US1035297A - Triple valve. - Google Patents

Description

W. D. ANDERSON & E. J. SHEARBR.

TRIPLE VALVE.

APPLICATION FILED JULY 7, 1010. RENEWED JAN. 29, 1912.

1,035,297. Patented Aug. 13,1912.

TIC!- l- TEL IE1- wuemtozs attorneys COLUMBIA PLANOGRAFN C0 WAsmNn'roN. D. C.

W. D. ANDERSON & E. SHEARER.

TRIPLE VALVE.

APPLICATION FILED JULY 7, 1910. RENEWED JAN. 20, 1912.

1,035,297. Patented Aug. 13, 1912.

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COLUMBIA PLANMIAPH CO" WASHINGTON, D- C.

UNITED STATES PATENT OFFICE.

WILLIAMSON D. ANDERSON, OF EL PASO, TEXAS, AND EDWARD J. SHEARER, 0F LORDSBUBG, NEW MEXICO.

TRIPLE VALVE.

Application filed. July 7, 1910, Serial No. 570,839.

To all whom it may concern:

Be it known that we, IVILLIAMsoN D. ANDERSON and EDWARD J. SHEARER, citizens of the United States, residing at El Paso, in the county of El Paso and State of Texas, and Lordsburg, Grant county, New Mexico, respectively, have invented certain new and useful Improvements in Triple Valves; and we do 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.

This invention relates to improvements in triple valves for air brakes.

The object of the invention is to improve the construction of triple valves whereby the auxiliary reservoir of the brake mechanism may be recharged to the maximum pressure after the brakes have been set and while they remain set thus giving the engineer complete control of the brakes at all times and dispensing with the necessity of providing the usual pressure retaining valves.

Another object is to provide an improvement or attachment of this character which may be applied to any form of triple valve without interfering with the other portion of the valve or in any way changing the construction of the piping or brake rigging of the air brake apparatus.

A further object is to provide an attachment of this character which will be simple and inexpensive in construction, efficient and reliable in operation and which may be quickly and easily applied to triple valves now in use.

With these and other objects in view the invention consists of certain novel features of construction, combination and arrangement of parts as will be more fully described and particularly pointed out in the appended claims.

In the accompanying drawings: Figure 1 is a longitudinal sectional view through a portion of a triple valve having our invention applied thereto and showing the main piston of the valve in the position it occupies when the brakes are released; Fig. 2 is a similar view showing the position of Specification of Letters Patent.

Patented Au 13, 1912.

Renewed January 29, 1912. Serial No. 674,198.

. the piston during an emergency application of the brakes; Fig. 3 is a similar view showing the position for the service application of the brakes; Fig. 4 is a similar view showing the piston in lap position. Fig. 5 is a cross sectional view of the valve on the line 55 of Fig. 2; Fig. 6 is a horizontal sectional view on the line 6-6 of Fig. 5; Fig. 7 is a detail sectional view through the attachment on the line 77 of Fig. 5.

In carrying out the invention, we form in the casing of the triple valve two ports 1 and 2 which open into the chamber 3 containing the main piston i of the triple valve.

The ports 1 and 2 are arranged in such position that when the piston is in the full release position both of said ports will be on the trainpipe side of the piston as shown in Fig. 1 of the drawings and when the piston is in the positions for setting the brakes either for an emergency stop or a service stop the ports 1 and 2 will both be on the auxiliary reservoir side of the piston as clearly shown in Figs. 2 and 3 of the drawings. When the piston is in a lap position or a position where the pressures on the trainpipe side thereof and the auxiliary reservoir side thereof are equal the ports 1 and 2 will be on opposite sides of the piston as shown in Fig. 4 of the drawings, the latter position of the piston being the only one in which our improvement is intended to or will operate.

On one side of the triple valve casing over the ports 1 and '2 and connecting the latter is a valve casing 53 forming part of our improvement. The valve casing 5 is provided with ports 6 and 7 which communicate respectively with the ports 1 and 2 in the triple valve casing. The casing 5 of our improvement or attachment is open at one end and in said open end is arranged a screw plug or cap 8 which is adapted to be removed to permit the parts to be placed in the valve casing 5 and which when in place holds the parts in position in said casing.

In the valve casing 5 is arranged valve seats 9, 10 and 11 with which are operatively engaged valves 12, 13 and 1 1. The valves 12, 13 and 14 are formed or arranged on a single stem 15 and operate together or in unison.

The operation of our improvement or attachment is as follows: After the brakes have been set and the main piston l has moved to lap position wherein the ports 1 and 2 are on opposite sides of the piston, the engineers brake valve handle is moved forward to a running position where the air from the main reservoir is permitted to flow through the feed port or passage in the engineers valve to the trainpipe by which this air is conducted to the trainpipe side of the piston chamber in the triple valve. This air then passes through the port 2 into the casing 5 of the attachment and opens the valves therein and passes through said casing 5 and out through the port 6 thereof and through the port 1 in the triple valve casing back into the piston chamber at the auxiliary reservoir side of the piston and thence passes through the slide valve chamber of the triple valve and into the auxiliary reservoir thus restoring the pressure therein without moving the piston -& from its lap position between the ports 1 and 2. In this manner it will be seen that the auxiliary reservoir is recharged to its maximum pressure without releasing the brakes and that the necessity of the usual pressure retaining valve is entirely dispensed with.

When the brakes are to be released the handle of the engineers brake valve is moved into full release position thus permitting the excess pressure carried by the main reservoir to pass directly into the trainpipe and this excess pressure of air thus applied to the piston 4 will move the latter back to its full release position wherein both of the ports 1 and 2 will be on the trainpipe side of the piston which will render our attachment inoperative.

The valves 12 and 13 of our attachment serve both as feed valves and check valves and being both on the same stem will act simultaneously. The valve 14 of the attachment is provided as a balance for the weight of the valves thereby assisting the valves 12 and 13 to open with a very low pressure of air which will permit the air from the trainpipe to pass through the piston chamber and the valve casing 5 of the attachment without disturbing or moving the piston 4 which remains in lap position until the engineers valve is operated to throw the excess pressure from the main reservoir onto the piston as hereinbefore described. It will also be seen that by means of our attachment or improvement that the present mode or manner of operating the brake mechanism is in no way interfered with nor is the arrangement of the brake apparatus in any way changed. It will be further seen that with the auxiliary reservoir thus charged to its maximum pressure the brake mechanism is always under full control of the engineer.

From the foregoing description taken in connection with the accompanying drawings, the construction and operation of the invention will be readily understood without requiring a more extended explanation.

Various changes in the form proportion and the minor details of construction may be resorted to without departing from the principle or sacrificing any of the advantages of this invention as defined in the appended claims.

Having thus described our invention what we claim is:

1. In a triple valve, the combination with a piston chamber having ports in its side arranged out of alinement, and a piston working therein, of a valve casing on the side of the piston chamber connecting said. ports, a plurality of valve seats within said casing, and a plurality of simultaneously acting valves arranged to move to and from said seats under the pressure in the piston chamber and thereby permit or cut oh" the flow through the chamber around the piston.

2. In a triple valve for air brake apparatus, a piston chamber communicating with the trainpipe and with the auxiliary reser voir of said apparatus, said chamber having formed therein air feed ports, a piston arranged in said chamber and adapted to occupy a position between said ports, a valve casing arranged on said piston chamber and connecting said ports, valve seats arranged in said casing, and simultaneously operating valves engaged with said seats and adapted to be opened to permit the passage of air from the trainpipe side of said chamber through said valve casing and into the auxiliary reservoir side of the chamber and from thence to said reservoir thereby restoring the maximum pressure therein after the brakes have been set and while the same are in a set position.

3. In a triple valve for air brake apparatus, a piston chamber communicating at one end with the trainpipe and at its opposite end with the auxiliary reservoir of said apparatus, said chamber having formed therein air feeding ports, a piston slidably mounted in said chamber, said piston when in lap position being disposed between said ports, a valve casing secured to said piston chamber and connecting the feed ports therein, valve seats arranged, in said valve casing, a valve stem having arranged thereon feed valves and a balancing valve adapted to engage said seats and adapted to open by the pressure in the trainpipe side of the piston chamber when the piston therein is in lap position between the feed ports of said chamber whereby the air admitted t0 the trainpipe from the main reservoir In testimony whereof we have hereunto 10 when the engmeers brake valve 1s 1n runset our hands 1n presence of two subscribing nlng pos1t1on enters the tralnpipe s1c1e of witnesses.

said piston chamber and said valves will 4 open and permit the air to pass through the gg gfigg g g' g g valve casing and piston chamber and to J enter the auxiliary reservoir thereby re- Witnesses:

charging the same to its maximum pressure FRANK R. COON,

while the brakes are in set position. STANLEY W. Coon.

Copies of this patent may be obtained for flve cents each, by addressing the Commissioner of Patents,

' Washington, D. G.

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