US1097057A - Triple valve. - Google Patents

Description

J. R. SNYDER.

' I TRIPLE VALVE.

' APPLICATION FILED JULY 25.19 12. 1,097,057. Patented May 19,1914.

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J. R. SNYDER.

TRIPLE VALVE.

APPLICATION FILED JULY 25,1912.

1,097,057. Patented May 19, 1914.

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INVENTOR /fM a m fa,

JACOB RUSH SNYDER, OF PITTSBURGH,

DONNER, OF PITTSBU PENNSYLVANIA, ASSIGNOR T0 PERCY E.

.RGH, PENNSYLVANIA.

TRIPLE VALVE.

Continuation in part of application Serial No. 672,945, filed January 23, 1912.

Serial No. 711,434.

To all 107mm it may concern Be it known that I, JACOB RUSH SNYDER, a resident of Pittsburgh, in the county of Allegheny and State of Pennsylvania, have invented a new and useful Improvement in Triple Valves, of which the following is a specification.

This invention relates to triple valves for air brake systems, and more particularly to triple valves for use on freight trains.

The object of the invention is to provide a triple valve which effects and performs all of the usual functions and results of modern freight triple valves, and which performs and effects such functions and results by much simpler and less complicated me chanical means than are embodied in prior types of freight triple valves capable of effecting the same results and functions.

The invention comprises the construction and arrangement of the parts of a triple valve hereinafter described and claimed.

In the accompanying drawings Figures 1 and 2 are longitudinal sections through a triple valve embodying the invention, taken substantially on the line 6 6, Fig. 9, Fig. 1 showing the same in full release or running position and Fig. 2 showing the same in retarded release and restricted recharging posit-ion; Figs. 3, 4, 5 and 15 are vertical transverse sections taken respectively on the lines 33, 4 4, 55 and. 15 15 on Fig. 1; Figs. (3 and i" are vertical longitudinal sections through the valve seat and slide valves, taken respectively on the lines 6-45 and 7-7 on Fig, 9; Fig. 8 is a plan view of the slide valve seat; and Figs. 9, 10, 11, 12, 13 and 14 are views showing the valve seat in plan and the valves in horizontal section on the line 9 9, Fig. 6, and showing difi'erent positions of the valve, Fig. 9 showing the same in full release position, Fig. 10 in quick service or quick serial application position, Fig. 11 in full service position, Fig. 12 in service lap position, Fig. 13 in retarded release and restricted recharging position, and Fig. 14 in emergency application position.

The valve in its general form, construction and arrangement follows the standard type of Westinghouse and similar valves. It comprises a casing 1 provided at one end Specification of Letters Patent.

Patented May 19, 1914. Ihis application filed July with a flat face 2 for connection to the auxiliary reservoir and brake cylinder, and closed at its opposite end by cap or head 3 secured to the casing by compression bolts, all as is usual in standard triple valves. In the casing is the usual chamber 4 in which works a piston 5 provided with a stem 6 extending into the bore 7 of the casing and aetuating the slide valves,

The auxiliary reservoir connection is at 8 and the brake cylinder connection at 9. Brake pipe connection 10 communicates through passage 11 with a chamber 12 in the head or cap 3, which chamber communicates 13 with piston chamber 4 and also has communication through passage 14 with the brake cylinder connection 9. In passage 14 is a spring controlled check valve 15 seating toward the train pipe. Communication between chamber 12 and passage 14 is also controlled by check valve 16 spring seated toward the brake cylinder and provided with a curved arm 17 projecting through opening 18 into chamber 4 in position to be contacted by piston 5 when the latter moves to emergency application position, to thereby unseat valve 16 andpermit train pipe pressure to flow through passage 14 directly into the brake cylinder, lifting valve 15 in its course. The usual graduating stem 18 with spring 19 is provided in the head 3 for controlling the movement of the piston to service and emergency positions.

The bushing of piston chamber 4 is provided with two auxiliary reservoir charging grooves 20 and 21 of different sizes, the larger groove 20 being opposite the piston when the valve is in full release position, shown in Fig. 1, while the more restricted groove 21 is opposite the piston 5 when the latter is driven fully to the left to retarded release and restricted recharging position, shown in Fig. 2.

In the bore 7 of the valve is a suitable bushing 22 whoselower portion forms a valve seat 23, provided with the ports and passages shown in Figs. 6, 7 and 8, as follows: A large port 27 near one end of the seat communicating with the groove 28 leading to the atmosphere; a smaller port 29 substantially in line with port 27 and also communicating through lateral port 30 with the atmosphere; a large port 31 laterally in line with exhaust port 27 and communicating with brake cylinder connection 9 through passage 32; a smaller port 33 laterally in line with restricted exhaust port 29 and communicating through the longitudinal groove or passage 34 with brake cylinder passage 32; a small port 35 in proximity to and longitudinally in line with brake cylinder port 31 and communicating by means of the groove or passage 36 with a small port 37' laterally in line with restricted brake cylinder port 33 and restricted exhaust port 29; a small port 38 longitudinally in line with port 37 and communicating by means of a longitudinal groove or passage 39 with port 40 communicating with the train pipe passage 11. Cooperating with the valve seat are two slide valves, to-wit, a relatively small valve 41 and a larger valve 42. The valve 41 is provided with an upwardly projecting portion 43 which fits between an end projection 44 and intermediate projection 45 on the stem 6 of the main piston so that said valve 41 at all times moves with the piston 5. The larger slide valve 42 is held between the intermediate projection 45 and a shoulcer 46 on the piston stem, but does not fill the space between said projection and shoulder so that there is a certain amount of lost motion which permits the piston 5 and valve 41 to move at times without moving the valve 42. The slide valve is held to the seat 23 by the usual spring 47 while the small slide valve 41 is held to the seat 23 by a spring 48 interposed between the top of its projecting portion 43 and the top wall of the recess in the valve stem 6 into which said projection extends. The valve 41 in plan view is of general L-shape, comprising a main body portion with a tail 49 at its inner end at one side, and having its outer or opposite end cut away at its bottom face for a portion of the width of said valve, as at 50. in its lower face said valve is provided with. a comparatively large transverse cavity 51, having at one end a longitudinal extension 52. The largeslide valve 42 is of general rectangular form and is provided in its lower face with a pair of cavities, to-wit, a relatively large transverse cavity 53 and a smaller longitudinal cavity 54. The large slide valve 42 is provided with a longitudinal bore so located as not to intercept the cavities 53 and 54 and ending in a shoulder at its outer end. In said here is a helical spring 57 seated at one end against the shoulder 56 and with its opposite end bearing against head 58 on a stem 59 which extends through said spring and beyond the end of the slide valve and at its outer end is provided with a downturned toe or finger 60 adapted in release position of the valve to contact with the .end of valve seat 23, as shown in Fig. 1, so that any further movement of the piston and valve toward the left compresses the spring 57, as shown in Fig. 2, so that when the pressure on opposite sides of the piston 5' equalizes, said spring returns the valve and piston to normal or running position, shown in Fig. 1.

The valve has six positions, as follows:

1. Full release and recharging positiwt. (Shown in Figs. 1, 3, 4, 6, 7, 9 and 15.)-In this position the toe 60 of spring stem 59 bears against the end of valve seat 23 so that spring 57 resists the further movement of the piston and valves toward the left. The piston 5 is opposite the large recharging groove 20 so that train pipe air can pass from chamber 4 to the auxiliary reservoir and quickly recharge the latter. The slide valves 41 and are in such position, shown in Fig. 9, that cavity 51, in slide valve 41 connects brake cylinder port 31 with the large exhaust port 27 Consequently, the brake cylinder pressure is released to the atmosphere. All other ports are blanked. This position is assumed in normal running position and after equalization of auxiliary and train pipe pressure, and permits the full and rapid release of the brakes and the rapid recharging of the auxiliary reservoir.

2. Quick service or serial renting posit-ion. (Shown in Fig. 10.)-This position is assumed upon a slight reduction of train pipe pressure and upon the first movement of the main piston, which results in moving the small slide valve 41 from the position shown in Fig. 9 to that shown in Fig. 10, but without moving the large valve 42, due to the lost motion connection between the latter valve and the piston stem. In this position the connection between the brake cylinder port 31 and exhaust port 27 is broken, but cavity 51 with its extension 52 connects brake cylinder portfll with the small port 35, and as ports 37 and 38 are connected by cavity 54 in the large slide valve, train pipe air passes from port 38 to brake cylinder port 31, thereby momentarily venting the train pipe into the brake cylinder to produce a drop in pressure in the train pipe at the car and secure a quicker serial action of the brakes throughout the train than would be possible if all the air had to flow forwardly and out at the engineers brake valve. The valve remains in this position for an appreciable time due to the fact that the first movement of the piston 5 moves only the small valve 41, but as soon as the lost motion between the piston stem 6 and larger valve 42 is taken up the greater frictional resistance then encountered checks the movement of the piston and, therefore, provides an appreciable time for venting the train pipe into the empty brake cylinder. The reduction of train pipe pressure caused by this venting imbalances the pressures on opposite sides of the piston 5 sufiiciently to overcome the frictional resistance of both slide valves, so that the latter almost immediately move to the next position now to be described.

3. F all service position. (Shown in Fig. 11.)In this position the slide valves have moved to the right sufficiently so that valve 4.1 uncovers brake cylinder port 31, thereby allowing auxiliary reservoir pressure to rush into the brake cylinder. All other ports are blanked. In this position the head of piston 5 is in contact with graduatin stem 18, the graduating spring 19 checking the movement of the piston and valve in the usual way to stop the valves in service position.

.4. Service Zap position. (Shown in Fig. 12.)This position is assumed by the valve on a slight recoil, such as occurs immediately after a service application, due to a mo-- mentary excess of pressure on the train pipe side of the piston 5. The large slide valve 42 remains stationary, due to the lost motion connection between itself and the piston stem, but the small slide valve 41 is moved inwardly sufiiciently to blank the brake cylinder port 31, thereby cutting olf further flow of air from the auxiliary reservoir to the brake cylinder, but maintaining the pressure already in the brake cylinder. All other ports remain blanked.

5. Retarded release and restricted recharging position. (Shown in Figs. 2 and l3.)This position is reached after an application of the brakes by quickly charging the train pipe and increasing the pressure therein so rapidly that it cannot escape through the charging ports 20 and 21. This results in forcing the piston 5 entirely over to the left and brings it opposite the restricted recharging groove 21 so that flow of train pipe air to the auxiliary reservoir is restricted, preventing the auxiliary reservoirs on the forward end of a long train from robbing the train pipe of air excessively, and permitting sufiicient pressure to flow toward the rear end of the train so as to secure the release of the brakes at the rear end substantially simultaneously with those at the forward end. This position of the valve is assumed only on the forward portion of the train, while at the rear end of the train the rate of increase in train pipe pressure is such (due to feeding the auxiliary reservoirs forward thereof) that the triple valves merely go to full release position, shown in Fig. 1, but are prevented from going farther by the spring 57 on stem 59 whose toe 60 contacts with the end of seat 23. At the forward end of the train where the pistons have been driven fully over to the left, spring 57 is under compression, so that upon equalization of pressure on opposite sides of the piston 5 the spring 57 returns the piston and valves to full release position.

' In this position the small brake cylinder port 33 is connected with the restricted release port 29 by cavity 53 in valve 42, while valve ll is in such position that cavity 51 has passed beyond the brake cylinder port 31 and exhaust port 27. Consequently, the brakes are released through the restricted port 29 so as to give a slow or retarded release which is just what is needed at the forward end to secure substantially simultaneous release from end to end of the train.

I]. Jimergeney application position. (Eihown in Fig. la.)This position is assrmed upon a large reduction of train pipe pressure, so that auxiliary reservoir pressure pushes piston 5 entirely over to the right and compresses graduating spring 9. in this position the slide valves have moved so as to fully uncover brake cylinder port 31 and permit auxiliary reservoir pressure to rush into the brake cylinder, the same as in full service position. In addition, the piston has contacted with the bent arm 17 of check valve 16, thereby unseating said valve against the resistance of its spring and permitting train pipe pressure to flow from passage 11 and chamber 12 through passage 1% directly to the brake cylinder, lifting the check valve 15 in its passage. Consequently, the brake cylinder is supplied with air from both the auxiliary reservoir and the train pipe to secure a quick serial action of the brakes throughout the train by the reduction of train pipe pressure at each car, and also securing a strong application of the brakes. As soon as the brake cylinder pressure balances train pipe pressure, check valves 15 closesand thereafter the application is completed by the equalization of auxiliary reservoir pressure into the brake cylinder. The emergency position of the valve can be secured either directly from the full release position or from any of the other positions of the valve by merely reducing the train pipe pressure below the point of equalization of auxiliary reservoir pressure in the brake cylinder. The graduating stem 5 18 and spring 19 have the usual functions and operations of graduating stems and springs. The spring 57 becomes active only upon movement of the piston and valve to the left fro-m the normal or full release position, thereby serving as a graduating stop to prevent movement of the main piston to the left beyond its normal position, except when purposely intended by a sudden increase of train pipe pressure. It also serves as a means for automatically returning the piston and slide valves to normal position after retarded release position, upon equalization of pressure on opposite sides of the piston 5.

The valve described has all of the usual functions of triple valves. including quick service or serial venting position to secure the rapid serial action of the brakes through,

. on opposite sides out the train, in addition to the usual service and emergency application positions, as well as providing for the retarded release of the brakes and the restricted recharging of the auxiliary reservoir and also enabling the brakes to be held in any of the positions by lapping the valve. The valve, therefore, pert'orms all of the functions of the most approved triple valve but by a mechanical construction much simpler and less complicated than existing valves which perform all of the functions which this valve performs. Consequently, the valve is not only cheaper as to first cost but is more reliable in action, less liable to get out of order, cheaper to keep up, and otters less resistance to movement than similar valves for securing the same functional eliccts.

ll hat I claim is l. A triple valve having connections to the train pipe, brake cylinder, auxiliary reservoir and the atmosphere, a movable abutment actuated by variations in train pipe pressure, and a pair of valves actuated by said abutment and having relative move- .ment one to the other, one of said valves being arr: nged in full release position to open the brake cylinder to the atmosphere through an unrestricted orifice, and the other arranged on an increase of train pipe pressure to open the brake cylinder to the atmosphere through a restricted orifice.

2. A triple valve having connections to the train pipe, brake cylinder, auxiliary reservoir and the atmosphere, a movable abutment actuated by variations in train pipe pressure, a pair of valves actuated by said abutment and having relative movement one to the other, one of said valves being arranged in full release position to open the brake cylinder to the atmosphere through an unrestricted orifice, and the other arranged on an increase of train pipe pressure to open the brake cylinder to the atmosphere through a restricted orifice, and yielding means arranged to restore the valves to full release position on equalization of pressure of said movable abutment.

3. A triple valve having connections to the train pipe. brake cylinder, auxiliary reservoir and the atmosphere, a movable abut ment actuated by variations in train pipe pressure, and a pair of valves actuated by said abutment and having relative movement one to the other, one of said valves being arranged in full release position to open the brake cylinder to the atmosphere through an unrestricted orifice. and on reduction of train pipe pressure to initially open communication from the train pipe to the brake cylinder and then break said connection and open communication from the auxiliary reservoir to the brake cylinder, and the other valve being arranged on an increase of train pipe pressure to open the brake cylinder to the atmosphere through a restricted orifice.

a. An air brake valve havingconnections to the train pipe, brake cylinder and the atmosphere, a valve controlling the brake cylinder exhaust, a movable abutment operated by an increase of train pipe pressure for moving the valve to restrict the exhaust from the brake cylinder, and a spring carried by said valve and arranged to restore said valve to full release position.

5. An air brake valve having connections to the train pipe, brake cylinder and the atmosphere, a slide valve cooperating wit-h a seat and controlling the brake cylinder exhaust, a movable abutment operated by an increase of train pipe pressure for moving the valve to restrict the exhaust from the brake cylinder, a spring carried by said valve, and means connected to said spring and arranged when the valve is moved by increase of train pipe pressure to engage a fixed part and be thereby placed under tension, whereby upon equalization of pressures on opposite sides of said movable abutment said spring restores said valve to full release position.

(3. In an air brake, a valve comprising a seat, a slide valve thereon, a movable abuta cut for actuating said slide valve, a coiled spring carried by said slide valve, and a member connected to said spring and having a portion arranged when said slide valve is moved to engage a fixed part of the valve and place said spring under tension as the slide valve moves.

7. A triple valve comprising a. casing, a valve seat therein provided with two ports leading to the brake cylinder and two exhaust ports-or" diii'erent sizes, a movable abutment actuated by variations in train pipe pressure, and a valve device actuated by said movable abutment and arranged in full release position to connect one of said brake cylinder ports to the larger of the exhaust ports and upon increase of pressure to connect the other of said brake cylinder ports to the smaller of the exhaust ports.

A triple valve comprising a casing, a valve seat tierein provided with two ports leading to the brake cylinder and two exhaust ports of dilierent sizes, a movable abutment actuated by variations in train pipe pressure, a valve device actuated by said movable abutment and arranged in full release position to connect one of said brake cylinder ports to the larger of the exhaust ports and upon increase of pressure to connect the other of said brake cylinder ports to the smaller of the exhaust ports. and yielding means for moving said valve device from the last named position to full release position.

9. A triple valve having connections to the train pipe, brake cylinder, auxiliary reservoir and atmosphere, a movable abutment therein actuated by variations in train pipe pressure, a pair of valves actuated'thereby one arranged upon gradual increase of train ipe pressure to open a large communication from the brake cylinder to the atmosphere and the other arranged upon a greater increase of train pipe pressure to open a restricted communication from the brake cylinder to the atmosphere, and difierential feed grooves controlled by the movable abutment and so arranged that the larger of said grooves is open when the brake cylinder is connected to the atmosphere through the large communication and the smaller of said grooves is open when thebrake cylinder is connected to the atmosphere through the small communication.

10. A triple valve having connections to the train pipe, brake cylinder and auxiliary reservoir, a movable abutment actuated by variations in train pipe pressure, valve mechanism actuated thereby and arranged upon gradual increase of train pipe pressure to open a large communication from the brake cylinder to the atmosphere and upon a greater increase of pressure to open a restricted communication from the brake cylinder to the atmosphere, and another valve cont-rolling communication from the train pipe to the brake cylinder and arranged on emergency reduction of train pipe pressure to be contacted by a part moving with the valve mechanism and opened thereby.

11. A triple valve having connect-ions to the train pipe, brake cylinder and auxiliary reservoir, a movable abutment actuated by variations in train pipe pressure, valve mechanism actuated thereby and arranged upon gradual increase of train pipe pressure to open a large communication from the brake cylinder to the atmosphere and upon a greater increase of pressure to open a restricted communication from the brake cylinder to the atmosphere, another valve controlling communication from the train pipe to the brake cylinder and arranged on emergency reduction or" train pipe pressure to be contacted by a part moving with the valve mechanism and opened thereby, and differential feed grooves controlled by the movable abutment, the larger of said grooves being open when the valve mechanism is in the first named position and the smaller of said grooves being open when the valve mechanism is in the latter position.

12. In a triple valve, a casing having conmotions to the train pipe, auxiliary reservoir and brake cylinder, a movable abutment in said casing, a pair of feed grooves of different sizes around said piston and arranged to be open in different positions of said piston and forming connections between the train pipe and the auxiliary reservoir, a valve seat having ports leading to the brake cylinder and the atmosphere, 'a pair of valves actuated by said movable abutment and both moving on and cooperating with said seat and provided with cavities arranged when the movable abutment is 0pposite the large feed groove to connect the brake cylinder port with the atmosphere through an unrestricted passage and when the movable abutment is opposite the restricted feed groove to connect the brake cylinder with the atmosphere through a restricted passage.

13. In a triple valve, a valve seat provided with a pair of ports communicating with the brake cylinder, and a pair of exhaust ports, one located in proximity to each of said brake cylinder ports, and a pair of slide valves cooperating with said seat and having movement relative to one another, one oi said valves being provided with a cavity arranged in one position of the valve to connect one of said brake cylinder ports with the atmosphere to provide an unrestricted release while the other valve blanks the other brake cylinder and exhaust ports, and the other of said slide valves being provided with a cavity arranged upon an increase of train pipe pressure to connect the other of said brake cylinder ports with the other of said exhaust ports to provide a restricted release while the first named valve blanks the connection between the first named brake cylinder port and the first named exhaust port.

14:. In a triple valve, a valve seat provided with a pair of ports communicating with the brake cylinder, apair of exhaust ports, one located in proximity to each of said brake cylinder ports, a port connected to the train pipe, and a pair of small ports, one located in proximity to the train pipe port and the other in proximity to one of the brake cylinder ports and being connected by a longitudinal passage, and a pair of slide valves cooperating with said seat and having movement relative to one another, one of said slide valves being provided with a cavity arranged in one position to connect one of said brake cylinder ports with one of the exhaust p rts to provide an unrestricted release while the other valve blanks the connection between the other brake cylinder port and the other exhaust port, and the other of said valves being provided with a cavity arranged upon increase of train pipe pressure to connect the second named brake cylinder port with the second named exhaust port to provide a restricted release while the first named valve blanks the connection between the first named brake cylinder port and the first named exhaust port, the first named valve having its cavity provided with a longitudinal extension arranged upon decrease of train pipe pressure from the first named position to connect the brake cylinder port with the small port in proximity thereto and the second named valve being provided with a cavity arranged in the same po sition to connect the train pipe port with the small port in proximity thereto.

15. A triple valve comprising a casing having connections to the auxiliary reservoir and train pipe and having therein a valve seat provided with ports eonnnunr eating with the brake cylinder, the atmos phere and the train pipe, a movable abutment actuated by variations in train pipe pressure, and a pair of slide valves actuated by said abutment and having relative movement one to the other and both moving on said valve seat and provided with ports and passages arranged in full release position to connect the brake cylinder to the atmosphere through an unrestricted opening, inposition assumed by movement from full release position upon increase of train pipe pressure to connect the brake cylinder to the atmosphere through a restricted discharge passage, in position assumed by movement from full release position upon initial reduction of train pipe pressure to open communication from the train pipe to the brake cylinder, and upon further movement in the same direction to open communication from the auxiliary reservoir to the brake cylinder, said piston being arranged in full release position to open a large charging connection from the train pipe to the auxiliary reservoir and in restricted release position to open a restricted charging connection from the train pipe to the auxiliary reservoir.

16. A triple valve comprising a casing having connections to the auxiliary reservoir and train pipe and having therein a valve seat provided with ports communicating with the brake cylinder, the atmosphere and the train pipe, a movable abutment actuated by variations in train pipe pressure, a pair of slide valves actuated by said abutment and having relative movement one to the other and both moving on said valve seat and provided with ports and passages ar ranged in full release position to connect the brake cylinder to the atmosphere through an unrestricted opening, in position assumed by movement from full release position upon increase of train pipe pressure to connect the brake cylinder to the atmosphere through a restricted discharge passage, in position assumed by movement from full release position upon initial reduction of train pipe pressure to open comnninication from the train pipe to the brake cylinder, and upon further movement in the same direction to open communication from the auxiliary reservoir to the brake cylinder, said piston being arranged in full release position to open a large charging connection from the train pipe to the auxiliary reser voir and in restricted release position to open a restricted charging connection from the train pipe to the auxiliary reservoir, and yielding means for restoring said valves from restricted release position to full release position.

In testimony whereof, I have hereunto set my hand.

JACOB RUSH SNYDER. Witnesses .T. L. TREFALLER, J r., VVM. P. LARKIN.

Copies of this patent may be obtained for five cents each, by addressing the Commissioner of Patents, Washington, D. G.

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