US1600295A - Automatic bleeder for air-brake systems - Google Patents

Description

Sept. 21, 1926. 1,600,295

M. .E. NOLAND AUTOMATIC BLEEDER FOR AIR BRAKE SYSTEMS Filed Nov. 24, 1925 2 Sheets-Sheet 1 ammqs.

Sept.- 21 1926. 1,600,295

M. E. NOLAND AUTOMATIC BLEEDER FOR AIR BRAKE SYSTEMS Filed Nov. 24. 1925 2 Sheets-Sheet 2 M 7 i W g 1 6%; z 4 m z w o\ 2 E m a .w W I w W w 2 a w M m 6 9 m 1 7 J m a .2 6 w w 4 3. T .2 a 1 1 z H10 Ill Patented Sept. 21, 1926 MAR-ION E. NOLAND, OF AFTON, OKLAHOMA.

AUTOMATIC BLEEDER For; Arnrnexn SYSTEMS.

Application filed November 24, 1925. Serial No. 71,131.

' valve and auxiliary reservoir and permit the auxiliary reservoir to be completely drained when'desired. The invention is 11- lustrated in the accompanying drawings and will be hereinafter fully set forth.

In the drawings:

Figure 1 is an elevation of so much of a brake system as is necessary to an understanding of the-invention;

Fig.2 is an enlarged section through the bleeder valve, and i Figs. 3 and 4 are sectional elevations show ing different positions of the bleeder valve. In the drawings, the reference numeral 1 indicates the train pipe, 2 the auxiliary reservoir, 3 the triple-valve and 4 the brake cylinder which are illustrated in a conventional manner and may be of any, wellknown or approved form. A branch 5 leads from the train pipe lto the triple valve on each; car and in this branch is inserted the bleeder valve 6 of my invention. The bleeder valve comprises acas ng having an 1nlet nlpple 7 at one side whlch is con.-

nected with thee nd of the branch 5 and an outlet nipple 8 at the opposite side which is connected through a pipe 9 with the inlet port of the triple valve'S. Depending from .tll8-.1112t111bOClylDOIlllOIl or head 10 of the bleeder valve casing is a cylindrical extension 11 which may be cast integral with the head portion of the'casing and is continued into the head portion, as shown at 12, be tween the inlet and outlet ports of the same.

A'web 13 extendsffrom the upper end of this extension 12 to the lowervportion of the head member 10 and constitutes a partition defining a -chamber 14 around the extension :12 which is open to the outlet port 8 and the pipe 9 but closed tothe inlet port and the ipe 5. Ports 15 are formed through the wall of the extension 12 so as to establish cornmunicationbetween the chamber 14 and the interior of the cylindrical member of the valve casing. The lower extremity of thecylinder 11 is open. and is covered by a cap 16 having a discharge port17 formed v 1,600,29 5 UNITED STATES PATENT OFFICE.

therethrough and upon one side of the said I cylinder is a longitudinal offsetlS having a passage. or duct 19 formed therein, the ends oftlie said duct opening into the interior of the cylinder adjacent thevupp'er and lower ends of the offset, as clearly shown.

Above the offset 18, one end of a pipe 20 is set into the wallof the cylinder, andthis pipe 20 constitutes a conduit'connecting the f bleeder valve casing with the auxiliary re's-.

ervoir2, as clearly shown in Fig. 1.

The valve member consists of a series of.

pistons mounted upon a common stem and fitted snugly but 'slidably within the cylinder 11. The piston rod or valve-stem 21 is smooth through the greater portion of its extent but is threaded at both its upper and lower ends, as shown, at 22. The upper piston comprises a metal disk or, washer 23 and a cup 24. of leather or other suitable flexible material which has its, margin turned upwardly so as to encircle theedge of the disk or washer 23 a'nd'also fit closely to the wall or" the extension 12 so as toprevent leakage of air around the piston. Below the flexible cup 24 is'aspacer sleeve 25 which has its upper head bearing againstthe cup 24 and its lower head bearing against a' similar cup 26 which constitutes the middle piston. The cup 26 rests at its under sideuponthe upper head of a second spacer spool 27 which has its lower end resting upon a third cup 28, similar in all respects to the cups 24 and 26 .and supported bya metal disk or washer 29. Nuts 30 and 31 are mounted upon the upper, and. lower threaded'ends respectivelvof the stem 21 and are turned home against the respective washers or disks 23 and 29 whereby to secure the pistons and the spacer spools firmly together upon the valve stem orpiston rod 21. Below the washer 29,. a coiled expansion spring 32 is disposed within the cylinder 11 with itsupper end-resting against the spacer spoolsserve to bind and compress the respective piston cups 24, 26 and 28 so thatthey' will be pressed into proper contact with the walls of the cylinder 11 and the upper terminal extension 12 of the same the said washer and the lower end resting 5 while the intermediate portions of the spools are of less diameter than the end portions or heads of the same so that annular chambers are provided between the intermediate or shank portions of the spools and the wall of the cylinder 11 and extension 12.

In Fig. 2, the several parts are shown in the position assumed when all pressure has been withdrawn from the train pipe, the pis tons being held in raised position by the expansion of the spring 32, the upward movement of the piston being limited by the upper end of the piston rod 21 coming into contact with the top of the head member of the valve casing. The upper piston is above the ports 15, the intermediate piston is above the pipe 20 preventing auxiliary reservoir pressure from flowing back to train pipe, while the lowest piston covers the upper end of the duct 19, so that the air in the auxiliary reservoir is cut oil from escape. It may be noted at this point that the intermediate piston is at all times between the ports 15 and the port presented by the'end of the pipeQO with the parts inthe position shown inFig. 2. If sufficient pressure be admitted to the train pipe to overcome the pressure exerted the spring 32, the pistons will be depressec to the position shown in Fig. 8, the downward movement of the piston being limited by the lower end of the piston rod 21 coming into contact with the cap 16. In this position the lowest piston will be below the lower end of the passage or duct 19 and consequently there can be no flow from said passage to the escape port 17. -The 111 681" mediate piston will be above the pipe 20 While the uppermost piston will be below the ports 15, thereby admitting air from the train pipe through said ports 15, and the outlet pipe 9 into the triple valve which will release the brake and charge the auxiliary reservoir in the usual manner. It, for any reason, it be desired to drain the auxiliary reservoir pressure is admitted to the train pipe only to such a degree as will move the pistons to the position shown in Fig. 4, and the pressure is then held at such degree. In this position the upper piston will be above the ports 15 so that flow of the train pipe pressure to the triple valve and auxiliary reservoir will be prevented, while the lowest piston will be disposed at a point between the upper and lower ends of the duct 19 and communication will be thereby established between the auxiliary reservoir and the exhaust port 17. Thepressure within the train pipe is controlled by the manipulation of the engineers brake valve in the locomotive cab without requiring any reconstruction or modification of the same and the bleeder valve is controlled entirely by the train pipe pressure.

The parts in the position, as shown in Fig. 3, remain in this position through all applications of the brake'unless the pressure in the train pipe be reduced below that exerted by the spring 32.

The device is obviously very simple in construction and may be very easily and inexpensively inserted in any air brake system. The simplicity of its construction makes it unlikely to get out of order so that repairs will seldom be needed. Should the piston cups become worn through use, the re moval of the cap 16 provides access to the piston which may be then easily withdrawn through the lower end of the cylinder 11 and the necessary replacement effected without requiring any further dismantling of the apparatus Having thus described the claim: V

1. In an air brake system, the combination of a'bleeder valve casing interposed between t-he train pipe and the triple valve and having communication through its upper end with the triple valve and the train pipe, means for establishing communication between the lower portion of said valvecasing and the auxiliary reservoir, a multiple piston within said casing controlling the flow therethrough and exposed to the pressure in the train pipe whereby to establish communication between the train pipe and the triple valve and to control outflow from the auxiliary reservoir, and means within the valve casing acting on the piston to cause the same to normally cut off all flow through the valve casing.

2. In an air brake system, a valve casing interposed between the train pipe and the triple valve and communicating therewith and also having communication with the auxiliary reservoir, anescape port at one end of said casing, a multiple piston within said casing exposed to the pressure in the train pipe and controlling the flow through the casing, means within the casing acting on the piston in opposition to the train pipe pressure and tending constantly to cut off all flow therethrough, and a duct'in one side of the casing arranged to establish c0mmunication between the auxiliary reservoir and the escape port in one position of the piston.

3. In anair brake system, a bleeder valve comprising a casing interposed between the train pipe and the triple valve and having communication therewith and also in communication with the auxiliary reservoir, a multiple piston within said casing exposed to the pressure in the train pipe and controlling the flow through the casing, means acting constantly on the piston in opposition to the train pipe pressure to hold the piston in position to cut ofi" all flow through the casing, and means for limiting the movement of the piston in both directions.

1. In an air brake system, a bleedervalve invention, I

comprising a casing having its upper end disposed between and connected with the train pipe and the triple valve of the air brake system and its remaining portion extended laterally, a pipe connecting the laterally extended portion of the casing with the auxiliary reservoir, an escape port in the outer end of the casing, an ofi'set on one side of the casing having a duct therethrough adapted to establish communication between the pipe connected with the auxiliary reservoir and the said escape port, a web within the head portionof the casing between the inlet and outlet ports thereof, ports establishing communication between the opposite sides of the web whereby train pipe pressure may flow to the triple valve, a plurality of pistons slidably mounted within thelateral extension of the casing and within the chamber defined by the said web, one of said pistons being always between the ports through said web and the pipe leading from the auxiliary reservoir and the remaining pistons being spaced respectively above and below the said piston, a piston rod carrying all the pistons, means for securing the pistons on said rod, and an expansion spring arranged between the outer end of the casing and the lowermost piston and tending to hold the pistons in position to cut off all flow in opposition to the train pipe pressure, the ends of the piston rod being extendedbeyond the respective pistons whereby to impinge against the opposite ends of the casing and limit the movement 35 of the pistons.

In testimony whereof I afiix my signature.

MARION E. NOLAND. [1 5.

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