US1440001A - Pressure-retaining valve for fluid brakes - Google Patents

Description

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F, J. BORER. PRESSURE RETAINING VALVE PoR FLuln BRAKES. Aus. 4. 1921 2 sHEETs'sn-IEET l FILED R. ,gm

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WN RN I F. J. BORER. PRESSURE RETAININQ VALVE FRFLum BRAKES.

FILED Aue. 4. 4921y 2 sHeETs-sr-IET 2 Cal Patented @ce 26, i922.`

unire ras eletti 'artnr PRESSURE-RETAINING 'VALVE FOR FLUD BRAKES.

application fusa August 4, 1921. sensi no. 489,734.-

To c-ZZ eti/"icm tma/ concern: y

Be it known that l, lnaivir J. Bonne, a citizen of the United States, residing at' Roselle Park, in the county of Union and State of New Jersey, have inventedcertain new and useful Improvements in Pressureletaining- Valves y for Fluid Brakes, of which the following` is a-speeification.

lilly invention relates to an apparatus forming a part of a railway equipment and refers more particularly to an essential part of the automatic airoriluid bralre now in general use on passenger cars, freight cars, and locomotives. This apparatus is generally lrnown as a pressure retaining valve,

and its function is to provide suitable means for controlling` the exhaust of air or pressure fluid from a triple valve exhaust port to the atmosphere. y 1 l y @ne object of my invention is to maire the control of air from` the exhaust port more positive and reliable and toincreuse the factor of safety in handling,` the train on grades while the trains are beine,` controlled by the engine-man by means of the air or fluid bralre. i

A further object of my invention is to retain all good features now y ing; retaining valves, but in `addition it cmbodies certain desirable new features which have not been employed heretofore.

ln order to fully comprehend the value of this invention, it should be mentioned. that vent ports of all present standard types of pressure retaining valves are unprotected against ice, snow, line sand, dust, grease, or oil, and are in such position that `they may easily be plugged up by means of a piece of wood or wire or the like.

This practice of plugging up vent ports is often resorted to by trainmen onvnearly every railroad when running down grade. The pressure retaining1 valves are not always given needed vattention and for that reason a considerable number `of defective valves are found to be in use. Trainmen whose duty it is to operate valves and turn the handles for increasing,` the pressure in the valve at the summit-of a grade will, contrary to their instructions, plug;` vent ports in order to make them hold. But the men even go further than that in order to check the speed of a train. They will remove the retainer vent cap or weight cap and insert all sorts of foreign matter, such as leather,

aresent in eXistold rubber gaskets, cotton waste, valve paching, etc. underneath or ontop of the retaining valve weight, thereby destroying its automatic relief feature. This often takes place when the cars are being painted and sand blasted at the shops. Un the spring type of pressure retaining valves, the trainmen often remove the vent cap, and increase the tension of the spring` four or five fold by stretching it and then putting it bach in place again under the cap. This practice is carried out not only on the defective valves, which would be inexcusable, but also on brand new valves. y

Now, in order to make such practice impossible another object of my invention .is to provide a positive remedy therefor `by changing the construction of the valve, that is to make it impossible for train-men to talre apart and to plugup the retaining` valves. For this reason l place the valve body ywith all the mechanism and delicate parts in a closed housing or` bracket and secureA this bracket 4in its place on the car or locomotive. `l furthermore provide an automatic vent port lea-dino` to the atmosphere which is so concealed and protected that no foreign material can possibly enter into it either by accident or purposely. As trainmen are notprovided with any tools whatever, of the lrind necessary to remove retaining` valves bodily from cars, there is no way for them to tamper with a valve which must be removed bodily for repair or resetting.

Still another advantage of consti-iloting,r the valve in this manner and. attaching the housingor bracket and valve both to the car is that 'there no likelihood of breakage of any metaly parts with the exception of the projecting ears for securing the valve in position which are now on the housing` and if broken may be easily repaired by electric or acetylene welding. For this reason scrapping of parts will not occur as oftenas with the existing` lrind of valves which makes considerable savingl in repairand upkeep. is none of the interior parts can be removed without adequate tools it will be necessary to remove the entire valve including` the housing whenever lrepairing` or cleaning is necessary which every tinie would be done` atthe work-shop or uir brake cleaning or testing stations. y

ln order to give an idea of thel injurious consequences of plugging the valve it might be mentioned that approximately 25,000,000 chilled cast iron wheels are used on railroads in the United States. When the wheels are subjected to severe strain, overheating, or sliding caused by too hard braking, depending on plugged retaining valves, a great number thereoi' have to be scrapped annually due to bralre-burn,` slidniiat surfaces, heat cracks and similar' defects, it will be evident that all possible precautions should be taken' for preventing such plugging of valves. Many accidents have been caused through burst or cracked wheels from the same cause.

In accordance with opinion of practical air brake mechanics; experts `and engineers, the ratio of the effective retarding force or brake orce should be in proportion to the weight of each car and train. For this rea son it is necessary to use valves that may be regulated to retain pressure of at least two different magnitudes so that a low pressure may be retained in the brake cylinder on the empty car, or when descending agrade of less than 1% with a train composed of loaded cars, while a high pressure may be retained while descending steep grades with a train of loaded cars.

My retaining valve is designed to obtain as nearly as possible the same ratioV on loaded and unloaded cars; and for this reason, for low pressure` the valve is preferably regulated to ten pounds per square inch in the brake cylinder and to thirty pounds for high pressure.

lOther features and advantages of my invention will be evident from the description and the illustration thereof.

In the accompanying drawings:

Figure l is a vertical, sectional view along line l-l of Figure 2;

Figure 2 is a vertical sectional view along the line 2-2 oi Figure l illustrating one embodiment of the invention;

Figure 3 is a iraginental viewoli a valve in position for retaining a high pressure in the brake cylinder; l

Figure l is a similar view oi' Figure 3 showing the position of a valve giving a low pressure in the brake cylinder;

Figure 5 is a bottom plan View of the valve housing;

Figure 6 is a ragmental elevation of thek guard for the air vent;

Figure 7 is a transverse section of the housing taken along line 7*7 of Figure l.

The reference number 10 denotes la housing for the valve containing an outer chamber 11 of cylindrical shape open at the bottom and `closed at the top, and a projecting lug 13 preferably flat sided for providing a good grip for a wench. Below the lower edge of the cylindrical part of the housing is provided ya transverse flat bar lei the ends insonni 'upper end is provided with threads '18 corresponding to those on the lower end ot the housing 10 so that the yvalve bod i6 ma n v Y L y be screwed into the housing and iorm a tight joint therewith. The'lower end ot the valve body 16 is neck shaped and provided with' threads 19 to receive the iluid pres sure pipe 20, and the exterior ci? the neck portion is preferably flattened to accomnid date a wrench. An inlet passagel leads from the pipe 20 to the valve. seat E22 running transversely to the vertical axis of the valve body and this seat is preferably provided with a soft metal bushing 23 which is cone shaped and lits around the valve cone 2a having at its small end a handle 25 attached to it 'for turning the cone. fr cz p 26 threaded into the valve body closes 'up the large end et vthe valve seat and has a counterebore 27 to receive a spring 28 which xerts a pressure against the large end of the cone in order to obtain a tight tit in its seat. liliidway between the two ends of the cone a passage 29 has been bored and this passage is adapted to form communication between passage 2l. and one or two of the ports 30,31, and 32, of which 30 stands in communication with the atnosphere through exhaust pipe 33, and port Si leads ui to the high pressure valve 34 and port 32 leads to the low pressure valve 35. Fhen it is desired to test the brake cylinder and its connections for leakage, an `air pressure takes the place of the exhaust pipe Ars will be seen in Figure i when the handle hangs straight down., the passa e is connected with the port through pass: re 29.

lrWhen the handle 25 is turned abo t 450 up the passage 29 connects passage 2l with port 3l (see Figure 3) lead-ing to the high pressure valve and when finally the handle is turned into horizontal position as shown in Figure the passage communicates with the low pressure valve v35 through port 32. By means of a flaring out of lower portion of port 3l leading to the high pressure valve and providing a similar iiare 36 .on the upper end of passage 29, it can be seen in Figure i that communication is also open through port 3l as well as through port 32. i

Suitable bushings 37 are inserted in the upper portions et' the ports El and torming seats for valves 35i and 35 which are oit the ordinary poppet hind. 'lhese two valves and support on their heads `a bridggl or lever d10 which has a counter-bore for each of the heads of slightly larger diameter than the latter. As Figures 2 and 5 clearly show these Valves and the corresponding counterbores are placed at different radial distances from the vertical axis of the valve body so that the pressure from the spring ll exerted centrally against the bridge will have different eitect on the two valves- The spring il is mounted around the central knob 20h top of the bridge 40 and is guided with its upper end by a pin secured in a plug ad which is threaded in the neck of a valve cap 4 5. This cap forms the inner chamber' i6 of the retaining valve and is threaded to beserewed on the neck i8 at the top or the valve body.

The valve body is provided with a recess i7 in which the bridge 4:0 lits loosely at both ends in order to give suiiicient play between vthe bridge and the edge of the valve body when pressure is applied on either `one of the Valves 34k or 35. Vhen fluid pressure passes up through port 3l and lifts the high pressure valve 3l, this valve pressing against one end of the bridge will raise the same against the spring pressure and With the other valve 35 as fulcrum, and the opposite' takes place When fluid pressure is permitted to pass by valve 35. It will readily be seen that the spring 4l, by means of this arrangement, Will exert less resistance against the Valve 35 than against valve 31h And a stronger spring can now be used which is easier to manufacture and adjust than iii" individual springs were used for each valve and the rela-tive distances from the axis oi' the Valve body, with Which the spring is coaxial, to the axes of the individual Valves 34C and 35, has been so selected that the spring will cause a' resistance equivalent to ten pounds per square inch on Valve 35 and thirty pounds per square inch on valve 34. This pressure may, or course, be varied in accordance with requirements and circumstances.

Tn the of the inner chamber cap i5 a narrow vent 5() connects the inner chamber 1lb with the outer chamber il so that there is no direct communication troni lthe inner chamber to the atmosphere but such communication must take place through the small vent 50 in the outer chamber ll and then through Vent holes 17 provided in the housing. As these latter vents 17 may be stopped up by snow, ice, orv any other obstructions an additional to safety vent 51 is provided in the valve body 16 as best seen in Figures 2 and 6. This runs perpendicularly near the edge oi the Valve body and terminates at its lower end in a pocket This pocket is formed by a depending nose and a surrounding lip 54 which nose and lip form an outlet 'for the vent 5l. ln order to still further protect this vent from afeidental or intentional closing it has been placed on the back partof the valve body neck portion so that when the valve is assembled and installed in position, the vent 5l will be located opposite the bar li-` between the bolts securing` the housing to the Wall oit a car and is ltherefore found to be very inaccessible.

The operation or a retaining `valve is as follows:

` lWhen a train is running on level ground and no brakes applied the Valve handle 25 stands in position l as shown in Figure 2 when the pressure fluid passes trom passage 2l through passage`29l chamber. 30 and out through exhaust pipe 4 `Upon descending agrade, the valve handle 25 should bey turned to position TI as shown in Figures 2 andf3 for loaded or heavy cars, when the iluid pressure passes from passage 2`lthrough nassage port 3l past valve 3ft into the inner vali/'e chamber .1lb thus the retaining pressure is about thirty pounds. For empty or light unloaded cars the handle 25 has to be turned to position lll as seen in Figures 2 and d which will permit the fluid pressure to pass ircm pipe 2O through passage 29, chamber 32, past valve 35 and the chamber d6, maintaining a lower pressurer of about ten pounds per square inch in the brake cylinder. ln case the pressure o-n pipe 2O should exceed the `resistance exertedv by spring ll-lon valve 35, Valve 34e Would `also lopen and remain so until the pressure has been evene-d out.

As long as the pressure in the brake cylin `der and pipe 2O is in excess oit the resistance exerted by spring di on valves 35 and` 34, these two valves Will open and allow the pressure duid to esc-ape into chamber a6. However, port 50 is purposely restricted to causea blow down oit' brake cylinder pressure in accordance With predetermined standards oil? time in seconds. Therefore, pressure iiuid Will enter chamber fill much raster than port 50 can .relieve same. This temporary accumulation oi? pressure iu chamber el@ will cause ten'iporary clos 'ng of valves 34: and with the assistance off springl ell. This pmu-,ess oli' temporary opening` andclosing ol valves Sfiand 35 will continue until the pressure remaining in the brake cylinder and the exhaust pipe is slightly less than the pressure exerted by spring ll upon the bridge -lO and valves 34: and 35.

Having thus described the .invention Wh is claimed as new is:

l. In a valve having one inlet and two bridge to close the outletk ports, said spring contacting with the bridge nearer one or said out-let valves than the other.

3. A valve provided with an inner and an outer chamber, aport connecting said charnbers and a guarded port leading to the atmosphere from said outer chamber. j

l. A valve provided with a high and a low pressure chamber, a port connecting said chambers, and a guarded port leading to the atmosphere from said low pressure chamber.

5. fr valve provided with a high and a low pressure chamber, a vport connecting said chambers and a guarded port leading to the atmosphere from said low pressure chamber, said guarded port consisting or' a concealcfil pocket with a narrow outlet to the atmosA pliers, and a passage connecting said pocket with the low pressure chamber.

6. A valve comprising a housing and a valve body, intercommunicating outer and inner chambers being formed between said housing and said valve body, said valve body being provided with a circuitous exhaust port communicating with said outer chamber.`

7. A valve comprising a. housing and a valve body, intercommunicating outer and inner chambers being formed between said housing and said valve body, said valve body being provided with a circuitous exhaust port communicating with said outer chamber, said port being situated behind the wall of said housing.

8. A valve comprising a housing and a valve bod' intercommunicating` outer and inner'v chambers being formed between said housing and .said valve body, said valve body being provided with 'an exhaust port communicating with said outer chamber, a tongue covering said exhaust port and a lip across the outlet of said port.

9. In a fluid pressure retaining valve, a valve body having a pressure fluid inlet and a plurality of ports, one oi" which leads into the atmosphere, and a chamber member in which said other ports open, a valve member adapted selectively to connect with either one of said ports, said other ports being provided with outlet valves and means exerting different resistance against said outlet valves, said valve body havinga vent communicating between said chamber and the atmosphere, said vent v'being provided with a guard.

10. In a fluid pressure retaining valve comprising a housing and a valve body rigidly connected together and forming an outer chamber between them, said housing having a projecting wall provided with lugs for securing the valve in position, and a plurality oi? vents leading Yfrom said cham- -riiadooi ber to the atmosphere, a safety port provided in said valve body communicating with said outer chamber, its outlet being situated opposite said projecting wall on the housing.

ll. ln a iiuid pressure retaining valve comprising a housing and a valve body rigidly connected together and forming an outer chamber between them, said housing having a projecting wall provided with lugs for securingthe valve in position, and a plurality oi vents leading from said chamber to the atmosphere, a safety port provided in said valve body communicating with said outer chamber', its outlet being situated opposite said projecting wall on the housing, a cap attached to said valve body within said outer chamber and forming an inner chamber, communication being provided between said inner and outer chambers. a fluid pressure inlet in said valve body and a valve member provided with a passage diametrically across the same` a seat being provided in said valve body for said valve member and a plurality of ports leading from said valve seat to said inner chamber, a valve plunger for each port and means exerting different resistance against eachl out said valve plungers, said valve member being adapted to selectively connect one of said ports with said luid pressure inlet.

l2. ln a Huid pressure A.retaining valve comprising a housing and a valve body rigidly connected together and forming an outer chamber between them, said housing having a projecting wall provided with lugs for securing the valve in position, and a plurality oic vents leading from said chamber tothe atmosphere, a safety port provided in said valve body communicating with said outer chamber, its outlet being' situated opposite said projecting wall on the housing, a cap attached to said valve body within said outer chamber and forming an inner chamliier, communication being provided' between said inner and outer chambers, a Afluid pressure inlet in said valvebody and a valve member provided with a passage diametricallv across the same, a plurality of ports radiating` 'from said valve seat, one ofsaid ports communicating with the `atmosphere and two of said ports communicating with said inner chamber, a. valve plug for each of said two ports, a bridge ulcrumed on each oisaid valve plugs, a spring within said in ner chamberv exerting pressure centrally against said bridge, each of said valve plugs being situated at a different distance from said bridge center. f

ln testimony whereof l aiiix my signature.

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