US1284509A - Valve mechanism for train-stopping systems. - Google Patents

Description

L'F. WEBB, JR. VALVE MECHANISM FOR TRAIN STOPPING SYSTEMS.

APPLICATION man APR.21.1911.

1 84,509. Patented Nov. 12, 1918.

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'J. F. WEBB, JR.

VALVE MECHANISM FOR TRAIN STOPPING SYSTEMS.

APPLICATION man 1mm. 1911.

1 384,509. Patented Nov. 12,1918.

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VALVE MECHANISM FOR TRAIN STOPPING SYSTEMS.

APPLICATION mu) APR. 2|. 191-1.

1 ,284,509 Patented Nov. 12, 1918.

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mmmz N GM ATTORNEYS UNITED STATES PATENT OFFICE.

JEAN IE. WEBB, 33., OF NEW YORK, N. Y., ASSIGNOR TO THE INTERNATIONAL SIGNAL COMPANY, INCORPORATED, OF NEW YORK, N. Y

VALVE MECHANISM FOR TRAIN-STOPPING SYSTEMSQ Specification of Letters Patent.

Patented Nov. 12, 1918.

Application filed April 21, 1917. Serial No. 163,661.

To all whom it may concern:

Be it known that I, JEAN F. WEBB, Jr., residing" at New York, in the county of New York and State of New York, have invented certain new and useful Improvements in Valve Mechanism for Train-Stopping Systems, of which the following is a specification.

My invention is an improved valve mechanism especially adapted for use in lieu of the valve mechanism shown on Sheet 6 of Letters Patent #1,185,031, issued to Jean F. lVebb, Jr, May 30, 1916, and the present invention primarily has for its object to simplify and perfect the construction of the air valve for use in connection with the train stop mechanism of the patent aforesaid and to render the construction of such valve mechanism more practical and efficient, and to so design the valve mechanism that the various parts may be readily replaced or be freely accessible for repairs whenever desired.

In the train stopping mechanism of the patent aforesaid there is provided a plunger actuated cam shaft which extends into the valve casing or housing structure and is provided with an actuating cam whose function is to effectually operate the valve mechanism to permit escape of air and setting .of the brakes in the event that the cam shaft is turned to the brake setting position.

In my prior construction shown in the patent referred to and claimed per se in Letters Patent #1,141,161, granted June 1, 1915, the valve per 86, is of the duplex type, the two parts of the valve operating through a single cam action to open one valved passage and close the other valved passage through the action of acam .on the common valve stem. Practice has demonstrated that a structure in which both of the valve units are separate and controlled by a single cam is preferable, as a more effective action of the respective valve units is obtainable, and one valve unit may be removed for repairs or grinding without disturbing the other unit.

In the present invention, the valve housing is provided with a central chamber in which a cam is located, the cam having two actuating members, one of which is designed to cooperate with one of the valve units and the other isdesigned to cooperate with the vided with two chambers having valved passages communicating with the central chamher and in which the respective valve units are located, the valve units have projections provided with contact rollers to cooperate with the actuating cam and have springs for seating the valves when they are released by the cam.

The train line is connected with the central chamber and one of the other chambers is connected with the engineers valve, while the'third chamber is connected to the atmosphere, either through a signaling whistle directly or through a speed governing air release device.

Again, in my present construction the cam instead of being mounted on the cam shaft of the plunger device is mounted on a separate shaft structure which is of such design and cooperative arrangement of parts as to prevent escape of air through the bearings, one part of the cam shaft projecting to the outside of the housing where it is adapted to have a clutch connection with the cam operating shaft of the plunger mechanism.

More subordinately, the invention includes those novel detailsof construction, combination and arrangement of parts, all of which will be first fully described, then be specifically pointed out in the appended claims, and then illustrated in the accompanying drawings, in which Figure 1 is a top plan view of the preferred form of the invention.

Fig. 2 is aside elevationof the same.

Fig. 3 is a vertical longitudinal section on the line 83 of Fig. 1.

Fig. 4 is a vertical cross section on the line 44 of Fig. 1.

Fig. 5 is a detail top plan view of one of the valve units.

Fig. 6 is an inverted plan view of the same.

Fig. 7 is a vertical longitudinal section of the modification of the valve mechanism taken on the line 7-7 ofvFig. 8.

Fig. 8 is a vertical cross section on the line 88 of Fig. 7.

Fig. 9 is a cross section on the line 99 of Fig. 8 looking upwardly.

In the drawings,.in which like numerals and letters of reference indicate like parts in all of the figures, 1 is the casing of the valve mechanism which comprises a central chamber open at one side and provided with a counterbore 2 terminating in a seat 3 for the closure cap 6, a packing 4 being provided to effect an air-tight joint, the cap 6 being secured in place by cap screws 7.

The closure cap 6 is provided with an inwardly projecting bearing boss 8 that is lined with a suitable bearing metal 9 to receive the stub shaft 10 of the cam 13, a space 11 being provided which communicates through a port 12 with the chamber 5 for equalizing all pressure.

The cam 13 also has a bearing projection 14 that has a clutch recess 15 to engage the clutch lugs on the bearing head 19 of a stub shaft 18 which is journaled in a bearing plug 17 that fits into a bore 16 of the casing wall. The head 19 of the stub shaft 18 is spaced slightly from the opposing member of the cam, as at 21, and this space is in communication with the interior space of the chamber 5 through ports 23 for equalization of pressure and also for the purpose of pressing the head 19 against the sealing packing ring 17 by means of which escape of air around the stub shaft 18 is prevented and furthermore the provision of the space 21 in connection with the space 11 results in equalizing the pressure on the two sides of the cam 13 to prevent lateral thrusts.

The stub shaft 18 has a clutch projection 22 by which it adapted to be coupled up with the cam actuating shaft of the plunger apparatus, the same being the shaft which numbered 3 in Letters Patent fa -1,170,789.

The valve casing includes the projection 24 which is chambered at 25 and has a duct 26 for effecting communication between the chambers 5 and 25, the duct 26 being fitted with a valve seat 27 to coiiperate with the valve 28, the seat 27 and valve 28 being ground to an air-tight fit.

The valve 28 has a bifurcated stem projection 29 that passes through the seat member 27 and forms a bearing for the pin 30 on which the cam engaging roller 31 is mounted between the bifurcations, the roller 31 being designed to coiipcrate with the cam member 13 32 designates projecting guides which keep the valve 28 centered in the valve seat member 27. The stem 33 of the valve 28 projects in the direction opposite to that of the bifurcation 29 and is of flattened form as at 34, where it projects into the angular guide recess 35 of the bearing plug 36 which is tightly fitted into the cap 37, the cap 37 having a packed joint 39 and being secured in place by cap screws 41. A light spring 38 continuously tends to seat the valve 28. As the valve 28 always tends to seat under air pressure, the spring 38 need be only a light one.

40 is the duct which is adapted to receive the pipe that connects with the engineers valve to deliver the reservoir pressure to the train line through the chamber 25 and chamber 5, the chamber 5 delivering to the train line through the passage 59.

The valve casing is also provided with an extension 42 that incloses a chamber 43 which is adapted to communicate with the chamber 5 through a duct 44, the duct being provided with a valve seat member 45 that cotiperates with the valve 46, the valve 46 and seat 45 having a ground joint to fit air tight. The valve 46, like the valve 28, is provided with a bifurcated extension 49 between which the cam engaging roller 47 is mounted, the roller 47 cobperating with the cam section 13 and the valve is also pro vided with guides 48 that cooperate with the seat member 45 to center the valve.

The stem 50 is longer than that of the valve 33 and has a flattened Portion to enter the guide bearing of the bushing 56 that is secured air-tight in the cap 57, the cap 57 being held in place by cap screws 58 and a stout spring 54 holds the valve closed against the train line pressure. 51 is a contact ring mounted on an insulating body 51 and adapted to close an electric circuit between a pair of insulated contacts 52 when the valve 46 is opened, the contacts 52 being adapted to be connected by wires 53 with the electric circuit that operates the triple valve on the different cars in a manner similar to the operation of the triple valves by the electric contacts now provided on the engineers valves, as is common practice.

The form disclosed in Figs. 79, inclusive, differs from the form shown in the preceding figures only in the location of the extensions 2442 in alinement with one an other rather than at right an 'les to one another and a further description of the form shown in such figures is thought to be unnecessary.

It will be observed that with the present construction it is very easy to obtain access to either of the valve units for the purpose of grinding or repairs and it is not necessary to take the entire apparatus apart in order to accomplish these results. Furthermore, the construction of the cam and the manner of mounting the same in the valve enables an air-tight joint to be obtained so as to positively prevent the es cape of air and the consequent failure of operation of the apparatus.

While I have described my invention as especially adapted for use with the Webb train stopping plunger apparatus, I desire it understood that it may be used in connec tion with other train stopping systems or for other purposes in which a valve of this type may be found useful and I do not wish to be understood as limiting myself to any particular use of the valve mechanism shown, nor do I wish to be limited to the precise details of construction herein shown.

and described beyond what may be necessary by virtue of the prior art.

From the foregoing description taken in connection with the accompanying drawings, it is thought the complete construction operation and advantages of my invention will be readily understood by those skilled in the art.

What I claim is:

1. A valve mechanism which comprises a casing having a mid-chamber and two lat- 0 -al chambers, each of said chambers having open ngs, caps for closing the respective openlngs, said casing having ducts between the mid-chamber and the respective lateral chambers, valve seat members in said ducts, valves in the respective lateral chambers cooperating with said seat members, said valves having guides for engaging said seat members and having stems, said lateral chamber caps having guide recesses for the respective valve stems, a cam member mounted within the mid-chamber, said cam member having camming surfaces for the respective valves, said valves having projections for engaging the cam member, means for seating said valves when released by the cam member, said casing having a duct whereby connection may be made between one of the lateral chambers and the engineers valve, said casing having another duct by which connection may be made between the other lateral chamber and the atmosphere, said casing A having a third duct by means of which comnnmication can be had between the train line and the mid-chamber substantially as shown and described.

2. A valve mechanism which comprises a casing having a mid-chamber and two lateral chambers, each of said chambers having openings, caps for closing the respective openings, said casing having ducts between the mid-chamber and the respective lateral chambers, valve seat members in said ducts, valves in the respective lateral chambers cooperating with said seat members, said valve having guides for engaging said seat members and having stems, said lateral chamber caps having guide recesses for the respective valve stems, a cam member mounted within the mid-chamber, said cam memher having camming surfaces for the respective valves, said valves having projections for engaging the cam member, means for seating said valves when released by the cam member, said casing having a duct whereby connection may be made between one of the lateral chambers and the engineers valve, said casing having another duct by which connection may be made between the other lateral chamber and the atmosphere, said casing having a third duct by means of which communication can be had between the train line and the mid-chamber said cam en a in 7 Z5 Z3 E3 pro ections of said valve members each comprising roller carrying bodies, rollers car ried by said bodies for engaging the cam member, and means for holding said valves against rotation on their axis. f

3. In a valve mechanism of the character described, a casing having a mid-chamber and two lateral chambers with ducts between the mid-chamber and the respective lateral chamber, valves for controlling said ducts, each of said valves including projections extending into the mid-chamber, said valve chamber having an opening to the midchamber, a cap for closing said opening, said cap having a bearing boss projecting into the mid-chamber, said casing having a bearing aperture above said bearing boss, a headed shaft journaled in said bearing aperture, a cam having a stub shaft journaled in, said cap bearing boss, a clutch connection between said cam and said headed shaft, and means for equalizing the pressures within said mid-chamber against said cam and means for effectually sealing said headed shaft against escape of air.

4. A valve mechanism comprising a casing inclosing a mid-chamber and two lateral chambers with ducts between themid-chamher and the respective lateral chambers, said valve casing also having openings for access to the respective chambers, a cap for closing each of said openings, a bearing bushing carried by said casing, a bearing boss carried by the cap which closes the mid-chamber aperture of the casing, said bearing boss and said bushed bearing being in alinement, said bushed bearing havin a shaft bore with a packing recess, a pac ing in said recess, a headed shaft in said bushed'bearing with the head in engagementv with said packing, a cam having a stub shaft journaled in said boss and having a clutch connection with said headed shaft, said headed shaft and said cam clutch connection being spaced apart, means for equalizing the pressures at each side of said cam and means for forcing the head of said headed shaft against the packing to seal the same against air escape, separate valve units for controlling the ducts between the mid-chamber and the respective lateral chambers, means whereby one of said lateral chambers may be connected with the engineers valve, means whereby the mid-chamber may be connected with the train line, means whereby the other lateral chamber may be brought into communication with the atmosphere, substantially as shown and described.

5. A valve mechanism comprising a casing inclosing a mid-chamber and two lateral chambers with ducts between the mid-chamber and the respective lateral chambers, said valve casing also'having openings for access to the respective chambers, a cap for closing each of said openings, a bearing bushing carried by said casing, a bearing boss carried by the cap which closes the mid-chamber aperture of the casing, said bearing boss and said bushed bearing being in alinement, said bushed bearing having a shaft bore with a packing recess, apacking in said recess, a headed shaft in said bushed bearing with the head in engagement with said packin a cam. having a stub shaft journaled in said boss and having a clutch connection with said headed shaft, said headed shaft and said cam clutch connection being spaced.

apart, means for equalizing the pressures at each side of said cam and for forcing the head of said headed shaft against the packing to seal the same against air escape, separate valve units for controlling the ducts between the mid-chamber and the respective lateral chambers, means whereby one of said lateral chambers may be connected with the engineers valve, means whereby the mid chamber may be connected with the train line, means whereby the other lateral chamber may be brought into communication with the atmosphere, each of said valve units comprising a valve member having aprojection for engaging the cam and provided with guides for maintaining the valve in alinement with the seat, and means for seating the valve.

6. A valve mechanism comprising a casing inclosing a mid-chamber and two lateral chambers with ducts between the mid-chamber and the respective lateral chambers, said valve casing also having openings for access to the respective chambers, a cap for closing each of said openings, a. bearing bushing carried by said casing, a bearing boss carried by the cap which closes the mid.- chamber aperture of the casing, said bearing boss and said bushed bearing being in alinement, said bushed bearing having a shaft bore with a packing recess, a packing in said recess, a headed shaft in said bushed bearing with the head in engagement with said packing, a cam having a stub shaft ournaled in said boss and having a clutch connection with said headed shaft, said headed shaft and said cam clutch connection being spaced apart, means for equalizing the pres sures at each side of said cam and for forcing the head of said headed shaft against the packing to seal the same against air escape, separate valve units for controlling the ducts between the mid-chamber and the respective lateral chambers, means whereby one of said lateral chambers may be connected with the engineers valve, means whereby the mid-chamber may be connected with the train line, means whereby the other lateral chamber may be brought into communication with the atmosphere, each of said valve units comprising a valve member having a projection for engaging the cam and provided with guides for maintaining the valve in alinement with the seat,

means for seating the valve, and means for holding said valve against rotation on its axis.

7. A. valve mechanism comprising a casing inclcsing a mid-chamber and two lateral chambers with ducts between the mid-chamher and the respective lateral chambers, said valve casing also having openings for access to the respective chambers, a cap for closing each of said openings, a bearing bushing carried by said casing, a bearing boss carried by the cap which closes the midchamber aperture of the casing. said bearing boss and said bushed bearing being in alinement, said bushed bearing having a shaft bore with a packing recess, a packing in said recess, a headed shaft in said bushed bearing with the head in engagement with said packing, a cam having a stub shaft journaled in said boss and having a clutch connection. with said headed shaft, said headed shaft and said cam clutch connection being spaced apart, means for equalizing the pressuresat each side of said cam and for forcing the head of said headed shaft against the packing to seal the same against air escape, separate valve units for controlling the ducts between the mid-chamber and the respective lateral chambers, means whereby one of said lateral chambers may be connected with the engineers valve, means whereby the mid-chamber may be connected with the train line, means whereby the other lateral chamber may be brought into communication with the atmosphere, one of said valves having a circuit closing member insulated from the same, and insulated contacts mounted within the respective lateral valve chamber to cotiperate with with said circuit closing member upon opening of the valve to close a circuit at said contacts, substantially as shown and for the purposes described.

8. A valve mechanism comprising a casing inclosing a mid-chamber and two lateral chambers with ducts between the midchamber and the respective lateral chambers, said valve casing also having openings for access to the respective chambers, a cap for closing each of said openings, a bearing bushing carried by said casing, a bearing boss carried by the cap which closes the mid-char her aperture of the cassaid bearing boss and said bushed bearing being in alinement, said bu hed bearing having a shaft bore with a packing recess, a packing in said recess. a headed shaft in said bushed bearing with the head in engagement with said packing, a cam having a stub shaft iournaled in said boss and having a clutch connection with said headed shaft, said headed shaft and said cam clutch connection being spaced apart, means for equalizing the pressures at each side of said cam and for forcing the head of said headed shaft against the packing to seal the same against air escape, separate valve units for controlling the ducts between the midchamber and the respective lateral chambers, means whereby one of said lateral chambers may be connected with the engineers valve, means whereby the mid-chamber may be connected with the train line, means whereby the other lateral chamber may be brought into communication with the atmosphere, each of said valve units comprising a valve member having a projection for engaging the cam and provided with guides for maintaining the valve in alinement with the seat, means for seating the valve, one of said valves having a circuit closing member insulated from the same, and insulated contacts mounted within the respective lateral valve chamber to cooperate with said circuit closing member upon opening of the valve to close a circuit at said contacts, substantially as shown and for the purposes described.

9. A valve mechanism comprising a casing having a mid-chamber and a pair of lateral chambers with ducts between the mid-chamber and the respective lateral chambers, said casing having an opening into the mid-chamber which is adapted to be connected with the train line, said casing having threaded openings into the respective lateral chambers whereby the engineers valve may be cooperatively connected with one lateral chamber and the other lateral chamber may be connected with the air escape pipe, valve seat bushings held in said ducts with retaining friction, valves in each lateral chamber for cooperation with the respective valve seat members and adapted to close toward the mid-chamber, each of said valves including projections through the valve seat members which are provided with guides for engaging the valve seat members to center the valve and provided with cam engaging rollers, each of said rollers having stems provided with flanged portions, said casing having openings, removable caps closing said openings, said removable caps for the openings of the lateral chambers having valve stem guides to receive the flanged portions of the valve stems, the cap of the mid-chamber opening having a boss provided with a bearing bushing, a cam within said mid-chamber having a stub shaft cooperating with said bearing bushing, said cam having a bearing clutch stub member, a bearing bushing fitting into said casing in alinement with said boss and provided with a bearing opening counterbored to receive said cam clutch bearing member, a headed stub shaft journaled in said counterbored bearing bushing, a packing disk cooperating with the head of said stub shaft and with said counterbored bearing bushing, said counterbored bearing bushing having ducts for leading the air from the midchamber between the opposing faces of the head of the headed shaft member and the clutch member of the cam, said headed shaft having a clutch member cooperating with the clutch member of the cam, said cap boss having apertures for leading the air from the mid-chamber into the bossagainst the cam stub shaft end, all being arranged substantially as shown and for the purposes described.

10. In a mechanism of the. character stated, a housing containing a mid-chamber and two lateral chambers, said housing having a port between each lateral chamber and the mid-chamber, a valve for controlling each port, an oscillatable disk-cam wholly located in the mid-chamber having cam faces so located with relation to the respective valves that when one valve is operated to open its port, the other valve is permitted to close, means for oscillating said cam, means for moving said valves to close the respective ports, means for equalizing air pressure on both sides of said cam.

11. In a mechanism of the class described, a housing having two distinct valve chambers with valve openings, valves for controlling said openings, said valves having stems, an oscillating double-cam disk engaging the respective valve stems for opening said valves on alternate oscillations of said cam, means for oscillating said cam, means for closing said valves and means for equalizing the air pressure on both sides of said cam.

JEAN F. WEBB, JR.

Copies of this patent may be obtained for five cents each, by addressing the Commissioner 0! Patents, Washington, D. G.

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