US1149365A - Valve mechanism. - Google Patents

Description

H. A. HATFiELD.

VALVE MECHANISM.

APPLICATION FILED IuLv 21.1914.

PatentedyAug. 10, 1915.

COLUMBIA PLANOORIIPH co.. WASHINGTON. D.

sTaTngs T T Tieren.

HIRAIVI A. HATFIELD, OF NOGALES, ARIZONA, ASSIGNOR, BY MESNEfiSSIGNMENTS, TO

@NTERNATIONAL AIR-BRAKE COMPANY, OF WILMINGTON, DELAWARE, A CORPO- RATION OF DELAWARE.

VALVE MEOHANISM'.

Application filed J'uly 27, 1914.

T 0 alli/17mm t may concern Be it .known that I, HIRAM A. HATFmLD, a citizen of the United States, and a resident of Nogales, in the county of Santa Cru?J and State of Arizona, have made certain lnew and useful Improvements in Valve Mechanisms, of which the following is a specification.

My invention relates to improvements in valve mechanisms to be used. on railroad cars, and it consists '751. he combinations, constructions, and arrangements herein described and claimed.

An object of my invention is to provide a device which is to be used in connection with an automatic triple valve for setting the brakes by increasing the train pipe pressure above normal.

A further object of my invention-is to provide a device of the type described which will` act perfectly, regardless of the weight or tonnage ofy a car or the diiferenttrain line pressures.

Other objects and advantages will appear in the followingspeciication and the novel features of the device will be particularly pointed out `in the appended claims.

My invention is illustrated in the accomf panying drawings forming part of this ap plication in, which- Figure 1 is a central verticaly section through the device, Fig. 2 is a reduced section. along theline 2..-2 of Fig. 1, and Fig. 8 is a` diagrammatic view showing the application of the improved valvemechanism to a train controlling. means.

In the following specification I will describe completely the novel valve mechanism andthe operation thereof and only so much ofv the ordinary mechanism which coperates therewithas will 4be suflicient for a clear understandingof. the use and operation of my invention. Y

In carryingout my invention I provide a valve casing 1 ofsuitable shape. In the present, instance I. have shown this as a cylinder having, a topa2 which may befsecured to the body portion in any suitable manner, and which is providedy with a pipe 2X leading to an auxiliary reservoir (not shown). Within thefinterior of the valve casing is a: valve member 4.- This consists of a weight which is provided at its upper end with a closurey arranged to cover a Specication of Letters Patent.

Patented Aug. 10, 1915.

Serial No. 853,501.

port '5. Packing rings 6 are provided for the weighted valve. A lower closure memlber 11X is designed to control a port 7. A bypass 8 is arranged in the wall ofthe casing 1 y for a purpose hereinafter explained. In the body portion 1 below the chamber in which the valve il operates is a cylindrical bore 9 in which is disposed a cylindrical valve piston 10. rIhs piston, as will be seen from Fig. 1, is not provided with packing rings, but is designed to work `loosely in the limiting theV movement of the valve toward the plug. At 12 is shown an exhaust port. A passage 13 communicates with the interior portion 9 of the bore at bothA ends of the cylindrical piston valve 10 and with pipe 14. The pipe 14 in turn communicates with a triple valve mechanism shown in Fig. 3.

The lower end of thev valve casing 1 is provided witha threaded portion 15 arranged to receive the union 151x which secures the end of the pipe 16 to the valve casing and in communication with the passage 17.

From the foregoing description of the various parts of the device the operation thereof may be readily understood.

Y In Fig. 3 I have shown the pipe 16 as being connected directly to the drain plug of the automatic triple valve. TWhen an overcharge of air pressure is supplied to the main train line at the engineto set the brake, air passes from the main train line through pipe 16, thence through the'passage 17 and port 7 where itunseats the weighted valve l. This allows the air'to passthe lower valve member 1x and thence by means of the passage 1S into the bore.9, thus forcing the piston valve 10 in the direction shown b f the arrow in FiO'. 1. rlChis uncovers the valve on each individual cal'.

v.triple valve. Vhenthe; train line air pressure is again reduced to normal through the action of the engmeers valve being placed in ruiming position, the excess air pressure contained in the auxiliary reservoir passing through port 5 seats valve 4 and closes port 7. A vent 11a is provided in plug 11 for the release of air left in bore 9 and passage 18. The pressure in the brake cylinder then takes effect, and forces the cylindrical piston valve 10 to normal position which then opens exhaust port 12 releasing the air from the brake` cylinder to the atmosphere, thus releasing the brake. It will thus be seen that it depends entirely on the amount of excess air pressure which the engineer adds to the trainr line air pressure how hard the brakes are set on each car, as he has complete control over this by the use of the engineers brake valve on the engine.

As before mentioned, by the use of my attachment or straight air valve the brakes can 4be applied by both the use of straight air and automatic air. Straight air can be applied to the brakes and automatic air applied on top or automatic air can be applied to the brakes and straight'air can be applied on topfbut by the use of my valve it is best to use straight air in all cases, thereby having the automatic air in reserve in case of accident, such as the parting of a hose` or breaking of a train pipe. As is clearly seen, the'auxiliary reservoir is kept charged by the use of my valve. Thus it acts as a safety device in case of accident.

With the present system of automatic air brakes it often happens on long grades that the automatic air pressure contained in the auxiliary reservoir is not sufficient to hold the train, whereas by the use of my valve vthe engineer can apply the brakes by the use of the excess pressure sufficient to hold the train and at the same time have the automatic air in reserve to set the brakes in case of accident as mentioned above. By the use of my attachment it is impossible to loose the braking power since any position other than running and lap positions of the' 'engineers brake valve will set the brakes.

Also Vby the use of my valve using the straight air, the pressure in each brake cylinder will be the same, whether the brake cylinder piston is set to travel two inches or ten inches, for the reason that the excess air pressure applied at the engine is, distributed equally through my valve to the brake cylinders, one of which is located on each individual car. This prevents, to a large extent, Ythe parting yor breaking in two of the train, as is now very often the case with the present system of automatic air.

The by-pass 8 is arranged in the wall of the casing 1 for the purpose of allowing the auxiliary reservoir air pressure coming through the port 5 to be equalized on both sides of the weighted piston valve 4 when it is seated on the port 7.

I claim: f

1. In a valve mechanism for air brakes, a casing provided with a main valve chamber, a weighted valve disposed in said chamber, packing rings for said valve, a by-pass in the wall of the casing around said valve when the latter is in its lower position, a pipe for connecting one end of said valve casing with a supply of compressed air, a passage within said valve casing normally closed by said weighted valve and adapted to be uncovered by an overcharge of air pressure in the passage, an outlet pipe, and means for establishing communication between said main valve chamber and said outlet pipe, said means being controlled by the pressure of air in said main valve chamber.

2. In a valve mechanism for air brakes, a casing provided with a main valve chamber, a weighted valve disposed in said chamber, packing rings for said valve, a by-pass in the wallof the casing around said valve when the latter is in its lower position, a pipe for connecting one end of said valve casing with a supply of compressed air, a

passage within said valve casing normally closed by said weighted valve and adapted to be uncovered by an overcharge of air pressure in the passage, an outlet pipe, and means for establishing communication between said main valve chamber and said outlet pipe, said means comprising a piston valve disposed within a bore in said valve casing, a passage connecting said main valve casing with said bore, kand a passage arranged to be uncovered by the movement of saidpiston valve for connecting said bore with said outlet pipe.

3. 1n a valve mechanism for air brakes, a casing provided with a main valve chamber, a weighted valve disposed in said chamber, packing rings for said valve, a by-pass in the wall of the casing karound said valve when the latter is in its lower position, a pipe for connecting one end of said valve casing with a supply of compressed air, av

passage within said valve casing normally closed by said weighted valve andadapted to be uncovered by an overcharge of air pressure in the passage, an outlet pipe, n

means for establishing. communication between said mainV valve chamber and said outlet pipe, said means comprising, a piston valve disposed within a bore in said valve casing, a passage connecting said main valve casing with said bore, va passage arranged to be uncovered by the movement of said piston valve for connecting said bore with said outlet pipe, and an exhaust passage normally uncovered and adapted to be covered when the piston valve uncovers the passage between the interior of the bore and the outlet pipe, said exhaust passage being uncovered by the reverse movement of said piston valve.

sl. In a valve mechanism for air brakes, a casing provided with a main valve chamber, a weighted valve disposed in said chamber, packing rings for said valve, a by-pass in the wall oi the casing around said valve when the latter is in its lower position, a pipe for connecting one end of said valve casing with a supply of compressed air, a passage within said valve casingnormally closed by said weighted valve and adapted to be uncovered by an overcharge of air pressure in the passage, an outlet pipe, means for establishing communication between said main valve chamber and said outlet pipe, said means comprising a piston valve disposed `within a bore in said valve casing, a passage connecting said main valve casing with said bore, apassage arranged to be uncovered by the movement of said piston valve for connecting said bore with said outlet pipe, an exhaust passage normally uncovered and adapted to be covered when the piston valve uncovers the passage between the interior of the bore and the outlet pipe, said exhaust passage being uncovered by the reverse movement of said piston valve, and a screw plug at one end of said bore for limiting the movement of said piston valve.

5. In a valve mechanism for air brakes, a casing provided with a main valve chamber, a weighted valve disposed in said chamber, means for establishing communication between that part of said main valve chamber above the valve and an auxiliary reservoir, a by-pass in the wall of the casing around said valve when the latter is in its lower position, a pipe for connecting one end of said valve casing with a supply of compressed air, a passage within said valve casing normally closed by said weighted valve and adapted to be uncovered by excess air pressure in the passage, an outlet pipe, and means for establishing communication between said main valve chamber and said outlet pipe, said means being controlled by the pressure of air in said main valve chamber.

HIRAM A. HATFIELD. lVitnesses:

JOHN A. ADAMS, VILLIAM Q. COLEMAN.

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

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