

Refeiiing to the drawings, the invention "is shown in connection with the ranway. passenger car, indicated generally at Lend having the usual wheel's 2 to the sine 3 or 'o'ne iiail of which is connected 'theus'ual eiiera'te'r 4 by mea s of a belt 5. In the car shown for pur oses "of illustration the washroom '6 "is shown as having the usual Washhowl' '1 toilet 8, the drains of which lead to a down spout. If desired;'ii'i cars such as sieepi ig cars havineroomettes" and the like, I the. washroom and toner facilities of a number .of individual rooms may-beconiiected to a com on lead which i turn is connectedto asingle down spout.

. In manyeais, the down spout is'epen at an times for dischargin 'a1oiigtiie'JtrackWay;'In others it is connected to large accuinmating tank'- which is sealed during normal operation. sueh a'ceninuiatin tanks are arranged to be opened hy atthdarilif'aiid connected fUSW- I are drained ohli lifihil the carisstdpped; The

equipment thus far described is'well-k'nown in the art and issuch as is customarily ,providetl on Ia iIWaypQS SBflQrCQ-TS. I v i Ill 'the' present iiiustratien howev the down spout instead of ibeingopeii at all times or con- In the present invention instead of the open down spout or the large accumulating tanks which can be opened only when the car is stopped, by an attendant outside ofthe car. a

suitable accumulating sleeve -12 of much less capacity than the prior accumulating tanks is 3 connected to the lower end of the collar II in co-axial and depending relation thereto. At the lower end of the sleeve l2 the valve of the present invention is connected in co-axial and sealed relation thereto. The valve comprises a length of tube l3 which is preferably of resilient rubber and of substantially the same internal diameter as the sleeve l2. To the lower end of the tube I3 is connected a sleeve [4 which extends upwardly from the discharge end of the tube It in surrounding and shielding relation to the tube 13. The sleeve [2 is surrounded by suitable insulation l5 which in turn is encased in a rigid sleeve [1. floor 9 or collar II and extends in surroundin co-axial relation to the sleeve 12 and to an upper end portion of the tube I3. Connected between the lower end of the sleeve I! and the upper end of the sleeve 14 is an elongated housing It having aligned openings l9 and in its top and bottom walls respectively, the openings i9 and 20 lying within the peripheral limits of the sleeves l4 and i1 and being of such shape as to accommodate the tube 13 in its normal undistorted generally cylindrical shape. By this arrangement, the passage from the inlet of the The sleeve I1 is connected to the collar ll through thetube l3 and sleeve 24 is of uniform size and unobstructed in any manner. An overflow and vent pipe 2| is provided near the top of the collar H and leads from the interior thereof to the outside atmosphere.

It is apparent that with the arrangement described, any material passing into the collar H can pass freely downwardly through the sleeve l2 and tube I3 and be discharged from the lower end of the tube [3 to the outside.

vIn order to open and close the passage through the tube l3 without introducing any obstructing valve mechanism thereinto or into the collar H or sleeves l2 and I4, means are provided for compressing and collapsing the tube 13 transversely of its axis so as to completely close the passagetherethrough. It is desirable also that the closure of the passage through the tube I3 in this manner be accomplished even though some rigid article should happen to be between the walls of the tube at the point of closure. To effect closure in such a manner, the means v pressed against the tube, at least from one side, must be flexible and such that, while maintain ing the collapsing pressure, it can conform to the exterior surface of the closed tube 13 even when'the outer surface of the tube is distorted to. an irregular contour by being pressed into closing position about a rigid article disposed in the tube at the point of closure. For this purpose, the closure means illustrated has been found satisfactory.

Referring to Figs. 4 through '7, this means comprises a pair or inflatable tubes 22 arranged in the housing l8 at opposite sides of the tube I3 and preferably extending parallel to each other in a direction transversely of the axis of the tube [3. Each of the tubes 22 is of sufficient length to extend, lengthwise of the housing It, beyond the tube l3 when the tube i3 is compressed to closed position as illustrated in Fig. '7. The tubes 22 are preferably resilient rubber laminated with fabric reinforcing and restraining strands and lie between the side walls of the housing l8 and the adjacent wallsof the tube l3. The tubes 22 are closed at both ends by suitable closure caps 23. Connected through the cap 23 at one end of each tube is a flexible hose 24 which, in turn, is connected to a suit- 7 other.

1 tubes 22.

4 able pipe 25 which leads to the outside of the housing [3. The pipe 25 is connected to the usual compressed air line or source of the car, as is hereinafter described.

Adjacent ends of the tubes 22 are provided with rigid arms 28 which extend transversely of the housing l8 and are pivotally connected together by suitable upright pivot rods 21. The usual cotter pins 28 or-other suitablemeans are provided for holding the arms '26 in proper position lengthwise of the rods 27. The rods 21 preferably are positioned midway between the adjacent ends of the tubes 22. Each of the rods 21 is provided with eyes 29 at its opposite ends. In order to floatingly suspend the tubes in the proper position in the housing It, each eye I9 of each bolt 21 is connected to theends of an associated pair of springs 39. The opposite ends of each pair of springs are connected to opposite side walls, respectively, of the housing I8 inwardly, lengthwise of the housing, from their associated rod 21. Thus, the'springs normally support the tubes 22 within the housing for resilient floating movement and normally urge the rods 21 toward each other lengthwise of the housing so as to buckle the tubes 22 in a manner to cause the ends to move concurrently inwardly toward each other both transversely and longitudinally of the-housing. I8. This movement of the tubes results in the space defined between the tubes being relatively wide in proportion to its length. Normally, the springs hold the tubes in the'position illustrated in Fig. 4 in which the tube 3 is'fully open and defines an unobstructed passage from the collar H to the discharge end of the unit. Upon the introduction of air under pressure through-the'pipe 25, the tubes 22 are inflated and, since they arev confined outwardly by the walls of the housing 18, press inwardly against the tubes l3 and, while adjusting themselves to its outer contour, apply suflicient force to collapse and close fully the tube 13, as illustrated in Fig. 7. Since both tubes 22 have flexible surfaces, they adjust themselves to any irregularity caused by rigid articles being caught between the contacting .innerwall surface of the tube 13 and press the resilient or flexible walls of the tube l3 into closing relation tightly about the article. Upon release of the air pressure in the line 25, the springs 30 return the tubes 22 to the position illustrated in Fig. 4 and the tube 13 thereupon resumes its normal shape transversely. Such railway cars are normally provided with a source of air under pressure and suitable pipe lines for carrying it from one :endof the car to the This air pressure, however, is several times that which is required for operation of the Accordingly, air from, the usual main line, indicated at 32in Fig; 9-, 'is lead through a reducer 33 to anelectromagnetic valve 34, the outlet end of which is connected'to the pipe 25. The valve 34 .isprovided with a discharge or exhaust line 35 for exhausting the air to the outside atmosphere. It is necessary. in a device of the character described that the tube l3 remain closed at all times while the train is in station areas and while it is approaching orleaving the station. Usually the'speed of the train, when approaching or leaving a station, is quite moderate and the higher speeds are not reached until the train is a considerable distance therefrom. Accordingly, the present unit is arranged so that the tube i3 is closed at all times, while the car I is stopped or moving at relatively slow speeds and .is opened only'when the car reaches a predeacrea e termined relativelyhigh speed; For this purpose, the valve 34"is normally open so as "to admit air under pressure through the line or pipe '25 ,"th'ereby expanding (the tubes 22'and closing the tube l3, and means are provided tooperate 'the'valve 34 in response to the speed of the railway car so as to stop the admission of air to the line 25 and connect the line 25 to the exhaust line 35, 'thereby'releasing the air from the tubes'22 and permitting the springs to withdraw themand allow the'tube 13 toopen fully. j

A suitable control mechanism for this purpose is illustrated in Figs. 8 and 9. Sincethe generator '4 of the car 'isdrivenin direct-response to the rotational speed of the axle 3,, a mechanism timed in response-to the rotary speed of thegenerator will give-a response directly proportional'to the speedof the car. provided with an extension shaft-48 which is fixedly secured in c'o-axi'al relation to a sleeve 4 l. The sleeve 4-] is rotatably mounted in a suitable bearing bracket 42. a fiy ball governor and having arms 43 pivoted to a collar 44 which *is rigidly secured tot-he sleeve 4]. The inner ends of thearms 43 are connected to a suitable slide 45 in the sleeve-41. The slide '45 is moved longitudinally of the sleeve 4| in a direction away from the generator as the arms 43 swing relatively apart and is moved toward the generator as the arms approach each other under the influence of "a return spring 48. Telescopically mounted in the end of the sleeve 4! and rotatable relative thereto aycam rod 4'1. At

its opposite .end, the cam rod 41 is mounted a suit-. able bearing 43 and is urged toward the generator v to a retracted position by means of a compression spring 49 which is interposed between the bearing of the bracket 48 and a suitable collar B'U's'e'cured on the rod 47. The end of therod 4-! and the bearing of the bracket 49 are preferably square, out-of-roundor suitably keyed so as to prevent rotation o'fthe rod 4-! in its bearing. interposed between the slide 45 and the opposite end of the rod 4-1 is a suitable bearing -ball 51 for transmitting the movement of the sl ide' 45 to the rod 41 without imparting any rotaryimo'tion to the latter.

Carried on and movable with the rod 4'! is a cam '52 for operating electric switches for controlling the operation of the valve 34. A suitable housing 53 is provided and encloses and protects the cam portion of the rod 41 and the cam 52. Mounted in the housing 53 are a plurality of normally closed limit switches, indicated at 54, 55, 56 and 51 respectively. Each of the switches is provided with the usual external lever 58. The switches are preferably arranged in a row'in a position such that as the rod 41 is moved to the right in Fig. 8, the cam engages successively and operates the operating levers 58 of the switches 54 through 5! sequentially. Thus, the switches are operated in response to a predetermined relation to the rotational speed of the governor and therefore in response to a predetermined speed of the vehicle.

Each of the switches 54 through 51 is normally closed and is opened when its lever is engaged and operated by the cam as the cam moves to the Mounted'onithe sleeve 4| is Accordingly, the generator is right in Fig. 8. The switches are preferably of the so-called microswitch type and the operating lever is spring returned to normal positionv 5 9Jj'is' connected by means :of a conductor 6t td one side of the usual '3'2-voltdirect current power line commonly provided on railwaycars. The opposite terminal of each of the switches 54 "through"?! is arranged' to beconnected selectively tothe'opposite side of the -'32-'vol-t powerline, for "completing a circuit through the coil 59 while a selected one of the switch-es is closed and to break the circuit when "the selected switch op en. For this purpose, a plurality-of contacts t2 through 65 are provided and are connected respectively to the said opposite terminals of the switches 5% through 51. A movable contact -=arm 5 B is connect edto the side of the BZvolt power line opposite that from which the co'il 59 is connected. The movable contact-arm G6 is 'soarranged that "ittcan be' swung- .to different positions to -connect the switches selectively in the circuit and disconnect all except the selected :one from the :cir- :cu'iti m'ovable contact arm and the contactors. 62 through 6 5 are mounted on a suitable panel indicated at it? which may :be located .at any. convenient .locationlin the :nailway ZB-y properly spacing the switchesinurelation to .the

, movement of the rod 41, the switches xcainbemade to :open :each at .a progressively higher speed, :beginning with the switch 54.. Oo-nsequently by moving the arm :66 to connect the desired switch, in the :circuit, the -coil.59 is energized only from the selected one and when thatch-e is (opened .at its. preselected speed, :the {coils-is ideenergized.

Ingeneral, .itis desirablezthat .the switches open za-tieo, 45, 50,, and 55 miles an :hour, respectively, beginning with the switch .54., .as these speeds are usually not attained until the :trainis i3, considerable distance from the station. For example, assuming that the arm 56 has been movedato the contact 54 and the train speed :isprogressively increasing. the switch -'54 is :o.pened;iflrst followed by switch 55. But, since switches 1 54 and 55 are disconnected from the circuit: they have no operative effect, the switch 56 maintaining the circuit. When the train .has reached a speed .of 50 miles an .hour, however, the switch 56 :is opened thereby. disconnecting the coil -:59 from the circuit and releasing the air from the pipe :25 .so that-:the tubes .22 are :deflatedxand the tube 13 is opened. This condition obtains for this position :of the .arm .65 soxlong as the. speedof "the trainis 5.0 miles an hour or greater. :If "the speed of the train decreases :below fiflmileseanhour, :the cam 52 releases the switch 56 and it assumes its normally closed condition thereby energizing the coil 59 and i e-admitting air to the tubes 22 and thereby closing the tube I3.

It is apparent from the foregoing description that the present valve and control mechanism makes possible the automatic discharge of waste only at preselected speeds of the train and eliminates the necessity for large and expensive accumulating tanks and the connection and disconnection of the same to local sewage facilities while the car is in the station. It also eliminates the inconvenience to passengers occasioned by the locking of the toilets While the train is in station areas.

While, for purposes of illustration, I have described my invention in connection with waste disposal units for railway vehicles, it is apparent that the valve is useful for other purposes wherein it is necessary to provide an unrestricted flow through a conduit while at the same time providing for the opening and. closing thereof.

Having thus described my invention, I claim:

1. A flow' control device comprising a flexible 7 wall tube collapsible transversely of its axis, a

rigid confining housing for the tube and having 2 a Wall spaced laterally therefrom, a flexible inflatable tube interposed between the wall and the collapsible tube and having its axis in a plane lying at an abrupt angle to the axis of the collapsible tube and at least one end of the inflatable tube being secured in the housing for floating movement relative to the housing and to the collapsible tube in a direction generally endwise of the flexible inflatable tube.

2. A flow control device comprising a flexible wall tube collapsible transversely of its axis, a rigid confining housing having walls spaced at opposite sides of the tube, flexible inflatable tubes interposed between opposite sides of the collapsible tube and said walls, respectively, and positioned with their axes in a plane defining an abrupt angle with the axis of the collapsible tube, said walls constraining the inflatable tubes in a position in which, when inflated, they press against the opposite sides of the collapsible tube and collapse it, means to connect one end of the collapsible tube to a source of flowable material, means independent of the first means and uncommunicated therewith and adapted to connect the inflatable tubes to a source of fluid pressure and to disconnect them therefrom selectively, one end of each inflatable tube being mounted in the housing for movement relative thereto in a direction generally endwise of the inflatable tubes, and spring means operatively interconnecting the housing and said one end of each of the inflatable tubes and yieldably urging said ends of the infiatable tubes toward the opposite ends thereof, respectively.

3. A flow control device comprising a flexible wall tube collapsible transversely of its axis, a rigid confining housing having Walls spaced at opposite sides of the tube, flexible inflatable tubes interposed between the collapsible tube and said walls, respectively, and positioned opposite to each other with their axes in a plane defining an abrupt angle with the axis of the collapsible tube, said walls constraining the inflatable tubes in a position in which, when inflated, they press against the opposite sides of the collapsible tube and collapse it, means to connect one end of the first tube to a source of flowable material, means independent of the first means and uncommunicated therewith, adapted to connect the inflatable 8 tubes to a source of fluid pressure and to disconnect them therefrom, selectively, at least one end of each of said inflatable tubes being mounted in the housing for movement relative thereto and to the collapsible tube in a direction generally endwise of the inflatable tubes.

4. A flow control device comprising a flexible wall tube collapsible transversely of its axis, a rigid confining housing having walls spaced at opposite sides 'of the tube, flexible inflatable tubes interposed between the collapsible tube and said walls, respectively, and positioned opposite to each other with their axes in a plane defining an abrupt angle with the axis of the collapsible tube, said walls constraining the inflatable tubes in a position in which, when inflated, they press against the opposite sides of the collapsible tube and collapse it, means to connect one end of the first tube to a source of flowable material, means independent of the first means and uneommunicated therewith, adapted to connect the inflatable tubes to a source of fluid pressure and to disconnect them therefrom, selectively, and spring means operatively connected to the inflatable tubes and operative to yieldably urge the inflatable tubes out of collapsible relation to the collapsible tube as the inflatable tubes are deflated.

WILLIAM B. BOLGER.

REFERENCES CITED The following references are of record in the file of this patent:

UNITED STATES PATENTS Number I Name Date 864,118 Atkinson Aug. 20, 1907 994,167 Koppitz June 6, 1911 1,060,261 Judson Apr. 29, 1913 1,284,465 Ryan Nov. 12, 1918 1,325,310 Zaun Dec. 16, 1919 1,873,138 Mitchell Aug. 23, 1932 2,026,916 Smith Jan. 7, 1936 2,069,261 Monnet Feb. 2, 1937 2,305,840 Brown Dec. 22, 1942 2,371,434 Eppler Mar. 13, 1945 2,487,226 Eastman Nov. 8, 1949 FOREIGN PATENTS Number Country Date 371,681 Italy of 1939

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