Improvements in Apparatus for Charging Reservoirs with Compressed Air or Gas.
Year: 1896

page_text: Date of Application, 31st Dec., 1896-Accepted, 20th Feb., 1897
COMPLETE SPECIFICATION.
Improvements in Apparatus for Charging Reservoirs with
Compressed Air or Gas.
I, OLIVER IMRAY, of No. 28 Southampton Buildings, Chancery Lane, in the
County of London, Chartered Patent Agent, do hereby declare the nature of
this invention (which has been communicated to me from abroad by The
General Compressed Air Company of 160 Broadway, New York, United States
of America) and in what manner the same is to be performed to be particularly
described and ascertained in and by the following statement :-
This invention relates to apparatus for charging reservoirs with compressed air
or gas, such apparatus being especially applicable at local stations for charging
with compressed air the reservoirs carried on cars propelled by compressed air
engines.
In this system of compressed air traction, the reservoirs, on the motor car, and
on the trailers, when trailers are employed, are usually charged to an initial
pressure of about 2,000 lbs. per square inch, and they have to be recharged, from
time to time, at the end of a certain course such for instance as fifteen miles. It
has been found of advantage to employ, at a local charging station, a set of
reservoirs charged by a compressor to or beyond the initial pressure required in
the car reservoirs, and to tap these station reservoirs, in succession, for charging
the reservoirs on the cars; thus final equalization can be secured at a higher
pressure than if the air, at the station, were held in a single large reservoir, or all
the members of the battery were tapped contemporaneously. It is desirable to
be able to charge in this way while the compressor continues to work.
It is also desirable to have means of making the necessary connections without
requiring the car to he brought to an exact position; and of effecting the charge
as quickly as possible, without loss of air by leakage.
This invention, designed to meet the above noted conditions will now be described
with reference to the accompanying drawings in which like letters and numerals
denote like parts, in the several figures.
Figure 1 is a plan at the local charging station, with the car in charging
position.
Figure 2 is a section partly in elevation of the charging valve mechanism, the
valve being in normal position.
Figure 3 is a view, partly in perspective and partly in vertical cross section, on
the line X-X of Figure 2.
Figure 4 is a view similar to Figure 2, with the valve in charging position, for
tapping the first local reservoir.
Figure 6 is a view, chiefly in perspective, but partly in section, showing the
relations of the ports in the valve and the valve seat, the valve being in position
for tapping the last local reservoir, without stopping the compressor.
Figure 6 is a perspective view of the valve removed from the chest, and reversed,
end for end, with respect to Figures 2 and 4.
Figure 7 is an enlarged transverse section of the valve and valve chest, on the
line X-X of Figure 2.
Figure 8 is a similar section on the line - of Figure 4.

page_text: gure is a perspective view showing the coupling nozzles as they appear when
the charging nozzle at the station is about to be introduced into the receiving
nozzle on the car.
Figure 10 is a view, partly in plan and partly in horizontal section, shoving
the nozzle of Figure 9, coupled together, for charging.
Figure 11 is a transverse section on the line. --of Figure 10, and..
Figure 12 is a perspective side view and Figure 13 is a vertical section of ond
of the swivel joints in the coupling connections.
At the local station, in a suitable casing a, is mounted a charging valve a'. The
casing a is provided with a series of ports corresponding to the number of local
reservoirs, and with a port leading to-the-compressor. Assuming 4 reservoirs as
shown, the valve sent has 4 ports, which, together with the reservoirs and pip
connections, are marked from 1 to 4, inclusive. The compressor is not shown, but
the port from it and the pipe to it are marked 5: The valve a' has an inlet port a
a passage a extending from the inlet port a³, and a series of ports numbered 1 to 6
inclusive. These 5 ports in the valve communicate with the longitudinal passage a
and they are, arranged in order opposite. to that of the ports 1 to 5..in the valve
seat. A port 6 in the valve does not communicate with the passage a, but with
a duet 6 which, in the normal position of the valve a'; coincides with a corre
sponding duct 6 in the valve casing a. In 'the normal position of the valve, shown
in Figure 2, the port 6 in the valve coincides with an outlet port 7 in the valve
seat, leading to the car connections. Hence, if desired; the car connections can be
discharged through the port 7, the port 6 and the duct 66b before uncoupling
from the car, so that the coupling nozzles can be separated without noise. When
the valve a! is in the position shown in Figure 2; the supply from the compressor
through the pipe and port 5. can-pass, through the several ports 1 to 4 inclusive
of the seat, into the corresponding local reservoirs 1 to 4. By moving the
valve toward the left, step-by-step, the inlet port a' of the valve may be
made to coincide in succession with the ports 1 to 5 of the seat, and thus
establish communication, through the passage a³, with the corresponding
ports in the valve, and through these with the outlet port 7 in the seat. For example,
when the valve is moved toward the left one step; the port and reservoir 1 are
connected with the outlet port 7 of the seat, as shown in Figure 4. Thus by move-
ment of the valve a', the local-reservoirs can be tapped; in succession. While any
one of these is being tapped, up to the last, the compressor can continue to deliver
to the reservoirs which are not tapped-through-the ports of the seat, in advance of
the valve. When the valve a' is brought into position to tap the last reservoir 4,
a small cavity 5, in the seat or casing, co-operates irith a corresponding duct 5, in
the valve, to afford a by-pass permitting the air from the compressor port 5 of the
seat to pass into the finlet port a2 of the valve, and go with the charge from the last
reservoir, to the car, as shown in Figure 5. Thus by this charging, valve, tho
reservoirs of the local battery can be tapped, in succession, while the compressor
continues to work. By moving the valve a one stop further toward the left, so
that its inlet port a' coincides with the compressor port 5,'in the valve seat, the
compressor only is connected with the car and can pump' directly into the car
reservoirs, as long as desired. After the reservoirs are charged to the desired
pressure, the valve a' is returned to its extreme right hand, or normal position, so
as to. cause. its port: 6 to coincide with the outlet port 7 in 'the seat, and the
ducts 6° 6° to discharge the car connections, for avoiding noise in separating the
nozzles.
1.
The valve casing a is shown as provided with a notched segment'a' and a 'hand
lever a. The notches of the segment a are numbered to correspond with the
numbered ports in the valved and when thé haud lever is locked by its catch to
any notch, the valve port having the corresponding number coincides with the
outlet,port 7.of the valve-seat.:
1
Owing to the high pressure employed, it is not easy, or desirable, to move the
charging valve a' by hand; and hence, a construotion is provided such that the

page_text: pressure of the fluid within the valve case is rendered available for operating
the valve.
The charging valve a¹ has a spacing collar aand a pair of pistons a' and a fixed
on its rod a. The valve rod ais jointed to the lower end of a lever a. The
upper end of which is connected by a rodia" to the hand lever a. The valve
casing a is formed with a partly annular recess b, which is always in communication
with the space between the charging valve a' and the piston a", and is; therefore,
always subject to the fluid pressure, from the ports-numbered 1 to 5, in the main
valve seat. The small cavity 5", in the casing a extends so far outward that it is
not entirely covered by the valve a', when the valve is in its extreme left hand
position; and hence, the cavity 5 then co-operates with the duct 5 in the valve;
to afford a by-pass for maintaining pressure in the recess b, which is therefore
always subject to compressor pressure. From the recess 6 extends a port.or
duct 6 to the face of a valve seat c. The casing a is also recessed at the extremities
of the bore for the main valve, so as to afford spaces 63, beyond the pistons a² and o³,
which spaces are connected by passages and pipes 6 to ports 63, leading to the face
of the valve seat.r. On the seat works a small controlling valve c' having a
cavity long enough to span the two ports 63, when in its central position.
Through the controlling valve c' is a sinall duct.c leading to the under side of a
diaphragm c, which carries a plunger c extending up through, a cover over-the
diaphragm and bearing against a resistance. plate-e, supported by posts. c'.
This diaphragm and plunger counterbalance the pressure so as to hold the controlling
valve e' down to its seat. The controlling valve c' is connected by rod c with the
middle of the lever alo.
When the controlling valve c' is in its normal or central position, as shown in
Figures 2 and 4, the middle recess.b is in. communication with the end spaces!b?,
through the ports &' and 6 and the cavity equalising the pressures on the outer faces
of the pistons a aud as so that the charging valve a is held stationary. In this
condition, the valve rod a serves as a fulcrum for the lever a when the hand
lever a is moved, this movement therefore causing movement of the controlling
valve c', through the rod c.
If, for example, all the parts are in the position shown in Figure 2, with the
catch of the leveria engaged in notch 6 of the segment. Then; if the hand lever
be moved to the position shown in Figure 4, or so that its catch engages with notch.1,
the first effect is to move the valve e toward the right sufficiently far to uncover
the left port 3, thus opening the left hand space, beyond the piston as, to exhaust.
Immediatoly the pressure in the right hand spacerbs, beyond the piston,a, moves
the charging valve a' toward the left; but, before. it begins to move, the catch of
the hand "lever a is engaged, in notch 1; making the rod a!! become. the fulcrum
for the lever a¹0, while the valve a' moves. By the movement of the valve a', the
controlling valve c¹ is returned through the pull of the rod e, to its normal position;
and thus equality of pressure is re-established in the two spaces b, beyond the
pistons a and a, stopping the valve a', when it has made its step of. movement.
To effect the charge of the car reservoirs it is, therefore, 'only, necessary to move.
the hand lever as, from, notch 6 of the segment, to the other notches to:5, in
succession, thereby causing the charging valve a' to make the necessary five
successive steps for tapping the four reservoirs of the local battery, in succession,
and then tapping the compressor itself. When the charge is completed,.the hand
lever a is moved back to notch 6, with a single: movement, thus moving the
controlling valve c' toward the left, sufficiently far to uncover the right port. and.
open the right hand space to exhaust beyond the piston a'. Immediately
the pressure beyond the piston a moves the charging valve a'; by a single! long
stroke, back to its extreme right hand, or normal position, as shown in Figure 2.
When this occurs, the car connections are discharged, and the coupling nozzles onni
be separated. without noise.
The car connections are shown in Figures 1, 3 and 9 to 13, inclusive. The outlet
port 7, in the charging valve seat is connected by pipe 8 with a stop cock or shut off

page_text: valve 9 from which opens one of several pipes 10, connected with each other by
swivel joints 11. The farthest of the pipes 10 has swivelled to it a charging nozzle
made up of the two parte,.the one 12 screwed into the other.13 behind a collar 14,
on the pipe 10. Between the said collar 14 and a shoulder in 13, is fitted a packing
ring 15. The parts 12 and 13 are provided with radial handles 16, for turning
them. By screwing the part 12 tightly into 13, the packing ring 15 is com-
pressed and a tight joint is thus made between the two nozzle parts and the
supply pipe 10; on slightly unsorewing 12 the nozzle as a whole is loosened so
that it can turn freely on the pipe 10. The nozzle part 13 has, near its outer end,
lugs 17. adapted to enter through notches 18 an annular locking groove 19 formed
in the mouth of the receiving nozzle 20 which is on the car. When thus entered,
the charging nozzle is turned partly round so as to be locked to the receiving
nozzle 20, the part 12 being then screwed tightly into 13, the nozzles are in their
coupled condition, ready for use. The outer ends of the charging nozzle and of the
pipes 10, which have collars and are united by the swivel joints 11, are provided
with packing rings 21, which are packed by pressure from within the pipe to
maintain a tight joint. The receiving nozzle 20 is furnished with a suitable check
valve 22, and is connected by pipe 23, with the reservoirs 24 on the car, as shewn
in Figure 1. With the swivel jointed metallic pipe connections 10 and 11 the car
reservoir can be readily charged to an initial pressure of 2,000 lbs. per square inch,
or even more. When not in use the swivel jointed connections can be folded' in a
compact space, near the charging valve, as shewn in Figures 1 and 3, and as they
can be extended or contracted the car does not require to be brought to an exact
position for charging. Before uncoupling the car connections, the charging valve a
is always brought back to its normal position, so as to discharge the connections, as
previously described.
The charging valve illustrated in Figures 1 and 3 of the drawings, is shewn as
provided with two sets of connections, so that two cars cau be charged at the same
time on opposite sides of the valve.
It is to be understood that although the apparatus has been described as applied
for charging air storage reservoirs, on a car, it might be employed for charging any
form of receiver, with any kind of fluid under pressure.
Having now particularly described and ascertained the nature of said inveu-
tion, and in what manner the same is to be performed, I declare that what is
claimed in respect of apparatus for charging reservoirs with compressed air or
gas is:
1. A device, comprising a valve and valve seat with ports arranged to permit
several supply reservoirs to be connected with the storage reservoir, in succession,
by a step-by-step movement of the valve, while the compressor continues to
deliver first to the reservoirs not yet tapped by advance of the valve and finally to
the storage reservoir when the last of the supply reservoirs has been tapped,
substantially as and for the purposes set forth.
2. The combination with a valve seat, having a series of supply ports and a
discharge port, a valve having an admission port, a series of outlet or discharge
ports and a passage connecting the admission port with all the outlet ports, in the
valve, with the ports in the seat and in the valve arranged in opposite order,
substantially as described.
3. A device, comprising a valve and valve seat with co-operating ports for
connecting the supply reservoirs to the storage reservoir, and with co-operating
ports for discharging the connections, substantially as and for the purpose set
forth.
4. In combination with a charging valve and valve seat, having their ports
arranged for tapping a series of supply reservoirs, in succession, by a step-by-step
movement of the valve, a power device, for operating the valve, and a controller
for the power device, so arranged that hand movement of the controller puts the
power device in action to move the valve, and the movement of the valve causes

page_text: the power device to automatically stop the valve, at the end of its step of movement,.
substantially as described.
5. In combination with a charging valve and valve chest, pistons on the charging
valve rod, a controlling valve with ports arranged for the application of fluid
pressure to either or to both the pistons, and manipulating connections for the
controlling valve, so arranged that the controlling valve can be moved by hand,
for applying pressure to move the charging valve, and is moved automatically by
the charging valve, for applying pressure to stop the valve at the end of its step. of
novement, substantially as described.
6. In combination with a charging valve and valve seat, having ports arranged
for drawing charge from a series of supply reservoirs, in succession, by a step-by-
step movement of the charging valve, a fluid pressure power device, for operating
the charging valve, including a controlling valve normally rendering the pressure
operative to hold the charging valve wherever set, and a hand lever with.
connections to both valves, so arranged that the controlling valve cau be set by
hand, for rendering the pressure operative to move the charging valve, and that.
the movement of the charging valve, automatically, restores the controlling valve
to its normal position, rendering the pressure operative to stop and hold the
charging valve, at the end of its step of movement, substantially as described.
7. In combination with swivel-jointed pipe connections, the charging nozzle
swivelled on the ontermost pipe consisting of the two members 12 and 13, the
member 12 screwing into the member 13 behind the collar 14 on the pipe, the
packing ring 15 between the collar 14 and a shoulder of the member 13, and.
the handles 16 all co-operating as described.
1906
ABEL & IMRAY,
Agents for the Applicant.