US1096872A

US1096872A - Triple-valve device.

Info

Publication number: US1096872A
Application number: US71596812A
Authority: US
Inventors: Walter V Turner
Original assignee: Westinghouse Air Brake Co
Current assignee: Westinghouse Air Brake Co
Priority date: 1912-08-20
Filing date: 1912-08-20
Publication date: 1914-05-19
Anticipated expiration: 1931-05-19

Description

lW. v. TURNER.. TRIPLE VALVE DEVIGE.

APPLICATION FILED AUG. Z0, 1912.

WITNESSES INVENTOR WM I l W@ @www UNITED STATES 'PATENT OFFICE.

WALTER V. TURNERfOF ED'GEWOOD, PENNSYLVANIA, ASSIGNOR TO THE WESTI'NG- HOUSE AIR BRAKE COMPANY, OF WILMERDING, PENNSYLVANIA, A CORPORATION OF PENNSYLVANIA.

TRIPLE-VALVE DEVICE.

Specication of Letters Patent.

Patented May 19, 1914.

To all whom it may concern:

, Be it known that I, WALTER 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 Triple-Valve i Devices, of which the following is a specification.

This invention relates to iiuid 'pressure brakes, and more larticularly to an automatic valve device aving means for effecting quick action and an emergency application of the brakes. Heretofore, considerable trcuble has been experienced in operating trains having cars equipped with quick action valve mechanisms due to what is known as undesired quick action.

It is diiicult to construct triplevalves so that the resistance of the main slide valve known quick serial laction principle, quicki action is propagated through the train when notintended. i

One object. of my invention' is to provide means for preventing undesired quick action.

It has also been the practice to provide a large port for quickly charging the brake cylinder in emergency application position,

but especially on long trains, quick serialv action is not transmitted rapidly enough to prevent the building up of substantially full equalized brakingpressure on the head. cars,`

or adjacent to the point where quick action is started, before much braking pressure eX- ists on the rear cars, and as a consequence, the momentum of the unbraked cars is liable to effect a running in of the slack and bunching of the cars which causes damage by col.- lision and sometimes buckling of the train and derailment.

Another object of my invention is to obviate the above difficulty.

In the accompanying drawing; Figure 1 is :L central sectional view of a 'triple valve device vembodying my invention, showing thepzirts in normal release position; Fig. 2 a' similar view, showing the parts in einergency application position; and Fig. 3 a detail View, in section, of the train pipe vent valve mechanism, showing the same in position closing the brake cylinder vent and holding the atmospheric vent open.

As shown in the drawing, the'tri le valve devicemay comprise a casing 1 aving a piston chamber 2 containing a piston 3 and a valve chamber 4. containing a main slide valve 5 and a graduating slide valve 6 both adapted to be operated by the piston 3.

The piston chamber 2 is connected to the passage 7 leading to the train pipe 8 and valve chamber 4 is in communication with the auxiliary reservoir. The casing 1 also has a piston chamber 9 containing an emergency piston 10 and a valve chamberlll containing an emergency valve 12, the usual emergency check valve 13 being interposed between emergency train pipe passage 14 and valve chamber 11.

According to my improvement, a double seating valve piston 15 is provided-having one seat 16 adapted to control communication from a passage 17. leadin to the piston chamber 2 to a passage 18 eading to the piston chamber 9 above t-he emergency piston 10 and having its opposite seat 19 adapted to seat around a passage 2O leading to t e emergency -train pipe passage 14. A spring 21 tends to hold the valve piston 15 to its seat 16. A valve 'piston 22 is also provided having a seat 23 adapted to control communication from a assage 24 leading to the chamber above tlie emergency vent valve 12 to a large atmospheric exhaust port 25. In addition, the valve piston 22 controls a port 26 leading to a brake cylinder passage 27, the piston22 being provided at its outer end with an annular portion 28 of reduced diameter, so that when the valve piston is shifted to a vcertain inner position,- the annular portion 28 is adapted to register with the port 26. A passage 29 also leads from the chamber 30 at the inner face of the valve piston 22 to brake cylinder passage 27. A spring 32 tends to hold the valve seat 23 in its closed position.

The auxiliary reservoir is charged in the usual manner through feed groove 33 when the triple valve piston 3 is in `release position and upon a reduction in train pipe pressure, Whether gradual for a sevice application or sudden for an emergency application of the brakes, the triple Valve piston 3 moves 'over to seat on the gasket as shown in Fig.

2. In this vpositionair fioWs through port 34 in the slide valve 5 to passage 35 and thence to the brake cylinder. The communication through which fluid is supplied from the auxiliary reservoir to the brake cylinder is restricted at some point, it is immaterial Where, so that the maximum rate of flow does not exceed the maximum rate of reduction in train pipe pressure which it is desired shall be the limit for service reductions in 'train pipe pressure and the valve device 15, which in application position of piston 3 is subject on one face to auxiliary reservoir pressure, is so designed that When the rate of train .pipe reduction exceeds the maximum service rate, the auxiliary reservoir' pressure not being able to reduce through the restricted brake cylinder supply port as fast as the train pipe pressure is reducing, the valve device is actuated bythe higher auxiliary reservoir pressure and communication is thereupon opened from the auxiliary reservoirl to the chamber 9. The emergency piston 10 is then shifted to emergency position and fluid then l flows from the auxiliary reservoir to the brake cylinder through a restricted port 36 in the emergency piston 10. The movement of the 4emergency piston opens the quick action vent valve 12 so that fluid from the train pipe iowsfrom passage llto passage 24 and acting on the valve piston 22 shifts the same so as to open port 26 as Well as port 25.

Fluid from the train pipe thus flows tothe brake cylinder andalso the atmosphere and the fluid supplied to the brake cylinder serves to quickly move the brake cylinder piston to application position With va few pounds pressure.

When the train pipe pressure has reduced a predetermined amount, the valve piston is moved back to close the brake cylinder port 26, as shown in Fig. 3, but the port 25 remains open and the train pipe continues to reduce through said port until the train pipe pressure has been reduced to a still lower degree, When the valve piston moves to its seat and closes the. port 25. n

It Will noW be evident that quick action will not be initiated unless the rate of reduction in train pipe pressure exceeds the rate of reduction of auxiliary reservoir pressure into the brake cylinder and as the tripleA valve piston moves to the same position for both service and emergency application of the brakes the possibility of obtaining undesired quick action is obvia'ted. The restricted port 36 is smaller than the restriction inthe service communication to the brake cylinder, so that the rate of flovv from the auxiliary reservoir in emergency is less than that 1n s'erv1ce.

I-laving now described my mventlon, What I claimas new and desire to secure by Letvalve mechanism for producing quick serial action and means operating only upon the reduction in train pipe pressure at a greater rate than the auxiliary reservoir reduces into the brake cylinder for effecting the operation of said quick action valve mechanism.

2. In a fluid pressure brake, the combination with an automatic valve device operating upon a reduction in train pipe pressure for supplying fluid from the auxiliary reservoir to the brake cylinder through a port restricted to permit flovv7 only at a service rate, of a valve mechanism for effecting an emergency application of the brakes and means operating only upon a reduction in train pipe pressure at a greater rate than the auxiliary reservoir reduces into the brakecylinder for effecting the operation of said quick actionvalve mechanism.

3. In a fluid pressure brake, the combination With an automatic valve device operating upon a reduction in train pipe pressure for supplying fluid from the auxiliary reservoir to the brake cylinder, of a valve mechanism for effecting quick serial action and a valve device subject to the opposing pressures of the train pipe and auxiliary reservoir and operating only upon a rate ofl reduction in train pipe pressure exceeding the rate of reduction of auxiliary reservoir pressure into the brake cylinder for effecting the operation of said quick action valve mechanism.

4. In a fluid pressure brake, the combination with an automatic valve device operating upon a reduction in train pipe pressure for supplying fluid from the auxiliary reservoir to the brake cylinder, of a valve mechanism for effecting quick serial action and a valve piston subject on one side to auxiliary reservoir pressure upon a movement of the automatic valve device to brake application position and on the other side to train pipe pressure and the pressure of a spring for effecting the operation of said quick action valve mechanism. Y f

5. In a fluid pressure b'rake, the combination with a triple valve device having valve means for controlling the admission of fluid from the auxiliary reservoir to the brake cylinder, and a piston operated upon. a `re duction in .train pipe pressure for actuating said valve means, ofa valve mechanism for ton subject on one side to auxiliary reservoir pressure su plied only in application position of sai piston and on the other side to train pipe pressure for controlling the operation of said quick action valve mechanism. y i

6. In a fluid pressure brake, vthe combination with a Vtriple valve deviceghaving valve meansfo-r controlling the admisison ofiluid from the auxiliary reservoir to the brake cylinder, andapiston operated upon a reduction in train pipe pressure for actuating said valve' means, o f a valve mechanism for effecting quick serial action and a valve piston subj ect on one side to auxiliary reservoir pressure supplied in application position of said piston and on the other side to train pipe pressure for controlling a port for supplying fluid to said quick action valve mec anism to o eratethe same.

7. In a uid pressure brake, the combination with a triple valve device having valve means for controlling the admission of fluid from the auxiliary reservoir to the brake cylinder,`and a`piston operated upon a reduction in train pipe pressure for actuating said valve means, of, a valve mechanism for effecting quick serial action and a valve piston subject on one side to auxiliary reservoir pressure supplied in application position of said piston and on the other side to train pipe pressure for controlling a port for supplying fluid 'from the auxihary reservoir to said quick action valve mechanism to oper- .ate the same.

8. In a iiuid pressure brake, the combination with an automatic valve device operating upon a gradual reduction in train pipe pressure for supplying fluid from the auxiliary reservoir to the brake cylinder, of a valve mechanism comprising a valve for venting duid from the train pipel and a piston for operating same having a restricted port and means operatin upon a reduction in train pipe pressure at greater rate than the auxiliary reservoir reduces into the brake cylinder for supplying fluid from the auxiliary reservoir through said restricted port to the brake cylinder.

9. In a fiuid pressure brake, the combination with an automatic valve device operating upon a gradual reduction in train pipe pressure for supplying' Huid from the auxiliary reservoir to the brake cylinder, of a valve mechanism comprising a valve for venting luid from the train pipe and a piston for operating same having a restricted port and means operating upon a reduction in train pipe pressure at a greater rate than the auxiliary reservoir reduces into the brake cylinder for supplying fluid from the auxiliary reservoir to said piston to operate the same and open the train pipe vent v alve, said Huid being also adapted to flow through said restricted port to the brake cylinder.

10. In a fluid pressure brake, the combination with a valve device operating upon a reduction in train pipe pressure for supplying fiuid to the brake cylinder, of a valve mechanism operating upon a reduction in train pipe pressure at a greater rate than the rate of reduction in auxiliary reservoir pressure by flow to the brake cylinder for supplying fluid from the auxiliary reservoir to the brake cylinder.

11. In a fluid pressure brake, the combination withan automatic valve device controlling a passage through which air is supplied from the auxiliary reservoir to the brake cylinderupon a reduction in train pipe pressure of a valve mechanism for-controlling another passage through which air is supplied from the auxiliary reservoir to the brake cylinder upon a reduction in train pipe pressure at a greater rate than the auxiliary reservoir pressure is reduced by loW through the passage controlled by the automatic valve device. i

12. In a fluid pressure brake, the combination with an automatic valve device having only one passageway through which luid is supplied from the auxiliary reservoir to the brake cylinder upon a reduction in train pipe pressure, of means for controlling another passageway for supplying fluid from the auxiliary reservoir to 'the brake .cylinder upon a reduction in train pipe pressure at a greater rate than fluid is supplied from the auxiliary reservoir to the rake c linder through the passageway controlled y the automatic valve device.

1,3. In a uid pressure brake, the combination with an automatic valve device operating upon a reduction in train pipe pressure for supplying fiuid to the brake cylinder, of a valve ,piston operating in an emergency application of the brakes for first slmultaneously venting fluid from the train pipe to the brake cylinder and to the atmosphere and then adapted upon a predetermined reduction in train pipe pressure to close the brake cylinder vent While the atmospheric v vent remains open.

14. In a Huid pressure brake, the combination with an automatic valve device operating upon a reduction in train pipe pressure for supplying Huid to the brake cylinder, of a valve piston subject on one side to Abrake cylinder pressure and on the opposite side to ilow of air from the train pipe in an emergency application of the brakes and having one osition in which communication is open om the train pipe to the brake cylinder and to the atmosphere and another position in which the brake cylinder communication is closed.

15. In a iuid pressure brake, the combination with an automatic valve device operating upon a reduction in train pipe pressure for supplying fluid to the brake cylinder, of

a. valve piston subject on one side to brake which both the brake cylinder and atmos- 1o cylinder pressure and on the opposite side to pherie communications are closed.

flow of air from the train pipe in an emer- In testimony whereof l have hereunto set gency application of the brakes and having. my hand. one position in which communication is open from the train pipe to the brake cylin'der and to the atmosphere, another vposi- Witnesses: tion in which the brake cylinder communi` A. M. CLEMENTS, cation is closed, and a, third position in S. W. KEEFER.

WALTER VEURNER..