US511206A - Quick-action triple valve - Google Patents

Description

(No Model.)

A. P. MAS$EY. QUICK ACTION TRIPLE VALVE.

No. 511,206. Patented Dec. 19, 1893.

I L AUXJFARY I E L 3 RESERVOIR TD B BRAKE.

- CYLINDER TO TRAIN 3 x0 PFPE WITNESSES: INVENTOH Q M 7 w m! rumomu. maenlmwua CGMPANY WASHUNGTON. u. c.

UNITE STATES PATENT OFFICE.

ALBERT P. MASSEY, OF "WATERTOWN, NEW YORK.

QUICK-ACTION TRIPLE VALVE.

SPECIFICATION forming part of Letters Patent No. 511,206, dated December 19, 1893.

Application filed July 28,1893. Serial No. 481,745. (No model.)

To ail-Z whom it may concern:

Be it known that I, ALBERT P. MASSEY, a citizen of the United States, and aresident of Watertown, Jefferson county, State of New York, have invented a new and useful Improvement in Quick-Action Triple Valves, of which the following is a specification.

My invention relates to quick action automatic brakes, wherein a sudden reduction of pressure in the train pipe causes a valve to open and admit fluid from the train pipe to the brake cylinder.

My purpose is to obtain avery quick opening of said valve when the proper reduction of fluid pressure in the train pipe is made.

The drawing is a section of one form of triple valve as used in the automatic brake system, with the quick action parts modified by my improvements.

In the drawing, 1 is a valve controlling a passage 2 which connects the train pipe chamber 3 and the brake cylinder chamber 4-4:. A check valve 5 is also situated in the same passage to prevent a return flow of fluid from the brake cylinder chamber to the train pipe chamber.

6 is a piston in acylinder. The under side of piston 6 is exposed to train pipe pressure through passage 7. The upper side of the piston 6 is exposed to reservoir pressure through passage 8, and the annular space next piston 12 through which air passes from the train pipe to the auxiliary reservoir.

9 is a light spring to close valve 1 and hold it on its seat when there is no fluid pressure in the train pipe chamber. 10 is an arm projecting from one side of valve 1. A shelf 11 is provided in the casing to form a fulcrum for arm 10 when the outside end is depressed.

The piston 12, graduating valve 13 and release valve l i constitute the ordinary triple valve. The air passes from the train pipe through a charging groove in the cylinder above piston 12 to the auxiliary reservoir until both have the same pressure. Upon a reduction of pressure in the train pipe the preponderance of pressure in the reservoirmoves the piston 12 to the left carrying with it valves 13 and 14. Valve 1e closes the exhaust and valve 13 admits air from the reservoir to the brake cylinder. Pistons 6 and 12 are each exposed on one side to train pipe pressure and tion of the slide valves 13 and 14. The motion of piston 6 is resisted partly bythe spring 9, but principally by the fluid pressure on the back of valve 1,as the face of valve 1 toward the brake cylinder chamber is open tothe atmosphere when the brakes are oiif. The area of thisvalve 1 is made so flicient to offer about twice as much resistance to movement of piston ton 6 as the slide valves 13 and 14: offer to piston 12. This enables the engineer to operate the service portion of the apparatus by making only mpderate reductions of pressure in the train pipe, sufflcient to actuate piston 12 and its valves withoutactuating piston 6 to open valve 1. The stem of piston 6 bears upon the arm 10 of valve 1 at some distance from the center of the valve. Any downward motion of the piston therefore tends to push the valve open on the edge nearest the arm 10 and the other edge 15 becomes afulcrum about which the valve turns until the outside end of arm 10 comes in contact with theshelf 11. When the arm comes in contact with the shelf 11 this becomes the fulcrum about which the valve turns until the piston has completed its full stroke and the valve is wide open.

.The operation of the apparatus is as follows: When the train pipe, triple valve and auxiliary reservoir are charged with fluid, the valve 1 is held to its seat partly by the spring 9, but principally by the fluid pressure in the train pipe chamber 3. The piston 6 has the same fluid pressure on both sides for the lower side is open to train pipe pressure through 7 and the upper side is open to the same pressure through 8 and the annular space next piston 12, which is open to the train pipe through the charging groove. A reduction of the train pipe pressure leaves a preponderance of pressure on the upper side of piston 6 which presses on the arm 10 of valve 1. When this preponderance of pressure reaches the predertermined resistance offered by the spring 9 and the unbalanced fluid pressure upward on valve 1, the valve begins to open by being turned on the edge 15 which forms a fulcrum. This partial opening ofthe valve allows fluid to flow'from charnher 3 through passage 2 to brake cylinder 4 v and instantly reduces the pressure in chams her 3 and thus gives greater preponderance of force to piston 6; As the fluid flows onthe upper side of valve 1 it neutralizes orbal: -ances the fluid, pressure below valve 1 and leaves only theresistance of .thespring 9 to be overcome in further openiugof the valve. This discharge of fluid from chamber 3 and the removal .of'the greater part of the resistance from valve lenables thereservoir press ure to move piston 6 and throw valve 1 wide open instantly, During the latter part of the movement of valve 1 the outer end of arm 10 1 touches shelf '11,'the fulcrum thenchanges Y from, 15 12011 andthe whole :valveis moved away from its seat. The object is thus ac-. complished of opening a very large opening instantlyzbetweenthetrain pipeand .thebrake I cylinderv When a predetermined diffierenceof ,fluidpressure is attained between the train pip'eand the auxiliary. reservoir; while the apparatus remains very staple during minor difierences of pressure. When fiuid'pressure is restored to thetrain ,pipethe spring raises the valve 1 to its seatand holds it there until the brakes arereleased. The removal of fluid pressure from theupper side of valve lby the release of pressure from I thebraloev cylinder restores the'normalcondi- ,tions first described, This arrangement of I I 1 an emergency wilve'held on its seat by fluid pressure isshown in the application, allowed to me July 11, 1892, Seriai No.43l,123, but the device now described is an improvement.

Serial No. 431,123, as

thereof.

'2- The combination with a quick action or. I i

neutralized by the inflow otairon top'of the vvalve,'the lever arm reaches the other ful crumv 11 and the lever changes to one of the tbirdorder, thus giving a very quick motion l to open the valve'fullpThis samedevice could be applied to the form oftrip'le' valve shown in the application above mentioned,

well as the one shown in thc'drawing.

' What I claim as'new, and desire to secure by Letters Patent, is- 1. The combination with the train pipe; brake cylinder and qnickaction or emergency passage connecting the same, of a'valve controlling said passage, and an operating piston forv said'valve bearing upon one side or edge emergency valve of ,a'free arm or extension thereotian abutment beneaththe end'of the arm, and an operating piston bearing upon 'the arm between{the endthereofandthe valve.

-3;lhecombinationwith the triple valve having an emergency or quick actionpassage, 1 of an emergency valve controlling said'passage, a spring sustained supporting plate can rying the valve at one end and having its other end free and lying above a fixed abut I ment in the triple valvecasing, and'a piston exposed to reservoir-pressure on one side and to train pipe pressure on the 'other,'and hav i ingits stem resting upon the valve support- 1 ingv plate between the end thereof'and the In testimony that I claim the foregoing as my invention 1 have signed my name, in presence of two witnesses, this 25th day of July,

ALBERT P. MASSEY. Witnesses:

H. W. BoYER, M. J. MORKIN.

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