US405854A - Air-brake operating and reducing valve - Google Patents

Description

No Model.)

R. SOLANO.

AIR BRAKE OPERATING AND REDUCING VALVE.

N Patented June 25, 1889.

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WITNESSES: lNVENTOH wjuw ATTORNEY N. PEYER54 PIwID-Llthogmphur, Wanhinglon, D. c.

UNITED STATES PATENT OFFICE.

RENALDO SOLANO, OF BROOKLYN, NEYV YORK, ASSIGNOR OF THREE-FOURTHS O TO JOHN IV. HOWVARD AND DAVID R. MORSE, OF SAME PLACE, AND

LUCIUS G. FISHER, OF CHICAGO, ILLINOIS.

AIR-BRAKE OPERATING AND REDUCING VALVE.

SPECIFICATION forming part of Letters Patent No. 405,854, dated June 25, 1889.

Application filed February '7, 1889. Serial No. 299,028. (No model.)

To all whom it may concern.-

Be it known that I, RENALDO SoLANo, a citizen of the United States, residing at Brooklyn, in the county of Kings and State of New York,

have invented certain new and usefulImprovements in Air-Brake Operating and Reducing Valves, of which the following is a specification.

The object of this invention is to insure the m supply and maintenance of a proper pressure of air in the train-pipe when the engineers operating-valve is moved to a charging position, and to charge the train-pipe with a given moderate degree of pressure from a variable I 5 higher degree of pressure in the main storagereservoir; and to this end the invention consists in the employment of a reducing-valve in connection with the operating-valve, and in certain novel features of construction of such combination of parts.

Referring to the accompanying drawings, in which like letters of reference indicate like parts in the several views, Figure 1 is a sectional elevation of the apparatus; Fig. 2, a plan view with the operating-valve and its gland and screw-cap removed, and Fig. 3 a plan view of the operating-valve detached.

The operating-valve and reducing-valve are contained in a common casing which is composed of separable parts A, B, and C, the parts A and B being secured together by the flanges and bolts E F and the parts B and C secured by the nut G, composing the outlet-nozzle, (connecting with the train-pipe,) which is 3 5 screwed to the end of the internal cylindrical extension B of the part B, that forms the inner wall or cylinder within the annular chamber II. I

J is the engineer's operating-valve, composed of a rotary disk, (shown separately in Fig. 3,) and in which the port I extends directly through the disk, and the port K is formed in the under side or face of the disk. The valve J is rotated by the hand-lever V, 5 having a suitable spring-stop i, that engages with notches 011 the edge of the disk N, whereby the various positions of the valve may be indicated and controlled. The hand-lever V connects to a disk j, which seats upward to form an air-tight joint within the cap 70, and which bears a transverse rib m, that engages with the slot or in the operating-valve to move it.

L is the supply-port connecting with the space above the operating-valve J, and when the port K is brought coincident with the opening a of the chamber M the inductioncurrent is passed through the chamber M, and thence through the port N to the cylinder B at a point of communication between the pistons therein.

O is the train-pipe connection, and through the holes I) in the lower end of the cylinder B this has constant connection with the annular chamber II.

P is the exhaust-passage extending upward from the chamber II to the valve-seat, and there is an outlet-port Q, also extending from the valve-seat in the relation to the port P, (shown in Fig. 2,) opening to the atmosphere. The connection between the port P and its outlet Q is established when the port K is coincident with both. There is a reduced extension of the port K cut in the face of. the valve, which connects in advance with the outlet Q as the valve is turned to permit the graduating of the rate of outflow of air when desired.

' R is a double-piston reducing-valve automatically movable in the cylinder B. The lower piston has an up wardly-extendin g flange c, which covers or uncovers the holes or ports d in the sides of the cylinder B acting as a valve to control the connection thereof between the supply-portN and chamber II. The space above the upper piston is permanently free from pressure, being connected with the atmosphere, as by a passage 6, and there is a spiral spring S above the reducing-valve which acts with given efficiency against the pressure in the train-pipe, so as to co-operate therewith in regulating the position of the valve and the consequent amount of opening given to the ports (1. The downward stroke of the pistons is limited by the stop T, upon which they rest when the train-pipe is exhausted.

U isan emergency-valve for discharging the air from the train-pipe to effect instantaneous application of the brakes should the valve J from any cause fail to operate with sufficient promptness. The valve U is released from its seat by turning the screwthreaded nut f by the hand-wheel g, the eduction-port being at p.

The present device is designed to be used in connection with an automatic brake system in which the brakes are held released by the direct application of air-pressure through the port I of the engineers operating-valve and are applied by reaction of stored pressure when the original or withholding pressure is exhausted through the port K of the operating-valve.

In operation, the hand-lever V is normally at the position of brake-release, the stop 1' resting in the notch Z, the port I being in coincidence with the port a, and the space intermediate to the reducing-valve pistons sup- ,plied with the full pressure of air from the main reservoir. The air under full pressuresay one hundred and twenty poundsissues from the ports D through the chamber H and ports 19 into the space beneath the lower piston leading to the train-pipe until the pressure in the latter approaches the desired Working-point-say sixty-five poundsand the spring S, (having the proper resistance,) is then overcome and the ports (1 are throttled by the upward movement of the pistons until the induction ceases, the induction being antomatically renewed by any casual reduction of pressure in the train-pipe that may occur in the course of running. By the turning of the operating-valve in the direction of the arrow, Fig. 3, the port 66 is closed and the ports P and Q are subsequently brought into communication, exhausting the air from the train-pipe through the ports 17 directly and independently of the reducing-valve.

I claim as my invention 1. In an' air-brake, the combination, with a supply-pipe, a train-pipe, and an operatingvalve intercepting the same, of a double-piston pressure-reducing valve, ports communieating between the operating-valve and trainpipe through the piston -valve cylinder at points intermediate to the pistons, whereby such communication is controlled by the reciprocative movement of the pistons, the one exterior surface of the pistons receiving pressure from the train-pipe and the opposite exterior surface thereof being free from presssure, and a resisting-spring for opposing the movement of the pistons caused by the trainpipe pressure, so as to normally maintain the opening of the said ports communicating between the operatin -valve and the train-pipe.

2. In an air-brake, the combination, with the charging and exhaust ports of an operating-valve, of a reducing-valve-containing cylinder, the intermediate portion whereof communicates with the said charging-port, an annular chamber terminal to the said exhaust port surrounding a portion of the cylinder and permanently communicating through ports adjacent the end of the same with the trainpipe to which said end connects, double pis pipe, of a pressure-reducing valve, arranged between the engineers valve and the trainpipe, automatically controlling the pressure of the fluid admitted by said operating-valve to the train-pipe, substantially as described.

RENALDO SOLANO.

W'itnessesr H. F. PARKER,

ALEX. IVIAHON.

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