US1262883A - Combined automatic and straight air valve mechanism. - Google Patents

Description

F. H. WEIMERT COMBINED AUTOMATIC AND STRAIGHT AIR VALVE MECHANISM.

APPLICATION FILED MAR-14. I917- Patented Apr. 16, 1918.

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F. H WEIMER.

COMBINED AUTOMATIC AND STRAIGHT AIRVALVE MECHANISM.

APPLICATION FILED MAR. I4, 19!?- Patented Apr. 16, 1918.

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APPLICATION FILED MAR. 14, 19W.

Patented Apr. 16', 1918. 1

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COMBINED AUTOMATIC AND STRAIGHT AIR VALVE MECHANISM.

APPLICATION FILED MAR: I4 IBII.

1,262,883 Patented Apr. 16, 1918.

4 SHEETS-SHEET 4- I. l3 (3 if /2 25 37 7 a? a; 36 6 4546 ,4 /0 7 Samm FRANK I-I. WEIMEB, 0F NOGALES, ARIZONA.

COMBINED AUTOMATIC AND STRAIGHT AIR VALVE MECHANISM.

Specification of Letters Patent.

Patented Apr. 16, 1918 Application filed March 14, 1917. Serial No. 154,690.

T 0 all whom it may concern Be it known. that I, FRANK H. WVEIMER, a citizen of the United States, esiding at Nogales, in the county of Santa Cruz and State of Arizona, have invented certain new and useful Improvements in Combined Autoinatic and Straight Air Valve Mechanisms, of which the following is a specification.

My invention relates to combined automatic and straight air valve mechanisms, and more particularly to those designed for use on railroad cars and locomotives and operated by compressed air, either automatically by a reduction of the air in the trainpipe system, utilizing the auxiliary air-pressure in the well-known manner, or by in creasing the normal train-pipe pressure, employing straight air from the main reservoir of the locomotive direct to the brake-cylinder.

One of the objects of my invention is to provide a valve mechanism which will set the brakes, through the instrumentality of compressed air direct from the main reservoir of the locomotive, by an increase in the normal train-pipe pressure, and at the same time providing a mechanism which will set the brakes automatically, through the instrumentality of the auxiliary reservoir airpressure in the well-known manner, in the event of a break in. the train-pipe or hose.

A further object of my invention is to provide a valve mechanism particularly adapted to the interchange of tratlic, in that the straightnir passage or port can be closed by a plug-valve and the automatic passage or port opened by another plug-valve, thus providing a first-class automatic valve, and when a sutlicient number of cars equipped with my device to make up a train can be assembled the automatic passage or port can he closed and the straight-air passage or port opened, thus enabling the engineer to run the train by the employment of straight air only, which is safest and in many ways the most satisfactory.

A still further object of my invention is to provide an improved, positive-acting, automatic and straight-air valve whereby the brakes may be applied, held, and released at the will of the engineer, who can apply the brakes by the use of straight air, and which will apply the brakes automatically in the event of a break in the train-pipe or hose.

A still further object of my invention is claimed.

Referring to the drawings, Figure 1 is a longitudinal, sectional view, showing the several parts of the valve in the relative positions they assume when the straight air application is made or on automatic release in extreme innermost position; Fig. 2, a longitudinal sectional view, showing the several parts of the valve in the relative positions they assume when the valve is in lap or holding position in both automatic and straight air applications; Fig. 3, a longitudinal sectional view, showing the several parts of the valve in the relative positions they assume when released on straight air reductions or when applyingthe brakes with automatic air in service applications; F ig.4l a longitudinal sectional view, showing the several parts of the valve in the relative positions they assume in emergencies; Fig. 5,

View of the choking device loan enlarged upper part of the casing; Fig.

cated in the 6, a cross-sectional View of the slide-valve, 1

showing the position it assumes when straight air, automatic air, and straight and automatic emergencies are being applied; Fig. 7, a cross-sectional view of the slidevalve, showing the same in release position on both automatic and straight air applications; Fig. 8, a bottom plan view of the slide-valve; Fig. 9, a top view of the slidevalve seat in the casing; Fig. 10, a side view of the piston and slide-valve; and Fig. 11.

a cross-section on the lineX X of Fig. 10.

In the drawings, in which similar reference characters denote corresponding parts throughout the several. views, 1 represents the inclosing casing of the valve, made preferably of two hollow parts 2 and 3, secured together by means of bolts 4:, and provided with a screw-cap 5 at the outer end and a screw adjusting plug 6 at the other end, and having a plurality of air-holes or apertures 7. The hollow portion 3 of the casing is provided with a spiral spring 8, seated at its inner end in a slidable flanged cap 9, its

' outer end abutting against a screw-plug 10,

regulate the tensionof the spiral spring 8.,"

The hollow part 2 of the casing'isprovided with a flanged cap 11 at its outer end, said cap 11 being provided with a plurality of air-holes or apertures 12 and being normally seated against the shoulder 13 in the part 2 by-pass 15 is provided for the passage of air from part 3 to part 2 of the casing. A piston-cavity 16 is provided in the inclosin'g casing 1, and in the upper part" of the said cavity is located a seepage-groove 17, adapted to be open when the valve is in lap position, Fig. 2', but closed when the valve is' 'in' the" position illustrated in Fig. 3 of the drawings.

A manually-operated set-screw 18 is ro vided to r'egulate the size of the angular by pass 15, and 19 is a choking device located in the upper part of part 2 of the casing, (see Fig. 5,) consisting of a plunger 20, mounted in the bore 21 in the part of casing-2, a threaded collar 22, a pin 23, and a coil-spring 2%. The pin 23 abuts against the threaded collar 22 at all times except when the piston 25 is'at its most forward position, while the coil-spring 24; holds the plunger normally out of the angular bypass 15 when not in use.

At the lower'portion of the inclosing casing 1' a by-pass 26 is located, formed between parts 2 and 3 of the said casing 1, which said by-pass communicates directly with the train pipe or hose (not shown). A horizontal port 27 is provided in the lower part of part 2 of the casing for the passage of air to and from the brake-cylinder (not shown), which said port 27 communicates with thejvertic'al port 28. A plug-valve 29 is provided in the vertical port 28 to close the same when desired. The vertical port 29 also communicates with the horizontal port 27 and is provided with a plug-valve 30 for closing the same when desired.

An exhaust-port31 is provided to be oper ated with the port 29 when straight air exhaust is employed, and an exhaust-port 32 is provided to'be operated with the port 28 when automatic exhaust is employed.

A piston 25 is mounted in the casing 1 consisting of a head 33, slidably mounted in chamber 16, anda piston-rod 35, mounted" in part 2 of the casingl, having a flange at one end, and scalloped, as at 37,to permit the passage of air, (see Fig; 10,) and. the other end bein secured to piston head 33' by a nut 38', and having located within the end a bore 391 Within the bore 39 is located a stud 40, the said stud being held in its normal position by" a coil-spring 41 and a washer-4E2. y y

I slide-valve 43', of rectangular shape, is previdg ct, being shouldered into the lower side otpi'sten-rorr 33;; 1a the slide-valve as is provided a port 44, adapted to register with port 29 in part 2 of the casing; also, a port 4-5, adapted to register with ports 28, 29, 31 and 32 in part 2 of the casing, and a port 16, adapted to register with port 28 in part 2 of the casing 1. The slide-valve 13 is also provided with a port -17, adapted to register with port 28, in automatic emergency position.

To operate my valve by the application of straight air, the plugwalve 30 will be opened and the automatic port 28' will be closed with the plug-valve 29 ,v as shown in Fig; 1. The engineer in'creasesthe normal train-pipe pressure in" the usual manner and this" increased pressure passes through by pass 26 and into the piston-chamber 16 forcing the piston-head 331 forward and compres'si'ngf spring 14, and uncovering by-pass 15' in the piston-chamber 16, allowing this increased pressure to flow into the valvechanib'ertS, said valve-chamber being always in communication with the auxiliary reservoir, not shown, through air-holes or apertures 12, 37 and 7 which are always open for the passage of air.

The auxiliary reservoir is kept constantly charged with the normal train-pipe air pressure when straight air is employed. When the piston 25 is moved forward, the slidevalve 13 also moves forward, and port 44 therein is made to register with port 29 in the part 2 ot c'asing 1, thereby opening communication between the train-pipe and the brakerylinder, (see Fig. 1). With an increased train-pipe and piston-chamber pressu'reand a normal pressure in the valvechamber 48 and the auxiliary reservoir, a certain increased pressure of air will enter the valve-chamber 18 and auxiliary reservoir, and the normal pressure of air will go out into the brake-cylinder, holding the auxiliary reservoir to normal train-pipe pressure. When more air can enter. the valve-chamber e18 than can escape into the brake-cylinder, said chamber would soon become charged with the same pressure as the train-pipe, when the spring 1 1 would throw the valve into lap, to avoid this possibility a set-screw 18' has been provided in the casing 2, said set-screw being adapted to enter the angular by-pass 15 to choke the passage, as desired, for the purpose of regulating the by-pass 15 to the end that the pressure in the valve-chamber 418 may be held at normal train-pipe pressure during a straight-air application. At the time of a straight-air application or an automatic release the valve is constructed in such a manner that with a heavy pressure spring 1 11 will be compressed and permit the ports to slightly overlap" while with less.- pressure they will remain. open, but as: nov more air should be permitted to enter the valve-chambar as than can escape, the choking device 19, (F ig. 5,) has been provided to throttle the by-pass 15 to the same extent thatports 29 and '28 are throttled to the end that the pressure in the auxiliary reservoir maybe held to normal at all times. \Vhen the ports 29 and 28 communicating with the brakecylinder, are open, the angular by-pass 15 will be open, but when the piston 25 and slide-valve 43' is moved beyond the ports 29 and 28 choking them partially, the pistonhead 33 compresses the coil-spring 24 and forces the plunger 20 into the bypass 15. This device is employed in order to prevent a too strong setting of the brakes on the forward cars of a train at the beginning of an application, when straight air is utilized. It also chokes the automatic release on the rearward cars of a train with the attending advantages.

TVhen the engineer has sutlicient air-pressure on the brakes, he places his valve in lap, cutting off further entrance of air into the train-pipe. Then the increased train.- pipc pressure will find its way into the brake-cylinders until equalization between the piston-clnunber 16 and the valve-chamber 48 takes place, when spring 14 will force the piston 25 and the slide-valve 43 back to lap position, closing all ports. (See Fig. 2.) When the angular by-pass 15 is closed, the seepage-groove 17 is open to permit the passage of alittleair in the event of a leakage and to keep the auxiliary reservoir charged with the normal train-pipe pressure. lVhen the engineer desires to release the brakes, he reduces the train-pipe pressure, causing the piston 33 to move back- 'ard against spring 8, and ports 29 and 31 will be in communication, through cavity 45, exhausting the brake-cylinder and leaving the auxiliary reservoir charged with the normal train-pipe air-pressure.

My device is so constructed that in the full release position the end of stud 1 :0, located in the end of piston 25, will contact uitn the slid-able flanged cap 9, in a certain reduction forcing the coil-spring 41 behind stud i0, permitting the piston to travel backwardly far enough to cause cavity 4:5 to slightly overlap ports 29 and 31 on the forward' cars of a train. In the rearward cars of a train, where the reduction is less forceful, the springll will not be con'ipressed and the ports 29 and 31 will remain entirely open. W' hen the train-pipe. pressure equal izes all ports will be open. This construction tends to avoid pulling the train apart. The spring 8 is made strong enough to resist about 20 pounds reduction.

In the event of a break in the train-pipe or hose, when operated with automatic air, the piston 33 is forced back to the extreme position, forcing the spring 8 and providing a communication between the auxiliary reservoir and the brake-cylinder through ports To set the brakes, the engineer reduces the train-pipe pressure, as usual, and piston 33 moves backwardly, connecting ports 28 and 46, through which air passes from the auxiliary reservoir to the brake-cylinder. After some air has passed to the brake-cylinder the air pressure in valve-cavity 48 will be somewhat reduced and the slide-valve will be'pushed back to lap by the train-pipe pressure. At the same time the spring 41 is coin n'essed on the forward cars of a train, causing ports 28 and 46 to overlap and restrict the passage 'of the air, while on the rearward cars of the train the said spring 41 is not compressed and the ports 28 and 4-6 are not choked. This prevents the humping of the forward cars by those at the rear of a train.

In the event'that the engineer desires to apply emergency, the piston 33 will move still farther back, forcing the spring 8 and connecting ports 28 and elf, (Fig. 4,). After equalization takes place between the auxiliary reservoir and the brakecylinder, spring 8 will move slide-valve l3 back to service position unless the engineer drains the pipe.

To release the brakes the engineer increases the train-pipe pressure forcing the piston forward and ports 28 and 32 will be connected by ca\ity 4:5 and exhaust the brake-cylimler, at the same time compress ing spring 14: more on the forward cars of a train than on the rear cars, where the pressure is less, retarding the release on the forward cars of the train, with the attend ing advantages.- hile release is being effected, train-pipe air is charging the auxiliary reservoir, and when normal train-pipe air is equalized in the auxiliary reservoir spring ll forces the piston back to lap, closing all ports after release is completed. The seepage-groove 17, however, is open at this time, giving assurance that the auxiliary reservoir is charged at all times with the normal train-pipe pressure.

When the normal train-pipe pressure is raised a stated number of pounds above normal, and the increased pressure flows into the valve-chamber 48 through the angular by-pass 15, when the normal auxiliary reservoir pressure flows through ports 44 and 29 into the brake-cylinder, it will be not-ed that if the passages for the entrance and exits of the air are of the same capacity the auxillary reservoir will remain at normal. When the engineer has suilicient air in the brake-cylinder, he moves his valve to lap,

valve 43 back to the lap position, (Fig. 52) leaving the auxiliary reservoir and train pipe pressure at normal it will be noted that the brakes have been set with the increased pressure supplied through the train-pipe, the pressure in the brake-cylinders depend ing entirely on the amount of overcharge utilized, and if the first operation is not successful, the engineer is in position to repeat the same.

I do notwish to be understood as limiting myself to the specific details of construction as shown and described, as the same may be modified without departing from the spirit or scope of my invention.

Having thus described my invention, What I claim is.

1. In an air-brake system, a piston, a piston-chamber having a compressed air chamber communicating therewith, a valve-chamber, a valve, a by-pass passage forming a communication between said piston and valve-chambers, means for restricting or coptrolling the passage of air through said by-pass passage adapted to be operated by means of the said piston.

2. In an air-brake system, a piston-chamber having a piston therein, a valve-chamber having a slide-valve therein, a by-pass forming a communication between said chambers, and means in said piston-chamber adapted to equalize the air-pressure in said chambers.

3. In an air-brake system, a compressedair chamber, a piston-chamber, a piston in said chamber, a valve-chamber, a valve in said chamber connected to said piston, a bypass port between said compressed-air chamber and the piston-chamber, a by-pass port between said piston-chamber and said valve chamber, and a spring-operated plunger valve adapted to control the amount of air passing through the by-port.

4. In an air-brake system, a compressed air chamber, a piston-chamber, a piston in said chamber, a valve-chamber having an air-seepage groove, a valve in said chamber,

a bypass port adapted to form a communi-. cation between the compressed-alr chamber and the piston-chamber, the piston-chamber and the valve-chamber being in open connection with each other, a valve in the bypass port between the piston and valve chamber adapted to be moved in one direction by the piston and in the other direction by a spring for the purpose ofcontrolling the amount or" air passing therethrough from' pressed-air chamber, a piston-chamber, a.

piston in said chamber, a valve-chamber, a

valve in said chamber, a by-pass port forming a communication between the piston and the valve chambers, a valve for controlling the amount of air passing through said bypass seated in a socket in said casing and provided with a spring, said spring adapted to cause said valve to be projected normally into the piston-chamber and said piston adapted to cause said'valve to be projected into the by-pass between the piston and valve chambers and to control the amount of air passing through said by-port from the piston to the valve chamber.

7 In an air-brake system, a casing having ports, a compressed-air reservoir, a pistonchamber having an air-seepage groove, a piston in said chamber, a valve-chamber, a slide-valve therein having ports adapted to register only with the ports of the said casing, a bypass port forming a communication between the piston and valve chambers, and a valve to control the amount of air passing through said by-pass into the valve-chamber and adapted to be operated by means of the said piston.

In testimony whereof I afiix my signature in the presence of two witnesses.

FRANK H. WEIMER.

Witnesses:

JAMEs K. POLK, J. S. VVALKER.

' tieplea of. this patent may be obtained for five cents each, by addressing the Commissioner oi Patents,

Washington, D. G.

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