US1284285A - Automatic train-stop. - Google Patents

Description

H. S. FOLKER.

AUTOMATIC TRAIN STOP.

APPLICATION FILED JUNE 23. 1911.

Patented Nov. 12,1918.

2 SHEETSSHEET I.

H. S. FOVLKER. AUTOMATIC TRAIN STOP. APPLICATION FILED JUNE 23, \917.

Patented Nov. 12, T918.

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- Y S v \w RN 9N MN mm 7 Q wkmwwwmfiv UNITED. STATES PATENT HOWARD S. FOLKER, OF OROVILLE, CALIFORNIA, ASSIGNOB, TO THE NATIONAL SAFETY APPLIANCE COMPANY, OF SAN FRANCISCO, 'CALIFOB NIA, A CORPORATION OF cnnrronme.

AUTOMATIC TRAIN -STOP.

To all whom it may concern:

Be it known that ,I, HOWARD S. FoLKnn,

of the city of Oroville, county of Butte,

State of California, have invented certain new and useful Improvements in Automatic Train-Stops, of which the following is a specification.

This application is a continuation in part 118,980,

oi my prior application Serial No.

filed September 8, 1916, for automatic train stops and consists essentially in an improved I a portion or the fluid pressure in a certain chamber of the valve mechanism will cause the air brake applying mechanism or train stop to operate, giving either a service or emergency application of the brakes according to the class of trainservice in which it is to be used.

The invention hereinafter described may be assumed to be constructed so that the train stop valve mechanism will give a service applicat on of the brakes, but in order to adapt itto an emergency application of the brakes, i: only necessarito substitute for certain o 1 the ports and passages. similar ports or prssages having greater areas or capacities. l of which will be more particularly hereinafter described.

()ne of the objects of the invention is to so construct a valve mechanism having a minimum number of parts without impairing its efiieicncy. so that it will be simple in construction one positive in its operation.

Another object is to so construct the valve mechanism that it may be easily assembled and quickly dismantled and replaced without disconnecting any of the air or fluid pipes.

Another object is to so construct the valve Specification of Letters Patent.

Patented Nov. 32, 3913.

1916. This application filed June operating piston that it will perform the combined functions of the valve operating piston and the diaphragm valve mechanism of my above mentioned application.

Another object is to provide a structure by means of which the valve operating piston may be manually returned to its normal position regardless of the prevailin fluid pres sures.

Another object isto provide a simplified construction by means of which all the parts are readily accessible for the purposes of examination and repair, all as will be herein= after fully set forth.

Another-object is to provide a means for rendering inoperative the valve mechanism and parts operated thereby.

Other objects will appear from the follow ing specification and claims.

eferring to the drawings, in which the same reference characters indicate the same parts in the several views:

Figure 1 is a conventions, diagrammatic view showing my improved train stop structure operatively connected to the engineers automatic. brake valve, main reservoir. electro-pneumatic valve and the brake pipe.

Fig. 2 is a central longitudinal sectional view with some parts in elevation and others broken away, of my improved train stop with all the moving parts in normal position.

Fig. 3 is a similar view showing the mov ing parts in the position which they assume upon the automatic application of the brakes.

Fig. 4 is a plan view of the connection flange and the train slop secured thereto.

The part markedlfi is the main connection flange into which all the pipe connections lead and it is provided with a fiat surface on one side to which the main valve body 11 is bolted with suitable bolts 12. A gasket 13 is inserted therebetweeu so to make an air tight joint. thus insuring against leakage between the several air passages.

The valve body 11' contains a valve 14% which is of the flat rotary type having many I ports, the interior costruction of which it is not necessary to show, as is read derstood in this art.

The valve body .11 is provided with chamibers 17 ,and 18 separated by a wall 19 in which a valve seat 20 is provided, the said valveseat being so situated as to coiiperate with the non-release valve 14, which valve is secured to a valve stem 21. The bottom end of said valve stein 21 projects through a perforated ,web 22 into the cylindrical chamber 23.

To the lower end of the valve stem 21 is removably secured a .flat disk valve 24 by .means of a' screw 25, and said disk valve is provided with leather or any other suitable packing material 26, as shown.

A piston operates in the cylindrical chamber 23 the walls of which are integrally cast with the walls of the valve body 11. The valve 24 which is secured to the lower end of the valve stem 21 is normally closed, the upward pressure-beneath the piston and the compression spring 32 cotiperating to secure a firm seating of the valve upon the valve seat 31 formed in the topportion ofthe piston 30. The piston 30 is provided with packing leathers or any. other suit-able means of'making air tight joints between the pistonand the cylinder walls at each end of the piston, all as clearly shown in the drawing.

A-port 33 is'provided in the wall of the cylinder 23 at a point midway between each secured a head 39 for the lower end end flange of the said piston .30, which port will be called the brake pipe service exhaust port.

The piston 30 is of the composite type and consists essentially of three parts, the central part 35 of which is spool shaped and-bored out to receive the shank 36 of a cylindrical head piece 37.

Depending from the shank 36 is a screw threaded stem 38 to which is removably of the middle portion 35. A look nut -40 is providedon the lower end of the screw threaded stem 38 to securely lock the The central portion 35 of parts in place. the piston is provided with flanges at each end which form between them a concentric or annular chamber 41 which is in commu ication with the port 33 at all times.

The valve seat 31 for the valve 24 is centrally located on the top of the piston head heads 37 and 39 and the flanges of the spool shaped member 30. A I

It will thus be seen that when the head 39 is screwed onto thescrew threaded portion 38, themembers 37,30 and 39and the washers will be clamped together. As clearly shown in Figs. 2' and 3, the construction is such that the packing rings or cup washers will be held in such position that when all the parts, are clamped together as above mentioned, air tight joints will be formed between the cylinderwall and the packing leathers.

The main reservoir M is so connected that air will flow to the main connection flange 1G by suitable pipe and fittings 50, thence through a restricted port 51 of fixed ca-.

pacity, into the passage 52 and into the perpendicular passage 53, thence into the charm ber 54 building up a pressure therein. The chamber54 is also connected to an electropneumatic vent valve V by the passage 53, passage 55 and pipe 56.

The electro-pneumatic vent valve V. is

assumed to be in normal position with the.

electro-magnet 60 energized and the armature 61 incontact with themagnet. When the armature is in this position the air .valve 62 is closed on its seat 63.

As clearly described in my co-pending application referred to above, the deenergizing of the magnet 60permits the armature 61 to drop, carrying the valve 62 away from its seat 63 and allowing the air pressure in the chamber 54 to escape to the atmosphere through the whistle 65.

The brake pipe pressure flowing through the supply pipe 70 leading from the engineers automatic brake valve 16 to the chamber 17, then passes by the normally open valve 14, v'iich is held off its seat 20 by pressure beneath the piston 30, into the chamber 18, thence into a chamber 23 by way of the air passages 23. ever, the pressure is relieved below the piston 30, due to the opening of the valve 62, the piston 30 is forced downward by the pressure of the air in thebrake pipe which has free access to the upper surface of the piston through the passages 23; thus permitting the valve 14 to close and interrupt the flow of air through the brake pipe to the brake mechanism.

In order that access may be readily had to the piston 30 and valve 24. a removable cylinder head 71 is provided which is sethereto can be removed from the body 11 by unscrewing a flange union nut 75 and removing the guide plug 76 for this purpose. lNhcn the cylinder head 715s removed When, howposition by piston 30 is taken out of its cylinder 23, the valve 24 is accessible so that it may be unscrewed from the lower end of the valve stem 21. The valve stem 21 and valve 14 may then be removed from the body upon the removal of the union nut 75 and the guide plug 76. v

A screw threaded plug 80 is provided in the cylinder head 71 at one end with a hand wheel 81, and at the other end with a flange head 82. Packing gaskets 83 and 83 are provided to'insure air tight joints when the stud 80 is screwed to either of its extreme positions.

In the event that the pipe supplying the chamber 54 should become broken, or for any other reason the supply of fluid pressure to the chamber 54 should be stopped the piston 30 will become inoperative, and I am therefore enabled by the construction just described to quickly replace the piston and the parts operated thereby into normal turning the hand wheel 81 of the stud so that thestudwvill be screwed into the chamber 54', forcing the p ston and co-working parts into normal position regardless of the air pressure.

The hand wheel is normally rendered inoperative by means of a seal as shown which obviously must bebroken before the hand wheel 81 can be turned.

To adapt the above described'train stop and the valve mechanism so that it may be efi'ective valve 14 upward against the to give an emergency application of the brakes as above referred to. it is necessary only to substitute for the piston 30 a simi lar piston having ports 42. 43 and 44 of greater area or capacity. It follows. of course, that in substituting another port of greater capacity, that the valve 24 and valve seat 31 must also be relatively enlarged.

he operation is as follows: All the parts of the valve mechanism are assumed to move into normal position as the fluid pressure is applied. As the pressure builds up in the chamber 54 it forces the piston 30 upward into the chamber 23, thus closing the valve 24 against its seat 31. The piston 30 then forces the valve 24-. the valve stem 91 and pressure of the spring The brake pipe pressure flowing through the supply pipe leading fromtbc cngincers automatic brake valve lfi to the chamber 17. then passes by the valve 14, which is oil" its seat 20. in the chamber 18 and then through the air passage 23 into the chamber This pressure being less than that in the chamber 54 does not cause any movement of the piston 30. At the same time, air pressure from the chamber 18 also flows through the passa e 15' to the brake I H I b I pipe 10 building up pressure therein. The brake pipe varies at times,

pressure in the but is normally less than the main reservoir for the port trative and are not to be interpreted ina limiting sense.

Having now described my invention, what I claim as new'and desire to secure by Letters Patent is:

1. In an automatic train stop device for use with an air brake system having a brake pipe through which air may fiow, to and from suitable air operated brake mechanism; a normally open valve adapted to interrupt the flow of air through said brake pipe toward said brake mechanism; a cylinder; a piston movable within said cylinder and operatively associated with said valve to hold the same in its normally open condition, and one end of which piston is subjectcd to the pressure of the air Within said brake pipe; a passage extending through said piston and discharging into the external atmosphere, and through which air may flow from said brake pipe; a normally closed valve for controlling the flow of air through said passage; a passage leading from a source of air under pressure into the said cvlinder whereby the other end of said piston is subjected to air under pressure, to thereby hold said first. mentioned valve in its normally open condition; means for relieving the pressure of the air in the last mentioned end of said cylinder to thereby permit said piston to move and said first mentioned valve to" close; and means whereby said second mentioned valve is opened to thereby permit a flow of air from saidbrake pipe through the passage aforesaid, when the pressure in the second men tioned end of said cylinder is relieved.

'2. In an automatic train stop device for use with an air brake system having a brake pipe through which air may How to and from suitable air operated brake mechinterrupt the flow of air through said brake pipe toward said brake mechanism: a'cylin; der; a piston movable within said cylinder and operatively associatedwith said valve to hold the same in its normally open condition, and the upper end of which piston is subjected to the pressure oi the air within said brake pipe: an exhaust port provided in the wall of said cylinder and located be tween the ends of said piston: a passage up tending through said piston'and through which air may flow from said brake pipe through said exhaust port and to the external atmospherez-a valve connected with and partaking of the movement of said first mentioned valve and adapted to com ml he flow of air through said passage; a passage anism; a normally open valve adapted to leading from a source of air under pressure of the air in the lower end of said cylinder to thereby permit said piston to move downwardly therein, and said first mentioned valve to close.

3. In an'automatic train stop'device for use with an air brake system having a brake pipe through which air may flow to and from suitable air operated brake mechanism; a normally open valve adapted tointerrupt the flow of air through said brake pipe toward said brake mechanism, and to permit a free flow of air in the-reverse direction; a cylinder; a piston movable within said .cylinder and operatively associated with said Valve to hold the same in its normally open condition, and the upper end of which piston is subjected to the pressure of the air within said brake pipe; an exhaust port provided inthe wall of said cylinder; a passage extending through said piston and through which air may flow from said brake pipe through said exhaust port and to the external atmosphere; a valve connected with and partaking of the movement of said first mentioned-valve and adapted to control the flow of air through said-passage; a passage leading from a source of air under pressure into 'the lower end of said cylinder whereby the lower end of said piston is subjected to air under pressure, to thereby hold said first mentioned valve in its normally open condition; and means for relieving the pressure of the air in the lower end of said cylinder to thereby permit said piston to move downwardly therein, and said first mentioned valve to close.

4. In an automatic train stop device for use with an air brake'system having a brake pipe through which airmay flow to and from suitable air operated brake mechanismfa normally open valve adapted to interrupt the flow of air through said brake pipe -toward said brake mechanism, and to permit a free flow of air, in a reverse direction; a movable member operatively associated with said ,yalve, one side of said member being acted upon by the air in said brake pipein a manner tending to close said valve, and the ither side of said member being acted upon by air under pressure in such; a way as to move said valve into and hold the same in its normal open condition; the passage through which air may flow from said brake pipe to the external atmosphere; a valve associated with and con trolled by said movable member, and which valve is adapted to'controlthe flow of, air through said passage: and means for relieving the pressure of the air acting upon the second mentioned side and said movablemember to thereby permit said member to be moved by the pressure of the air within said brake pipe, and said first mentioned valve to close.

5. In an automatic train stop device for use with an air brake system having a brake pipe through which air may flow to and from suitable air operated brake mechanism; a normally open valve adapted to. interrupt the flow of air through said brake pipe toward said brake mechanism and which valve is provided with a depending stem; a cylinder; a piston movable within said cylinder and adapted to operate through said stem to hold said valve in its'normally open condition, and the upper end of which p 1st0n is subjected to the pressure of the a1r in said brake pipe; an exhaust port; a passage extending through the upper surface of said piston and through which pas:

sage air may flow from said brake pipe to and through said exhaust port to the external atmosphere; a valve secured to the lower end of said valve stem and adapted to normally interrupt the fiow of air through the passage aforesaid; a passage leading from a source of air under pressure into thelower end of said cylinder whereby the lower end of said piston is subjected to air under pressure to thereby hold said first mentioned valve in its normally open condition; and means for relie ing the pressure of the air in the lower end of said'cylinder to thereby permit said piston to move downwardly therein, and said first mentioned valve to close. Y

6. In an automatic train stop device for use with an air brake system'having a brake pipe through which air may flow to and' adapted to seat upon said seat to. thereby lnterrupt the fiow of air toward said brake mechanism, and to move away from its seat to permit a flow of air in a reverse direction;

a stem depending from said valve; a eylinder; a piston movable within-said cylinder and operatively connected with said valve through said stem. to normally hold said valve off its seat, and the upper end of which piston is subjected to the pressure of the air in said brake pipe; an exhaust port; a passage extending through said piston and communicating with said exhaust port, and through which passage air may flow from said brake pipe to the external atmosphere; a valve carried by the lower end of said valve stem and adapted to normally seat upon said piston and internu t the flow of air through the passage aforesaid; a passage leading from a source of air under pressure into the lower end of said cylinder whereby the lower end of said piston is subjected to air under pressure, to thereby hold s id first mentioned valve ofi" its seat; ans for relieving the pressure of the in low r end of said cylinder to o therein: permit said piston to move down therein, and said first mentioned valve to move on to its seat.

d an automatic train stop device for an air brake system having a brake rough which air may flow to and suitable air operated brake mechaval e past which the air flowadapted to seat upon said seat to thereb interrupt the flow of air toward said brake mechanism, and to move away from its seat L a flow of air in a reverse direction; a cm depending from said valve; a cylinder; a piston movable within said cylinder and operatively connected with said valve through said stem to normally hold said valve off its seat, and the upperend of which piston is subjected to the pressure of the air in said brake pipe; an exhaust port provided in the wall of said cylinder, and located between the ends of said piston; a

- passage extending through ll upper surface of said piston and come uiicating with said exhaust port, and through which passage air may flow from said brake pipe to the external atmosphere; a valve carried by the lower end of said'vaive stem and adapted to normally seatupon the upper surface of said piston and interrupt the. flow ofair through the passage aforesaid; a passage leading from a source of air under pressure into the lower end of said cylinder whereby the lower end of said piston is subjected to under ire, to thereby hold said first mentionco alve off its seat; and means for relieving the pressure of the air in the lower end of said cylinder to thereby "permit said piston to move downwardly therein, and said first mentioned valve to move on to its 8. In an automatic train stop device for use wit n air brake system having a brake pipe ti which air may flow to and from suitable air operated brake mechanism; a valve seat past which the air flow ing in said brake pipe flows; a puppet valve adapted to seat upon said seat to thereby inter upt the dew of air toward said brake is id to move away from its of air in a reverse depending from said piston movable within "ng through said stem 1 said 3,11 3 oh its seat, and

" whi l piston i subjected I. in said brake pipe;

through said piston s air may flow external atmosby said valve stem id brake pipe flows; a puppet valve and adapted to normally interrupt the flow of air through the passage aforesaid; a passage leading from a source of air under pressure into the lower end of said cylinder whereby the lower end of saidpiston is subjected to air under pressure, to thereby hold said first mentioned valve off its seat; and means for relievin in the lower-end of said cylinder to thereby permit said piston to-move downwardly therein, and said first mentioned valve to move on to its seat.

9. In an automatic train stop device .for use with an air brake system having a brake pipe through which air may flow to and from suitable air operated brake mechanism; a valve seat past which the air flowing in said brake pipe flows; a puppet valve adapted to seat upon said seat to thereby interrupt the flow'of air toward said brake mechanism, and to move away from its seat to permit a flow of air in a. reverse direction; a cylinder; 2, piston movable within said cylinder and operatively connected with said valveto normally hold the same off its seat, and the upper end of which piston is subjected to the pressure of the air in the pressure of the airadapted to control the fiow of air from said brake pipe through the passage aforesaid; a passage leading from a source of air under pressure into the lower end ofsaid cylinder whereby thelower end of said piston is subjected to air under pressure to thereby hold said first mentioned valve ofi" its seat; and means for relieving the pressure of the air in the lower end of said cylinder to thereby permit said piston to move downwardly therein and said first mentioned valve to move on to its seat.

j 10. In an automatic train stop device for use with an air brake system having a brake I pipe through which air may flow to and from suitable air operated brake mechanism; a valve seat, past which the air flowiing in said brake pipe flows; a puppet valvev adapted to seat upon said seat to thereby interrupt the flow of air toward said brake mechanism, and to move away from its seat to permit a flow of air in a reverse direction; a stem depending from said valve; a cylinder; a piston movable within said cylinder and acting through said stem to normally hold said valve ofl" itsseat, and the upper end of which piston is subjected to the pressure of the air in said brake pipe; a passage through which air may flow from said brake pipe to the external atmosphere; a normally closed valve with which said valve stem is operatively connected, and which valve is adapted to control the How ins 7 of air from said brake pipe through the sure to thereby hold said first mentioned valve off its seat; and ,means for relieving the pressure-of the air in the lower end of said cylinder to thereby permit said piston to move downwardly therein, and said first mentioned valve to move on to its seat.

11. In an automatic train stop, a piston provided with an air passage therethrough, leading from one end thereof through the side of the piston, and the discharge end of which passage is in communication with the atmosphere, and which passage leads from a chamber in communication with the brake pipe; means for subjecting the end of said piston from which said passage leads to the pressure of the air within the brake pipe;

means for subjecting .the other end of said piston to a diflerential air pressure;-a valve stem carrylng'a normally open non-release valve, and a normally closed valve adapted to control the flow of air through the passage aforesaid extending through the piston; and means for relieving the pressure acting upon the second mentioned end of said piston to thereby permit the pressure of the air in said brake pipe to move said piston and simultaneously bring about the closing of said non-release valve, and the opening of the valve which controls the passage aforesaid extending through said piston.

12. In an automatic train stop, a piston provided with an air passage leading therethrough, and the ends of which passage are in communication, respectively, with the brake pipe and with the external atmosphere; means for subjecting one end of said piston to the pressure of the air in said brake pipe, and for subjecting the other end of said piston to a difierential air pressure; a normally open non-release valve adapted non-release valve, and the openin through the passage aforesaid and to the external atmosphere; means whereby saidcontrol 'the flow of air from the brake pipe valves are operated by said piston to simultaneously bring about the closing of said of the valve which controls the passage foresaid leading through said piston; and means for relieving the pressure of the air acting'upon the second mentioned end ofsaid piston to thereby permit said piston to move and thereby bring about the closing of said nonrelease valve, and the opening of the valve which controls the passage through said piston;

13. In an automatic train stop, a cylinder, a composite piston having a central part provided with flanges to form a chamber etween the cylinder wall and the piston, said central part having a passageway leading to the said chamber, and heads removably secured to said'ceiitral part, one being im'perforate and the other having a passageway therethrough leading to the passageway in the piston.

14. In an automatic train-stop, a cylinder, a composite piston having a central part, said central part having a passage therethrough, a head removably secured to said piston provided withga passage co-acting with said first mentioned passage, a chamber formed between said, central portion and head portion to permit the communication of the several passages at all times, irrespective of the angular positions of the said piston parts.

In witness whereof I have hereunto set my hand at Oroville, county of Butte, and State of California, this 13th day of June 1917.

HOWARD S. FOLKER.

In presence of- DANIEL M. BIDSTRUP, Hon/ERG. Douems.

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