US2017272A - Valve - Google Patents

Description

Get. 15, 1935. v D, T BARNETT r AL 2,017,272

' VALVE Filed May 12, 1934 David Z'Bameff Martin H. Duty Patented Oct. 15, 1935 UNITED STATES PATENT OFFICE v VALVE David T. Barnett, Cincinnati, Ohio, and Martin W. Doty, Indianapolis, Ind., assignors of onethlrd to Charles E. Utter, Cincinnati, Ohio Application May 12, 1934, Serial No. 725,350

14 Claims.

This invention relates to a valve adapted to be associated with the air brake apparatus on a railway car and to be controlled from the cab for maintaining brake-retaining air pressure in the .brake cylinder and for bleeding" the auxiliary reservoir.

An object of the invention is to provide means whereby the operation of the former retaining valve and bleed cock, which heretofore was necessarily carried out in connection with each individual car of atrain, is brought by the means of this invention within the operation and control of the engineer in the cab.

Another object is to provide valve means which permit of instantaneous replenishing of the auxiliary reservoir immediately after each application of the brakes.

Another object is the provision of a valve of the kind indicated which eliminates the delays,

improper brake operation, injury to wheels, and

to lading and various other disadvantages heretofore connected with the operation of the older type of retaining valve and bleed cock.

Another object is to produce a brake retaining 95 valve in which movement of the valve member is reduced in order to obviate sticking and related improper operation of thevalve and resultant damage and danger.

Another object is to produce means of the kind described in a highly efficient and simple manner.

These and other objects are attained by the means described herein and illustrated in the accompanying drawing, in which: I

Fig. 1 is an elevational view of an auxiliary rescrvoir, brake cylinder triple valve and cooperating means, having associated therewith the valve means of the present invention.

Fig. 2 is a cross sectional view taken vertically operating the valves. This not only entailed de-- lays for the train and the additional services described but likewise the. danger of injury to the person operating the valves during wet and slippery weather. The function of the former revalve chamber now may be performed by a single operation of v the valve of this invention.

With reference to the drawing: the portions of the automatic air brake apparatus with'which 15 the valve of this invention is directly associated,

comprise the auxiliary reservoir 6 having associated therewith the brake c linder l and, on the opposite end, the triple valve 8. The train pipe 9 extends from the main reservoir of air pressure to the triple valve, all of which foregoing parts are well understood in the art. The valve ill or this invention may be conveniently attached, as at H, to the auxiliary reservoir casing and the valve itself comprises a body formed to provide a large valve chamber l2 having a second smaller l3 communicating therewith. The outer end of chamber l2 may be closed by a suitable cap member M. The cap member ll is provided with an entry port l5 through which the chamber l2 communicates, by means of suit- .able pipe connections l6 and I1, with the main air pressure reservoir associated with the locomotive. The second valve chamber I3 is provided with an exhaust port l8. A valve member [9 comprising a large head 20 and a small head 2| is adapted to operate in the large and small valve chamber, the head 20 in chamber l2 and the head 2| in chamber I3. Suitable rings 22 and 23 may be provided for effecting a snug fit of the valve heads in their chambers. A spring 24 may be positioned in the chamber I3 exerting a light pressure against the upper endof the valve member for normally urging the valve heads to the positions indicated in Fig. 2 wherein the head 20 is shown as closing communication between the chamber l2 and the main reservoir and head 2i closing communication between chambers l2 and 13. The spring 24 is merely for the purpose of keeping the valve member I9 properly seated, however, the spring is not essential since the weight of the valve--member normally performs. this function and consequently the spring, if desired, may be eliminated.

Chamber I3 is likewise provided-with a port 25 which is placed in communication by means of a suitable pipe connection 26 (Fig. 1) with the exhaust port 21 of the triple'valve 8. It will be seen that two ports 25 are shown associated with chamber |3. The connection 26 is made on whichever side of the valve body that is convenient to the triple valve and thereafter the other port 25 is suitably plugged.

In Fig. 3 there is detailed an equalizing valve 28 which is associated with the large valve chamber l2 and whichcommunicates therewith by an upper passage 29 and a lower passage 33, the passages communicating with the upper and lower portions respectively of the valve chamber. The chamber 3| of the valve 28 has positioned therein avalve member 32 preferably provided with rings 33 and formed with a stem 34 adapted to seat within recess 35 of a suitable cap member 36, the seat being of a depth less than the length of the stem 34 so that the valvernember, in its outward movement, is precluded from covering the mouth of the passage 30. The opposite side of the valve member 32 is formed with a fluted stem 31. The valve member 32 is provided, adjacent the base of. the stem 31, with an annular recess 50 adapted to receive the projecting flange 5| of a rubber or composition seat 52 against which the valve member 32 is adapted to abut.

It will be seen that the valve member, in the position shown in Fig. 3, covers an exhaust port 38 the function of which will be later described.

The valve of this invention, at the upper end thereof in the position seen herein, is formed to provide a small valve chamber 39 which isclosed by a suitable cap 40 and within which avalve member 4|, similar to the valve member 32 described, is positioned. A spring 42 normally urges the valve 4| into closed relationship with a port 43 by which chambers 39 and I3 communicate. An annular recess 53 and rubber or composition seat 54, both similar to those heretofore described in connection with valve 32, may be provided.

It will be seen that the valve member 4| is formed with a fluted stem 44 which projects slightly into the chamber |3 for a purpose to be later described. Chamber 39 is provided with a pair of inlet ports 45, one of which is plugged and the other of which may be connected by suitable piping 46 (Fig. 1) beneath the bleed cock 4'! provided normally at the top of the auxiliary reservoir 6. By these means, the interior of the chamber 39 and the auxiliary reservoir are constantly in communication. It is obvious that the inlet connec tion into auxiliary reservoirli may be made at some other point than at the bleed cock 41. However, it is convenient, in installing the device of this invention, to make use or the bleed cock provided on air brake apparatus now in use.

through the port l8. If it is desired, however,

to maintain a brake-retaining pressure' in the brake cylinder, then, after the engineer has made the usual application of brakes, air pressure sufficient for the brake retaining function is introduced through pipes I! and I6 into the port I6 of the present valve, it being understood that there are provided in the engine cab a suitable operating valve and gauge associated with the pipe H. The brake retaining pressure thus applied raises valve member l9 so that head 20, moving upwardly, uncovers passage 30 whereby said pressure enters valve chamber 3| and is exerted against the rear of valve member 32, as seen in Fig. 3. Simultaneously with the foregoing, the valve head 2| has been moved up above port 25 in chamber l3. The engineer, after thus setting" the valve of this invention, returns his regular brake valve handle to running position which permits air pressure to exhaust from brake cylinder and to pass through triple valve exhaust port 21 into port 25 of the present valve. Head 2|being raised, as described, said exhaust air passes down through chamber l3 into chamber l2, that is, into the space between the two heads 20 and 2|, and is exerted through upper passage 29,

. against the inner side of equalizing valve member 32.

valve 28 is opened and the exhaust air pressure, in excess of the brake retaining pressure. is per-.

mitted to escape until said two pressures are equalized and the valve member 32 returned to the position seen in Fig. 3. No matter how many times the brakes are operated, the pressure in the brake cylinder is always maintained constant by the use of the valve means just described so that the auxiliary reservoir 6 may always be immediatelyreplenished after each brake application. Moreover,'it will be noted that exhaust air, no matter how great its pressure, does not actuate the valve member IS in any way, since the pressure is exerted against both the valve heads and since the smaller equalizing valve, being subject both to exhaust and to main reservoir pressure, immediately operates to equalize said two pressures. Thus frictional wear and the possibility of sticking of the valve members which, in the older type valves were constant factors to be considered, are minimized in the valve of the present invention.

When a train has reached its terminal and it I is desired to bleed the auxiliary reservoir of the cars, it is merely necessary to place the automatic brake valve handle on lap", then the operating handle for the valve of the present invention is moved to full application position, allowing main reservoir pressure to actuate the valve member 9 upwardly and forcibly against the lower end of the stem 44 of the valve 42 (Fig. 2), overcoming the auxiliary reservoir pressure operative upon valve member 4| and raising said valve member so that the pressure in the auxiliary reservoir flows downwardly into the chamber ,|3 and escapes through the exhaust port I8.

A cut-out valve (not shown) to be used when certain carsof a train are cut out, may, in accordance with well known practice, be associated with pipe H at both ends of each car.

Various other advantages may be mentioned in connection with the use of the valve of this invention in addition to the saving of time and effort in the operation of the former retaining valves and the bleeding of the auxiliary reservoirs in the yards. In connection with these advantages it should be remembered that the air pressure utilized in connection with the means of this invention, is applied and released in reverse order; that is, the pressure when applied proceeds through the first car and in regular order through the succeeding cars of the train but, when released, the pressure exhausts from the last car, forward. Among the beneficial results may be mentioned the elimination of fiat-slid wheels on cars; the pulling off of brake rigging; the elimination of slackin long trains; the elimination of rough and jerking stops; the elimination of sticking brakes; the precluding of injury to lading by breaking loose f the bracing.

Modifications suggest themselves upon consideration of the means herein disclosed, such as the incorporation of the present valve means in the body of the triple valve, and various obvious structural changes. Such modifications, however, are believed to be comprised within the spirit and scope of the present invention.

What is claimed is:

l. .A valve adapted to cooperate with a railway air brake system and to be associated one each with the brake apparatus on each car of a train, said valve comprising a chamber communicating with the exhaust port of thetriple valve of the cation, means associated with the chamber for releasing said exhaust air in excess of a predetermmed pressure, and a bleed valve selectively operable by said communication-controlling means and associated with the auxiliary reservoir for exhausting said reservoir.

2. A valve adapted to .cooperate with a railway air brake system and to be associated one each with the brake apparatus on each car of a train,

said valve comprising a chamber having an exhaust port therein and means for efiecting communication between the chamber and the exhaust port of the triple valve oi said apparatus whereby exhaust air from the brake cylinder may be directed into and normally exhausted from said chamber, a valve member associated with said chamber and controlling said communication, means for actuating the valve member by air pressure from the main reservoir, an equalizingvalve associated with said chamber and adapted to release exhaust air pressure in excess of main reservoir pressure in said chamber, and a valve for bleeding the auxiliary reservoir of the brake apparatus and comprising a chamber adapted to communicate with said reservoir, and a valve member in said chamber and adapted to be selectively actuated by said first valve member for directing auxiliary air pressure through the bleedvalve chamber and out of the exhaust port of said first chamber.

3. A valve adapted to be associated with the air brake apparatus on a railway car and to be controlled from the cab for retaining predetermined air pressures in the brake cylinder and for bleeding or releasing pressure from the auxiliary reservoir, said valve comprising body.

formed to provide a valve chamber communicating with the main reservoir of the air brake system, a second valve chamber communicating with the first chamber and with the exhaust port of the triple valve of the associated brakeapparatus, said second chamber having an exhaust port therein, exhaust air from the brake cylinder nor mally escaping through said port, a'valve member comprising two heads operable one each in one of said chambers, one head normally closing communication of the first chamber with the main reservoir, the other head normally closing communication between thetwo chambers, air

pressure from the main reservoir being adapted to actuate the valve member to effect entry oi air from the triple valve exhaust port into said first chamber, an equalizing valve associated with said first chamber for releasing exhaust air in excess of the pressure operative from the main reservoir whereby brake-retaining pressure may be maintained in the brake cylinder, and a bleed 10 valve associated with said second chamber and y communicating with the auxiliary reservoir, said valve being actuated by the valve head of the second chamber when a greater than auxiliary reservoir'pressure is made operative upon said head, actuation of said v'alve'being adapted to open communication between the auxiliary reservoir and the exhaust port of said second chamber for bleeding" said reservoir.

4. A valve adapted to be associated with the air brake apparatus on a railway car and to be controlled from the cab .for maintaining brakeretaining air pressure in the brake cylinder and for bleeding" the auxiliary reservoir, said valve comprising a body formed to provide a valve chamber'communicating with the main reservoir of the brake system, a second valve chamber communicating with the first chamber and with the exhaust port of the triple'valve oi the associated brake apparatus, said second chamber having an 3 cxhaust'port therein, exhaust air from the brake cylinder normally escaping through said port, a valve member comprising two heads operable one each in one of said chambers, one head normally closing communication of the first chamber with 5 the main reservoir, the other head normally closing communication between said two chambers, air pressure from the main reservoir beingadapted to actuate the valve member and effect entry of air from the triple valve exhaust port into said 40 first chamber, an equaliz ng valve associated with the first chamber and communicatingby an upper and a lower passage with the upper and lower portions respectively of said first chamber, said first valve head upon actuation of the valve member being moved to a position intermediate said passages whereby the equalizing valve is subjected to air pressure both from the main reservoir and from the brake cylinder, the equal zing valve being provided with an exhaust port for releasing air from the brake cylinder of a pressure greater than the main reservoir pressure operative upon the equalizing valve, and a bleed valve associated with said second chamber and com.- municating with the auxiliary reservoir, said valve being actuated by the valve head of the second chamber when agreater than auxiliary reservoir pressure is made operative upon said head, actuation of said valve being adapted to open communication between the auxiliary reservoir and the exhaust port of said second chamber for bleeding said reservoir.

5. A valve adapted to be associated with air brake apparatus on a railway car and to be controlled from the cab for retaining predetermined air pressures inbrake cylinder, said valve comprising a body formed to provide a valve chamben and means eil'ecting communication thereof with the main reservoir of the air brake system, a second valve chamber communicating with the first chamber, means effecting communication of said second chamber with the exhaust outlet of the triple valve of the associated brake apparatus, said second chamber having an ex.- haust port therein for normally releasing exhaust air from the brake cylinder, a valve member comprising two heads operable one each in one of said chambers, one head normally closing communication of the first chamber with the main reservoir, the other head normally closing communication between said two chambers, air pressure from the main reservoir being adapted to actuate the valve member to effect entry of exhaust air from the triple valve into the space between said two heads, and an equalizing valve associated with said first chamber for releasing exhaust air in excess of thepressure operative from the main reservoir whereby a predetermined brake-retaining pressure may be main tained in the brake cylinder.

6. A valve adapted to be associated with air brake apparatus on arailway car and to be controlled from the cab for retaining predetermined air pressures in the brake cylinder, said valve comprising a body formed to provide a valve chamber and means eflecting communication thereof with themain reservoir of the air brake system, a second valve chamber communicating with the first chamber, means efiecting communication of said" second chamber with the exhaust outlet of the triple valve of the associated brake apparatus, said second chamber having an exhaust port therein for normally releasing exhaust air from the brake cylinder, a valve member comprising two heads operable one each in one of said chambers, one head normally closing communication of the first chamber with the main reservoir, the other head normally closing communication between said two chamhers, air pressure from the main reservoir being adapted to actuate the valve member to efl'ect entry of exhaust air from the triple valve into the space between said two heads, and an equalizing valve associated with the first chamber and communicating by an upper and a lower passage with the upper and lower portions respectively of said first chamber, said first valve head, upon actuation of said valve member, being moved to a position intermediate the inner' ends of said passages whereby the equalizing valve is subjected to air pressure both from the main reservoir and from the brake cylinder, the equalizing valve being provided with an exhaust port for releasing air from the brake cylinder of a pressure greater than the main reservoir pressure operative upon the equalizing valve.

7. A valve adapted to cooperate with railway car brake apparatus and comprising a chambered body provided with an inlet port communicating with the 8x11313121. outlet of the triple valve of such apparatus, a valve member vertically reciprocable in the body and comprising two spaced heads, means for introducing main reservoir air pressure into the bottom of said body against the lower valve head to raise the upper head above said inlet port whereby exhaust air is introduced into the body between said heads, and an equalizing valve associated with the lower part of said body and subject both to main reservoir air pressure and to exciprocable in the body and provided with twov heads, means for exerting air pressure from the valve main reservoir against one or said heads to move the other head past said port whereby exhaust air is introduced into the body between said heads, and an equalizing valve associated with said body and subject both to the main 5 reservoir and the exhaust pressures in said body .for equalizing said pressures without movement of said valve member.

i 9. A valve'adapted to cooperate with railway car brake apparatus and comprising a chambered 10 body provided with an inlet port communicating with the exhaust outlet of the triple valve of such apparatus, said body being likewise provided with an exhaust port for normally releasing the exhaust air introduced thereinto, a valve member 15 air is introduced into the body between said heads, 20

and an equalizing valve associat d with said body and subject both to the main reservoir and the exhaust pressures in said body for equalizing said pressures without movement of said valve member. 25 10. A valve adapted to cooperate with railway car brake apparatus and comprising a chambered body provided with an inlet port communicating with the exhaust outlet of the triple valve of such apparatus and provided likewise with an outlet 38 port normally releasing exhaust air from said cylinder, a valve member reciprocable in the body and provided with two spaced heads, means for exerting air pressure from the main reservoir against one of said heads to move the other head 35 a cylinder, a valve member reciprocable in the body and providedwith two spaced heads, means for .exerting air pressure from the main reservoir 50 against one of said heads to move the other head past said inlet por't whereby exhaust air is inq troduced into the space between said'heads, and

means associated with said body and releasing therefrom exhaust pressure in excess of a prede- 55 termined main reservoir pressure exerted against the valve member, said releasing means obviating movement of the valve member in effecting release of the exhaust air.

12. A brake retaining and release valve mech- 6 anism adapted to cooperate with railway car brake apparatus and comprising a valve communicating with the exhaust outlet 01 the triple valve of such apparatus for receiving exhaust air and with the main air pressure reservoir, means associated with 65 the valve for equalizing exhaust and main reservoir pressure in the valve, and means selectively operable by the valve for exhausting the auxiliary air reservoir associated with the brake cylinder.

13. A valve adapted to cooperate with railway carbrake apparatus and comprising a chambered body provided with an inlet port communicating with the exhaust outlet of the triple valve of such apparatus and provided likewise with an outlet port normally releasing exhaust air from said 15,

cylinder, a valve member reciprocable in the body and provided with two spaced heads, means for exerting air pressure from the main reservoir against one of said heads to move the other head past said inlet port whereby exhaust air is introduced, into the space between said heads, a

means associated with said body and releasing therefrom exhaust pressure in excess of a predetermined main reservoir pressure exerted against the valve member, and means selectively operable by said valve member for exhausting the auxiliary air reservoir associated with the brake cylinder.

14. A valve adapted to cooperate with railway car brake apparatus and comprising a chambered body provided with an inlet port communicating with the exhaust outlet of the triple valve of such apparatus for receiving exhaust air therefrom, a valve member reciprocable in the body and provided with two spaced heads, means for exerting air pressure from the main reservoir against one of said heads to move the other head past said inlet port whereby exhaust air is introduced into the space between said heads, and means associated with said body and releasing therefrom exhaust pressure in excess of a predetermined main reservoir pressure exerted against'the valve member.

DAVID T. BARNE'I'I'; MARTIN W. DOTY.

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