US1039222A - Brake-valve device. - Google Patents

Description

w. v. TURNER. I BRAKE VALVE DEVICE. APPLIOATIONII LEI) MAY 24, 1911.

1,039,222. Patented Sept. 24, 1912.

WINESSES INVE TOR came STATES Pagan OFFICE.

WALTER V. TURNER, OF EDGEWOOD, PENNSYLVANIA, ASSIGNOR TO THE WESTING- HOUSE AIR BRAKE COMPANY, OF PITTSBURGH, PENNSYLVANIA, A CORPORATION OF PENNSYLVANIA.

BRAKE-VALVE DEVICE.

Patented Sept. 24,1912.

Application filed May 24, 1911. Serial No. 629,189.

T all whom i may concern Be it known that I, Vat/nu: 'V. TURNER, a citizen of the United States, residing at Edgewood, in the county of Allegheny and State of Pennsylvania, have invented new and useful Improvements in BrakoValve Devices, of which the following is a specitication.

This invention relates to fluid pressure brakes, and more particularly to an engineers brake valve device for controlling the admission and release of fluid under pressure to and from the train pipe.

According to a prior application of mine, Serial No. 525,871, tiled November 2, 1909, in order to limit the amount of reduction in train pipe pressure which may be made in a service application of the brakes, a limiting or reducing reservoir is provided into which fluid is vented from the equalizing reservoir, and in order to shorten the time re quired to effect a given reduction in train pipe pressure, a direct exhaust port is pro-- vided through which air is vented from the train pipe at the same time that the cqualizing reservoir pressure is being reduced into the limiting reservoir. Means are also provided for automatically closing the direct exhaust upon equalization of the equalizing reservoir pressure into the limiting or reducing reservoir. W hile the above mentioned construction operates very satisfactorily, I have discovered that the time required to efi'ect a given reduction in train sipe pressure may be still further reduced. With this prior apparatus, the action is regulated by the time required for the equalizing reservoir to equalize into the reducing reservoir, and according towell known principles, the rate of flow gradually becomes slower as the pressure in the reducing reservoir approaches the equalization point, so that the last few pounds are equalized quite slowly.

The principal object of my present invention is therefore to provide an improved device of the above character in which the time required to effect a given reduction in train pipe pressure is reduced to a minimum.

In the accompanying drawing, Figure 1 is a sectional view'bf an engincrrs brake valve device embodying mv invent ion showing the rotary valve of the brain valve in running position and Fig. 2 a sectional view of a portion of the brake valve, showing the rotary valve in service application position.

The cngineers brake valve may be of the usual type comprising a casing 1 having a valve chamber 2 containing a rotary valve 3 adapted to be operated by a handle 4-, and having a piston chamber containing an equalizing piston 5, subject on one side to the pressure of chamber (3 communicating through pipe 7 with an equalizing reservoir 8 and subject on the opposite side to train pipe pressure. The piston operates an equalizing discharge valve 5) for venting air from the train pipe. A teed valve device 10 may supply fluid through passage 11 to the chamber .2 above the rotary valve, 3 and said rotary valve may be provided with the usual ports 12 and 13 for supplying fluid in running position respectively to train pipe passage 14 and to passage 15 leading to chamber 6.

According to my improvement, a valve device is provided comprising a casing 16 having a valve chamber 17 containing a slide valve 18 and connected by pipe 19 to the equalizing reservoir 8 and having a piston chamber 20 containing a piston 21 tor operating said valve. The inner face of the piston 21 is subject to the pressure of the equalizing reservoir in valve chamber 17 and the chamber at the outer face of said piston is connected by a pipe 22 to a chamber 23 which in turn is connected to the seat of the rotary valve 3through pipe 24; and passage 25. The'slide valve 18 is provided with a cavity 26 adapted in one position of the valve to connect pipe 27 and a passage 28 leading to the rotary valve seat with an exhaust port 29.

In the. running position of the rotary valve 3, a cavity 30 connects passage '25 with exhaust port 31, so that the chamber 23 is normally at atmospheric pressure.

The equalizing reservoir 8 is charged with fluid under pressure through the port 13 and passage 15 and consequently the valve chamber 17 is supplied with fluid from the equalizing reservoir through the pipe 19. As the outer face of thepiston 21. is subject to the atmospheric pressure in chamber 23, the fluid pressure in the valve chamber 17 maintains said piston in its outer position and the slide valve 18 in position connecting the pipe 27 with exhaust port 29. The piston 21 preferably engages a seat ring 32 in its outer position, so as to prevent leakage past the piston 21 from escapingto the atmosphere. It a service application of the brakes is desired, the brake valve is turned to service application position, as shown in Fig. 2 of the drawing, and 'in this position, 'a cavity 33 in the rotary valve 3 connects both the equalizing reservoir passage and the train pipe passage 14 with passage 28. Fluid is thus vented at the exhaustport 29 controlled by valve 18, both from the equalizing resersure is reduced to said 'limitin examp'le, if the normal train pipe pressure carried is 7 0 pounds and the limit for reducing the train pipe pressure is determined 50 pounds, then the port 34 should be of such size that the chamber 23 will be char ed from 0 060 pounds at-the same time'lt at the equalizing reservoir pressure is reduced from 70 to 50 pounds. It will now be evi- .dentythat in service position, the pressure in valve chamber 17 is reducing while the pressure on the outer face of piston 21 is increasing, so that finally the 'ressure' on said outerface overbalances the alve chamber pressure and the piston 21 thereupon operates the valve 18 to cut ofl the exhaust port 29 from pipe 27. This closes the direct exhaust from the train pipe and prevents any further reduction in the equalizing reservoir ressure.

charge va'vewill, however, remain open until the train pipe pressure has reduced to a pointslightly lower than the equalizing reservoir pressure, when the equalizing'discharge valve' will seat and prevent further exhaust of air from the train pipe.

' Upon moving the brake valve handle. to runningposition, the chamber 23 is con- ,nectedto the exhaust andthe aqualizingreservoir is charged up to the normal train pipe pressure and the increased pressure in valve chamber 17 thereupon shifts the piston 21 to its outer position inwhich. the slide valve connects the pipe 27 with exhaust port 29 in readiness for making another appli- I trolling the exhaust of air from the equal cation of the brakes.-

It will now be apparent that with the present construction, the time required to efiect a given reduction in train pipe pressure is reduced to a minimum, as the equalizing reservoir is vented directly to the at-. inosphere instead of toa closed chamber.

point, for.

The equalizing dis Having now describedmy invention, what ters Patent, is

. 1. In a fluid pressure brake, the combination with a train pipe and a brake valve provided with an equalizing reservoir, an equalizing discharge 'valve mechanism, and a direct exhaust port for venting fluid from the train pipe, of means for controlling the exhaust of air from the equalizing reservoir to the atmosphere and operating upon a predetermined reduction in the equalizing reservoir pressure to close said atmospheric exhaust. i i 2. In a fluid pressure brake, the combinaprovided with an" equalizing reservoir, an equalizing discharge valve mechanism, and a direct exhaust port for venting fluid from the train pipe, of means for controlling the exhaust of air from the equalizing reservoir and from the train pipe through said direct exhaust port to the atmosphereand adapted upon a predetermined reduction in equalizing reservoir pressure to close said atmospheric exhaust.

3. Ina fluid pressure brake, the combination with a train pipe and a brake valve an-equalizing discharge valve mechanism governed by the pressure in the equalizing atmospheric exhaust.

4. Ina fluid pressure tion with a train pipe and a brake valve {an equalizing discharge valve mechanism reservoir for controlling the discharge of air from the train pipe, offa valve device subject to the opposing pressures.- pf the equalizing reservoir and a chamber for con-' trolling the exhaust of air from the'equah izing reservoir and the train pipe. 5. In a fluid pressure brake, the combina:

tion with a train pipe and a brake valve provided with an equalizing reservoir and an equalizing discharge valve mechanism reservoir for controlling the discharge of air from the train pipe, of a valve device subject to the opposing pressures of the equalizing reservoir and a chamber for conizing reservoir and directly from the train pipe. v

6.' In a fluid pressure brake, the combination with a. train pipe and a brake valve provided with an equalizing reservoir and an equalizing discharge valve mechanism I claim asnew and desire to secure by Let-- reservoir for controlling the discharge of air from the train pipe,-of means for controlling tion with a train pipe and a brake valve 7 provided with an equalizing reservoir and equalizing reservoir pressure to close saidf brake, the coinbilli rv-- i provided; with an equalizing reservoir and governed by the pressure in the equalizing governed by'the pressure in the equalizing governed by the pressure in the equalizing reservoir for controlling the dischar e of air from the train pipe, of. a. valve r evice subject to the opposingressures-of equalizing reservoir anda c amber normally at atmospheric pressure for controlling the I exhaust of air from the equalizing reservoir and directly from the train dpipp, and means for supplying fluid to sai c amber upon reduclng the'pressure in the equalizin res- "ervoir to thereby operate said valve evice reservoir pressure to close said at ;:a predetermined reduction in equalizing I exhaust.,

" In a fluid pressure brake, the combination with a train-pipe and a brake valve provided with an equalizing reservoir and an equalizing discharge valve mechanism governed by the pressure in theequalizing.

the

the equalizing reservoir to thereby operate said valve exhaust upon a predetermined reduction in equalizing reservoir pressure. '8. In a fluid pressure brake, the combination with a train pipe and a brake valve provided with an equalizing reservoir and an equalizing discharge valve mechanism governed by the pressure in the equalizing reservoir for controllin from'the train pipe, 0 ject to the opposing izing reservoir and atmospheric pressure for controlling the exhaust of air from the equalizing reservoir and directly from the train pipe to the at- V a valve device submosphere and means for charging said chamber to a predetermined de es of'pressure at substantially the same time that the equalizin reservoir pressure said pre etermined pressure.

In testimony whereof, I have hereunto setmy hand.

WALTER V, TURNER. Witnesses:

A. M. CLEMENTB, B. A. OLIVER.

Copies ot'this patent may be obtained for five cents each, by addressing the "Commissioner 0! ratents, Washington, D. Q.

device to closethe atmospheric the discharge of air.

pressures of the equala chamber normally atis reduceglstq

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