US1664836A - Valve - Google Patents

Description

April 3, 1928.

C. B. STONE VALVE Filed Jan. 22, 1926 2 Sheots Sheet 1 A ORNEY April 3, 1928.

2 Sheets- Sheet 2 {III/Il/I/I/I/I //I/II/I//II/I///III//IIIII/IIIIIIIIIIIIIIIIIIII III/Il/I/I/IIIA m Mm.

INVENTOR ATTORNEY Patented Apr. 3, 1928,

11N1E'E STTES TEE? CHARLES B, S'IONE, OF DE'TROI'T, MICHIGAN, ASSIGNOLR T0 CONTIITUOUS TRAIN CON- TROL CORPORA'IION, CF DETROI'I, MICHIGAN, A CORPOBA'ION OF MICHIGAN.

VALVE.

Applieation filed January This invention relatest0 train contro1 systems wherein the operation of trains is regula1ly confirolled by the engineers valves and is automatically contro1led by means cf air-brake valves governed by electro-magnetic instrumentalities 011 the locomotive, which, in turn, respond t0 proper currents in wayside circuits which may embody the rails 013 the txack 01 ind&pendent conductors a.long the trackway, 01 a combination of such conductors, an l its object is to provide an automatic air valve t0 c1ose a co nnection between the distributor valve and ihe crain and locomotive brake valves und thus insure app1icat-ion of the locomotive brakes wnen Ehe train orakes am automaiicaliy applied.

This invention consists in the construction 0f the automutic aic va1ve illusuated in tne accompanying drawing and particularly pointed out in the claims.

In the accompanying drawings, Fig. 1, illustraes an air brake control mechanism which embodies tne present invention. Fig. 2- is a :3ection 0f a distribu'ting va1ve together Wi'h my improvec1 air valve.

W'hile this particu1ar inveniion comprises a comparatively minor part 013 the 10001110- tive installation illustrated in the drawing, it is advisab1e t0 describe the entire con siruccion so that ihe operation of he various parts may be considered in connection with this valve.

The air brake mechanism shown by the drawing as embodying the' present invention designed 130 oe used in connection with instrumenaiities 011 tha locomotive whicn am control1ed by electro-magnetic waves fiowing in the track rai]s over which ti1e locomotive is passing, anal atention is called t0 ne Thomas E. Clark Patent Numbel 1,262,637, dated April 16, 1918, which shows propagatifig mechanism 101 elecromagnetic waves attached to the exit ends o1 the blocks into which the track is divided. Each installaion is control1ed by 1e n x insL-a1lation ahead and function-s to propagate curren 0f one wave lengh, say 8000 mars, when the conditions of the slock o1 track pertaining t0 such insiallation are 101 safety 01 clear, and cur1enb of anoiher wave length, say 8000 meters, when the conditions 01 such 22, 1926. Seria1 N0. 82,902.

block are for danger. Any other de3i1ad means may be empioyed t0 propagace such currents under c1ear and danger COIIC11- tions.

The track installations adapted to ehe present train conrol devices are of such power and wave lengths that only a limited lengch of track at the exit end of each block ls anergized by these ins-tallations suf'ficiently t0 afl'ect the instrumentalities 011 the 10c0- motive. These instrumentalities are notaf fected while passing over the remainder of the blocks.

The locomoive instrumentalities embody two collector coils 100 and 101, one for each wave 1ength, mounted 0:1 t-he locomotiva where they can be influenced by the lines 0f force of such electro-magnetie waves. These connect to two e1ectron tubes 102 and 103 which have the usual characteristic that when negative potential accumulates in the g1id3, the flow of electrons from tne 111aments to the plat-es is interrupted and theref01e substantially stops the fl0w 0f current in the platcircuits. These p1ate circuits embody relays normally energized by the fiow of the current in the plate circuits.

I prefer t0 use a tvvo-vo1t-age generator 104- which may be driven in any desired manner. The comm0n wize 150 this generator for b0th voitages is the heavy Wire 105. W'hen the 0011 101 cuts lines 0f force 01 a dunent in the rails 0f say 6000 meters wave 1ength, electro-magnetic current flows frorn this coil over W118 106 130 the gri.d of tube 103, the grid 1eak 107 connecting this wre with the return Wire 109, the usual condenser 108 being conneCted into this circuit, which may be tuned to the desired wave length by the adjustaole condenser 110. The heating circuit 101 tne filament of this tune is from tne generator 104 over the wire 112, resistance 113, which reduces the Voltage from say 32 t0 12 volts, wires 114-, 115 and 116, filament 0I" tube 102, wires 117, 109 and 118, filament cf tube 103, wire 119, adjustable resistance 120 t0 common wire 105.

The reason i"or passing this current 0ve1 the wires 115, 116, 109 and 118 is to cut out the current to both fiiaments shou1d either of the coils 100 and 101 be broken through accident. But otherwise, current 1101i"? to these filaments at all times that the generw t01- is in operation.

The receiver circuit cf tha -:i1 100 comprises the wires 122 and 123, adjustable coudenser 124 and wir'es 125, 114 and 115. The grid condenser 126 and -grid 1eak 127 serve (0 impose negaive potentiai 011 the grid 01? tui;e 102. 'When the grid 01 tuba: 103 hc.s cient negative potential to obstruc the w 0'I" tue p1ate circuit, insfiicientcurrent fiovj-vs to the-re1ay 128 m e1 theconnnon wir-e 105, adjusable resistance 120, wiz:e 119, filament t0 p1ate in tube 103, and wire 132 cthis relziy, from which cunent would norma-ily fi0w 0ver wire 130, armature 128 and wre 129 120 the high vo 1tage side 0I" the generator.

Bu t as nis circuit is interrupted because of lack of sufi1cient current to energize this re1ay, its armature a comp1etes ihe fo11owing ci-rcuits for th e red 1m .p R: From the comr'non wire 105, wire 131, armature 128,

wire 133, ralay 134 and wires 1353x151 11 1 the generator. 'lhis now er ed r=;-1a y 131 attracts its armatures and the cixcuit from common wire 105, armature 1343, wre 136, lamp R a. ndwires 138 and 112 is ostablished, a resistance 139 beim provided to protect the 10W voltage lamps.

Therefore, when the coi1 101 picks up cuz-- rent, the red lamp R burns in be cab.

Should the coil 100 pick up current, tnen the tube 102 would ass insufiicient p1ate current and the -rela.y 140 'would be de--ener gized, and a circuit consisti ng 0f the common wire 105, wire 142, armature 140", wire 143, green larnpG, andwires 138 and 112, wou1d be completed. The green lamp G therefore burns -during only the interval.that the 10c0 moti-ve is passing 0ver the secti-on 01 trask in which the clearcurrent is found. The red light,-hovever, when.it starts burning, ke'eps 011 burninguntil thg coil 100 picks up dem current from an energized section at the e:iit end of a next block, and this re sults from the ci rcuit of its re1ay 134 bcing; Closed through the armature.l wire 144,

*armature' 134 wir-e 133, relay 134:, W1IS 13-5,

114 and 112. But when the relay 110 0ecomes de-energized by reason 0f the -coi.. 100

picking up current, this circuit to re1ay 134 is 0pened and-the red 1amp ceases t0 bmn. N0 nurrent Will pass to this re-d lampuntil the coil l0l-again picks up current.

An electro-pneumatieva1ve is employcd t-o control the Operation of the air brakes and consists of a body 190 having a series 0% superimposedchambers A magnet= 180 mounted in t-he upper chamber an has lead. -wires 161 and 162, and this magnet, when exiergized, draws- Clown the armature 163 an(l tne siem 164, which carries the valve 155 which normally closes Ehe passage between the cnamber 186 to Which t-he pipe 167 comanism which is held in normal posiiion, as W111 be described later an, by the pressure 016 air frcam the mein reservoir, through pipes 172 and 167. But when the magnet is daenergized, tne va1ve 170 closes the assage between thesa pipes and the control air escapes Lhxough the relief assage 169.

So 105g as relay 128 is energized, current- 11OWE. to the magnat- 0f this valve 190 over zum-0:1 v-:ire 10:1, wire 131, armature 128,

'" key 146, und wire 162,

e 190 over wi1es 161 and n arator. But when the coi1 101 1t anal he re1a.y 128 is der circuit is opened and the c0nween pipes 167 and 172 is closed, will resu1t in the setting of the :-\ir

unless forestalled by ehe depression 1cey 116, which temporarily closes a irom the relay 128 over wires 130 circuit und 147. de 1essed ke 146 wire 148 a oreshier 0n. s=. nd wires 149 and 129. This swich 36=37 2s norr..allyclosed and the depression 1@ 1;ey 148 Will t-herefore cause the re.1ay 128 t0 be reenergized, in which position its ciw will be maintamed as heretofom descr2bez1 unhl the 0011 101 agam p1cks up dzxnger current.

In the ordinary air brake system inst-alled on man of che locomot-ives in use in this c0untry, two manually operated bmke comt101 valves 1 and 4 and an air opemed dishibnting ralve 3 are employed. The valva 1 connects '.0 the pipe 2, which in turn com- I1'EC1'S to the Hain pipe 15, and its function is to ye1ease :he air in this pipe 2, wnich results in the icaion of t he train brakes, to admit- :1ir 10 this pipe from the main pressure taz-2k, which results in the release of tne t1ain brakes and 10 control the action 0f the brakes, independently of the train bralzes. and t0 release the pressure 011 this ai1 pipe 1eleases the locomotive brakes inclepenclently of the train brakes, which may be clesirable when a heavy train is 011 a (lown grade an the engineer wishes "co save his locomotive brakes while still using bis train brakes.

The clist-inction between tl1e valves 1 antl 4 is primarily that wl1en valve 1 releases tne pressure 0n the train pipe, the brakes am applied, bu When valve 4 releases the pres sure on its air pipe, the brakes are releasexl. On the other band, an increase. of' pressure on the train pipe releases the traln brakes butpressure applies the locomotive brakes. As the tw0 valves are inter-connected, it Es evident that leakage of train pipe pressure ab the distributor valve 3 10 Ehe valve 4 may cause application 0f the locomotive brakes In order t0 prevent this a manually operated cock was provided t0 permit escape 01 any such pressure in the locomotive air pipa t0 the valve 1 an l the open air, und t'ns cock was closecl when tw0 loceznotives Opa"- ated together as a double-heaclsz, in whiu'n case the 'brakes of one locomotve had t0 l e un(ler tne control of the enginear 01 ;hc othex. This leakage during clouble-hearling would be watcheo. and released. by t'ne se.cond engineer.

When the valve 1 was in brake-release m running position and the cock was open, this leakage escaped through that valve. bar; when this valve was in brake-applying m lap position, the escape was preventscl 50 that the locomotive brakes would be appllml by the action of the distributor valve 3. Theoretically, such leakage should not occm, but in actual practice it is sufficient t o require the cool: above mentionecl.

In the present system, I have substituted an air operated control valve 7 for the cock above mentioned for the reason tl1at an application of the brakas because of the operation 0f the automatic firain control system shown in the drawing may 000111 when the valve 1 is in running position, in whlch event n0 application 01 the locomotive brz1l;es would result unless the bypass provided f01 this leakage is closed. The open stop coclc would therefore prevent the application o1 the locomotive brakes. The air operatecl control valve 7 therefore is open during 1101 mal operation of the locomotive but c.loseal during the operation of the automatic t1ain control system. The valve 7 may be bore1l (0 two diameters, a larger diameter for tl1e piston 10 and a slightly smaller diaxne r f0r the guide piston 9, the stem 6 being in the form of a cross in cross section. The ai1 under the piston 9 assists in closing anrl keeping closed the valve 12 150 prevent the fiow 01 air fr0m tl1e distributer valve 3 tln0ugh the passage 5 and valve chamber 11 t0 'tne pipe 6 and the train nd locornotix e valves Under normal running conditions wit1 both valves 1 and 4 in lap position, traln pipe pressure exists in the chambex: 200. cylincler 201 ancl valve chamber 202 because 01 the small by-p-ass 203 which exiends arouncl tl1e plston 211 when in its normal position. The pressure tank 201 conneets io the valve chamber 202 by means of p 205. Fig. 2 shows the (lisibi1ting van parts in such osition. Any leal ;age collects in the tank 206 and p s t0 'che atmosphex-e through pipe 207, valve 7, pipes 6 anal 208. valve 4, pipe 209 and valve l, but such leakage n1ight pass through assage 199 anti pipe 198 to pipe 6.

When the E. P. valve becomes cle-energized, pressure in train pipe 15 is sucldenly reduced, lt falls in pipe 210, chamber and cylinder 201 connectecl thereto, so that the stored pressure in valve charnber and tank 204 may force the control piston 211. stem 212 and valves 213 and 214 to be right, the valve 213 being connec'ced direcljr to the stem and the valve 214 belng movecl he disk The valve 12 isclosed at tii1e same time as befo1e explaincl closing thu. connection between tank 206 ancl the atrnos phere.

The compressed air now fills the following chambers anal passages zpressure chamb1 204-, passage 205, valve chamber 202. passage 216 in valve 214, passages 217 an l 218 110 the left end of che application 0 lncler 220. The application plst.on 221 ancl it.s stem 222 are therefore forccd t0 the 1iflhl', carrying wlth them firsl; the valve wnose. port 224 connects tne upper valve chamber 225 to the lower va1ve chamber 226 and then the valve 227 which closes tne openings from the chamber 226 1 0 the exhaust passage 228. The upper valve chamber 225 is normally under main reservoir pressuxre through the pipe- 226 ancl assage 227. This pressure passes to chamber 226, passagz2 228 and pipe 229 to the brake cylinders 0n the locomotive.

While tl1 is mechanism. provides f0r U1e application 01 the loconmiive brakes as wel1 as the train brakes, lt; is also of value as l; permits the engineer 01 the leading loconwtive 0f a double-header to apply the los. motive brakes 01 the seconcl locomozive while the valves 1 and 4 o-f tlxls second 10- coznotive. remain in lap p0sition.

It is evident tl1at the valve 7 hns practically 110 function in "che antonmic app ica tl0n 0f the brakes, laut it c-pen-1i-es 10 release these brakes when the P. valve is ag n energized. It will be nndersood that thzs automatic bralze m chanism does nos inneti0n t0 re1ease the brake-s as lhis muss? l e Clone by the engineer after the train pi; e pressure has been recluced sulficientiy bring the t1aln t0 a stop b the action 0f *;ne pneumacic switch. But when the E. P.

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