US1089578A - Compensating valve. - Google Patents

Description

S. G-. NEAL.

COMPENSA'I'ING VALVE.

APPLICATION rum) JULY 29, 1913.

1,089,578. 4 Patented Mar. 10, 191

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fi lfhesses 57 fin eh/Z W aw j UNITED STATES PATENT OFFICE.

SPENCER G. NEAL, LOS ANGELES, CALIFORNIA, ASSIGNOR TO CALIFORNIA VALVE AND AIR BRAKE COMPANY, OF LOS ANGEIIES CALIFORNIA, A CORPORATION OF CALIFORNIA.

COMPENSATING VALVE.

Specification of Letters Patent.

Application filed July 29, 1913. Serial No. 781,837.

To all whom it may concern:

Be it known that I, SPENCER G. NEAL, a 3

citizen of the United States, residing in the cityof Los Angeles, State of California, have invented a new and useful. Compensating Valve, (Case D,) of which the following is a specification.

The compensating valve which forms the subject matter of this invention is adapted to a great variety of uses likeothers of the same class invented by myself, but is more particularly intended as a means to regulate the supply of air to railway brakes.

' being An object of the present invention is to improve upon the mechanical construction of valves of this class by the provision of a valvular construction whereby the desired functions are performed by a simpler and more reliable means than the valves described in my prior applications for Letters Patent in the United States.

This compensating valve will operate successfully in conjunction with the engineers valve of present braking systems with but slight alteration of-said valve. Moreover, this compensating valve automatically malntains a predetermined pressure in a train pipe during service, lap, and running positions. In this particular this invention is an improvement over the feed valve .in use at the present time, because said feed valve is capable of furnishing air to the train pipe in moderate quantities only, and only during such time as the engineers valve is in the running position.

Referring to the accompanying drawings which illustrate the invention: Figure 1 is a diagrammatic view illustrating the application of this compensating valve to a wellknown air braking system. Fig. 2 is a vertical mid-section of the compensating valve. Fig. 3 is a plan view or a disk, which is inserted in a well-known braking valve to adapt same to cooperate with this compensating valve. Fig. 4 is a view, the sectioned part of which illustrates certain changes in a well-known engineers valve to adapt same to cooperate with the compensating valve,

'which forms the subject matter of this invention. Fig. 5 is a mid-section of the compensating valve, the valve operating parts shown in a difierent position from that illustrated in Fig. 2.

Referring in detail to the drawings, 1 in a general way designates the compensating 'to the main train valve, (see Fig. 1) 2 the engineers valve and the main storage reservoir for supplying braking a r to the train pipe. The well known main supply pipe 4 leads from the storage reservoir 3 to the brake valve 2; a branch pipe 5 leads from the brake valve 2 pipe 6. Pipe 4 may be provlded with the well known cut-out valve 7. The brake valve 2 is connected with the usualegualizing reservoir 8 by means of an equalizing p1pe 9. Pipe 5 is provided with valve 11. In order to connect the compensatmg valve 1 with these well known parts, asupply p1pe 12 is run from the reservoir p1pe 4 to the compensating valve 1, said pipe 12 preferablybeing provided with a cut-out valve 14; and an equalizing reservoir pipe 15 is run from the compensating valve 1 to the equalizing reservoir 8 or to the pipe 9, which is in communication with said equalizing reservoir 8. Said pipe 15 is preferably provided with a cut-out valve 16; pipe 1'? is also added to connect the compensating valve to the main train pipe 6, said pipe 17 preferably being furnished with a cut-out valve 18.

The braking apparatus which has thus far been described, relates to the engine only and it is to this part of the braking apparatus of the train that this invention pertains, but in practical operation the braking action on each car of the train is afi'ected.

Referring now more particularly to Fig. 4, this view shows the well known engineers brake valve altered .somewhat in the sectioned portion to adapt the same to cooperate with this compensating valve. 22 is the usual train pipe piston chamber, the piston being removed therefrom, and a combined metallic and leather gasket or disk 23 being placed over said chamber 22 to make an air tight seal between the equalizing chamber 24, and said train pipe chamber 22. The reason for inserting said gasket 23, is that the well known piston (not shown) which ordinarily occupies chamber 22, would not make an absolutely air tight closure between the chambers 22 and 24. The main reservoir supply passage 25, the train pipe supply passage 26 and the train pipe connecting passage 27 are not altered from the standard equipment, but equalizing discharge valve outlet 28 is closed by screw plug 29.

Referring now in detail to the construction of the compensating valve shown in sec Patented ManlO, 1914.

tion in Figs. 2 and 5, the casing "for said valve preferably comprises an upper cap 31 having an upward tubular extension 32, and the lower cap 33. Within the casing formed by said caps 31 and 33 is a diaphragm device designated in a general way by the nu meral 35, said device comprising the diaphragm proper 36, and the lower iaphragm support 37, having the tubular upward extension 38 projecting centrally therefrom,

said extension 38 being externally threaded near its base to r'ecelve an internally threaded upper diaphragm support or clamping member 39, whichis screwed down upon the diaphragm 36. Said tubular extension 38 has a working fit within said cap extension 32 located centrally of the e ualizin chamber 40 above diaphragm 6, an I moves slightly therein during the vertical movement of the diaphragm 'devic'e caused by variations of air pressure thereon as will presentlybe described. The upward movement of the diaphragm device is checked by a stop screw 41, which is secured in adjusted position by lock nut 42. The extension 38 of the diaphragm device forms a guide for the winged portion 43 of a release valve 44, which controls ,the escape of air from the train pipe chamber 45. Said release valve 44 is connected direct with the supply valve 46 by means of a winged portion 47 which moves within a guiding sleeve 48. Said supply valve 46 admits air from the main reservoir 3 to the train pipe chamber 45, the air entering through the supply pipe 12 and the supply passage 49, there being a valve chamber 51 beneath the supply valve 46 into which said passage49 leads.

The release valve 44 and supply valve 46 which have been described, together with the parts which form one piece therewith, constitute a valve device designated in a general way by the numeral 50. The valve device 50 is provided with a downwardly extending vent tube 52 formed as a part thereof. Said vent tube has a working fit within a screw plug 53 which closes the lower end of the valve chamber 51. A stuffing box 54 being provided to prevent leakage around said tube 52. The lower ends of the stuffing box 54 and vent tube 52 areprotected by a housing or cap 55 having vents 56. The valvedevice 50 is provided with a passage 57 adapted to afiord communication from end to end thereof. At the upper end of said passage 57 vent openings 58 are provided to admit air to passage 57 from the train pipe chamber 45 when the release valve 44 is open. A train line passage 59 conducts air to the branchpipe 17 of the train pipe 6. The casing caps 31and 33 are provided with flanged portions. between which the diaphragm 36 is inserted and which are secured together by means of the cap screw 61.

Referring Figs.- 3 and 4 is addition to such to Fig. 3 the disk 23 shown inprovided with an aperture 25 registering with the supply passage 25 and with an aperture 26 to regrsterwith the train pipe supply passa e 26, said disk 23 is also provided with t e welt known equalizing passage 65.- Said openings 25,- 26 and 65 throug h the disk 23 furnish out lets to all the passages tothe well known en gineers brake valve, the piston chamber alone being closed at its upper end and there by separated from the chamber 24.

Operation: tion it should be recalled that this compen-' sating valve performs all the functions of the equalizing discharge valve and its'piston (said piston being dispensed with and; removed from the piston chamber 22' ofthe engineers valve as already stated), and in functions, this compensating valve erforms certain other functions which wil hereinafter be described. The; engineers valve proper will perform all of its well known functions, and maintain its" various positions as before, namely, full re-" lease, runnin service, lap and emergency ositions. T e char ing of the train pipe is caused, as is well nown in present braking systems of the standard type, by placing t e engineers valve in the full release position in order quickly to charge the train pipe; said engineers valve being placed at the running position, as in present practice, as soon as the desired maximum train pipe pressure has been obtained. The train pipe having thus been charged to the required pressure and the equalizing reservoir 8, also being charged to an equality with the train pipe pressure, the result will be that the pressure in the equalizing chamber 40, which is in communication with the equalizing reservoir 8, will be the same as the train pipe pressure in the train pipe chamber 45 of the compensating valve, said chamber 45 being in direct communication with the train pipe through the pipe 17. With the pressure as just described, in order to make a reduction of the train pipe pressure the brake valve 2 is placed in the service position, thereby releasing air from the equalizing reservoir 8 to the atmosphere to any desired amount, and thus through'pipe l5 releasing the pressure in the equalizing chamber 40 of the compensating valve below the pressure in the train pipe chamber 45 of said compensating valve. The result of this change of pressure will be to allow the excess pressure in chamber 45 on the lower side of diaphragm 36 to raise the diaphragm device 35 and the parts connected therewith, to the position shown in Fig. 2, thus opening the release valve 44 to release train pipeair from train pipe chamber 45 past release valve 44 between the wings 43 thereof, thence by way of vents 58 and passage 57 to the interior-of cap 55 whence the air escapes to the outer atmos;

Before describing the opera aesaere phere through vents 56. When the train pipe pressure in the train pi e chamber 45 has thus been reduced beneat the pressure in equalizing chamber 40, said diaphragm device and the parts carried thereby will move back to the lap position, th'us closing the release valve 44 and cutting oil further escape of train pipe air. If instead of reducing the pressure in the equalizing reservoir 8, as has just been described, the engineers valve was operated in such a manner as to raise the pressure in the equalizing reservoir, and therefore in the equalizing chamber of the compensating valve, the

result would be a reverse operation of the compensating valve, the pressure in equalizing chamber 40 exceeding that in train pipe chamber 45 and causing the supply valve 46 to open, as shown in Fig. 5, thus supplying air from the supply passage 49 to the train pipe chamber 45 and thence out passage 59 and branch pipe 17 to the train pipe 6. It is evident that any reduction of pressure in the train pipe chamber 45 will operate the compensating valve in the same manner as an increase ot-pressure in the equalizing chamber 40. Such reduction may be caused by leaks inthe train pipe and also a by the operation'ofthe triple valve to supply the desired amount of air to the brake cylinder for service ap lica-tionsa The adaptability c this compensating v valve to furnish air pressure to the train pipe for all service applications when using the patented triple valve just referred to, eliminates the necessity for augmenting the train pipe capacity for service applications and materially reduces the element oftime now required for charging the auxiliary reservoir, because air for service applications is not secured from the voir for service braking.

ll claim:

1.. ln a compensatin valve, a casing, a diaphragm device dividing said casin into two chambers, one of said chambers ing an equalizing chamber and the other of said chambers being a train pipe chamber, a hol low' extension projecting. from one side of said diaphragm device, the end of said extension. which adjoins the diaphragm device being open and the other end thereof being closed, a valve device projecting into and guided by the open end of said extension, a

plurality of valves formed on and moving in unison with said valve device, a passage to adord communication throu 'h said valve device from end to end thereof, the valves carried by said valve device both being located auxiliary reserbetween the ends of said assage, one of said valves being located within said train pipe chamber and normally closing the lower end of the hollow extension of the diaphragm device to control communication etween said train pipe chamber and the passage through said valve device, and the other of said valves controlling the supply of air to said train pipe chamber..

2. In a compensating valve, a casing, a diaphragm device dividing said casin mto two chambers, one of said chambers eing an equalizing chamber and the other a train pipe chamber, a valve device having formed thereon two valves, one of said valves being a release valve located within the train pipe chamber to release air therefrom, the other diaphragm device divi ing said casing into two chambers, one of said chambers being an equalizin chamber and the other of said chambers being a train pipe chamber, a hollow extension projecting from the side of said diaphragm device opposite said train pipe chamber, a movable valve device having a release passage extending therethrough, the upper end of said valve device being provided with a release valve seating upon the-mouth of said hollow extension, and a supply valve also formed on said valve de vice to regulate the supply of air to the train pipe chamber, said valve device having an extension projecting beyond the last named valve, there being a valvechamber below said supply valve throu h which the supply of air passes, and a stu g box surrounding said extension, said extension projecting beyond said stufing box to release air from the'train pipe chamber to the outer atmosphere.

In testimony whereof I have hereunto signed my name in the presence of two subscribing witnesses at Los Angeles, in the county of Los Angeles and State of Cahfornia, this 23rd day of July 1913.

SPENCER G. NEAL.

Witnesses:

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