US518929A - Quick-action triple valve - Google Patents

Quick-action triple valve Download PDF

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US518929A
US518929A US518929DA US518929A US 518929 A US518929 A US 518929A US 518929D A US518929D A US 518929DA US 518929 A US518929 A US 518929A
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valve
piston
train pipe
fluid
passage
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T15/00—Construction arrangement, or operation of valves incorporated in power brake systems and not covered by groups B60T11/00 or B60T13/00
    • B60T15/02—Application and release valves
    • B60T15/18—Triple or other relay valves which allow step-wise application or release and which are actuated by brake-pipe pressure variation to connect brake cylinders or equivalent to compressed air or vacuum source or atmosphere
    • B60T15/24—Triple or other relay valves which allow step-wise application or release and which are actuated by brake-pipe pressure variation to connect brake cylinders or equivalent to compressed air or vacuum source or atmosphere controlled by three fluid pressures
    • B60T15/30—Triple or other relay valves which allow step-wise application or release and which are actuated by brake-pipe pressure variation to connect brake cylinders or equivalent to compressed air or vacuum source or atmosphere controlled by three fluid pressures with a quick braking action
    • B60T15/302—Railway control or brake valves with evacuation of air to a reservoir, to the atmosphere or to the brake cylinder
    • B60T15/304—Railway control or brake valves with evacuation of air to a reservoir, to the atmosphere or to the brake cylinder with one slide valve

Definitions

  • the triple valve is connected with the train pipe, or a branch therefrom, by means of the screw threaded nipple 2, and fluid from the train pipe flows through the passages 3, 4, chamber 5, and passages 6, into the piston chamber 7, where it acts on the movable abutment, or piston, 8, and moves it to the right, to the extremity of its stroke, as shown inFig. 1.
  • the fluid from the train pipe then passes through the feed groove, 9, around the piston, and into the chamber which is in open communication with the auxiliary reservoir.
  • the slide valve, 11, is loosely fitted between shoulders formed on the stem 12, of the piston 8, and is provided with ports 13- and 14, for admitting fluid, through the port 19 in the valve seat, from the auxiliary reservoir to the brake cylindergin making service and emergency applications of the brakes, and with an exhaust recess or cavity, 15, for exhausting fluid from the brake cylinder to the atmosphere in releasing the brakes.
  • a cavity or recess 20 is formed in the face of the slide valve 11', by means of which it is adapted to eifect the operation of the quick action valve device for quickly releasing the fluid under pressure from the train pipe, as presently to be described.
  • the quick action valve, 25, controls a passage 29, leading from the chamber 24 into a chamber, 30, in which is located a supplementary movable abutment or piston, 31, having a tubular stem 32 which fits over a guide stem 33 projecting from the quick action valve.
  • the stem 32, of the piston 31 is fitted to movein guides 34, and, as shown, is not positively connected with the stem 33 of the quick action valve. If preferred, however, the quick action'valve and the piston may be positively connected by a single stem, or the connection between them may be otherwise varied; the essential feature of the construction being that a sufficient movement of the piston from its normal position shall open the quick action valve.
  • a passage 16 leads from the passage 4,"which is normally in open communication with the train pipe, to a port 17 in the seat, 18, of the slide valve 11, and a port or passage 35, in the valve seat, communicates with one end of the chamber 30, above the piston 31.
  • the port 17 is closed by the face of the slide valve when the slide valve is in its normal, or release, position, or when it is in the service position, that is, the position in which the port 13 in the slide valve registers with the brake cylinder port 19.
  • the slide valve 11 is moved by the piston 8 to the limit of its stroke to the left, as shown in Fig. 2, and the recess or cavity 20, in the slide valve, connects the ports 17 and 35 in the valve seat.
  • Fluid under pressure from the train pipe then flows through the passage 16, cavity 20, and port or passage 35, into the chamber above the piston 31, and, acting on the piston 31, forces it down on the stem 33 and unseats the quick action valve 25.
  • the quick action valve When the quick action valve is unseated, the fluid under pressure in the chamber 24 escapes into the chamber 30, and, through the passage 36, into the brake cylinder.
  • the release of pressure above the check valve 23 permits the fluid under pressure in the train pipe to lift said check valve, and, the quick action valve, 25, being open, the fluid from the train pipe flows through the passage 22, chamber 24, passage 29, chamber 30, and passage 36, to the brake cylinder.
  • Oommunication between the auxiliary reservoir and the brake cylinder is then cut off by the closing of the ports 13 and 1 1 in the valve; communication between the brake cylinder and the atmosphere is opened by connecting the port 19 with the exhaust port 38, through the cavity 15 in the valve; and the port 17in the valve seat is disconnected from the port or passage 35, by being covered by the face of the slide valve, communication being thereby cut off between the passage 16 and the chamber 30.
  • the fluid admitted to the chamber 30, above the piston 31 is permitted to escape either around the piston, which may be loosely fitted for that purpose, or through one or more openings through the piston, or through a groove formed in the edge of the piston or in the wall of the piston chamber.
  • Such openings or passages must not, however, be so large as to interfere with or prevent the prompt action, on the piston, of the fluid admitted above the piston for the purpose of opening the quick action valve.
  • a diaphragm may be employed instead of the piston 31, and the fluid released from the train pipe may be permitted to escape to the atmosphere or to a reservoir or chamber, or to a second brake cylinder.
  • WVhile I have shown a slide valve adapted to operate both asa supply and release valve, for admitting fluid from the auxiliary reservoir to the brake cylinder and releasing it from the brake cylinder to the atmosphere, as shown in LettersPatentNo. 360,070, granted and issued to George Westinghouse, J12, March 29, 1887, my invention is not limited in its application to the employment of such specific construction.
  • the slide valve in addition to its function in connection with my invention, may operate merely as an exhaust valve, for releasing fluid from the brake cylinder to the atmosphere; or, if preferred, a separate valve of any form operated by the triple valve piston, may be employed in connection with a triple valve of either the slide or of the puppet valve type.
  • the combination with a release valve controlling a passage from the train pipe, of a movable abutment having normally an equilibrium ot' fluid pressures on its opposite sides, a passage through which fluid may be admitted from the train pipe to the abutment, and a valve operated by the triple valve piston for admitting fluid under pressure from the train pipe to the movable abutment for opening the release valve, substantially as set forth.
  • the combination with a release valve controlling a passage from the train pipe, of a movable abutment exposed on one side to brake cylinder pressure and a valve operated by the piston of a triple valve for admitting train pipe pressure to the other side of the movable abutment, substantially as set forth.
  • the combination with a triple valve, of a release valve controlling a passage from the train pipe, a supplementary movable abutment having, normally, an equilibrium of fluid pressures on its opposite sides, and a valve operated by the triple valve piston and adapted to admit fluid under pressure from the train pipe to the supplementary movable abutment when the triple valve piston is in the emergency position, substantially as set forth.
  • the combination with a triple valve, of a release valve controlling a passage for the release of fluid under pressure from the train pipe, a movable abutment, for operating the release valve, which is fitted in a chamber normally disconnected from the train pipe, and avalve, operated by the movement of the triple valve piston, for admitting fluid under pressure from the train pipe to the movable abutment, substantially as set forth.

Description

(No Model.) f 2-Sheets-Sheet 1.
HQH; WESTINGHOUSE.- QUICK ACTION .TRIPLEVALVE. I No. 518,929. I Patented Apr. 24, 1894.
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mvsnrron,
wrru asses: I
(No Model.) 2 Sheets-Sheet 2.
H. H. WESTINGHOUSE.
I QUICK ACTION TRIPLE'VALVE. N0. 518,929. Patented Apr. 24, 1894.
Fin-1-2 ill FIG-3- NITED STATES PATENT OFFicE.
HERMAN WESTINGHOUSE, OF PITTSBURG, PENNSYLVANIA.
QUICK-ACTION TRIPLE VALVE.
SPECIFICATION forming part of Letters Patent No. 518,929, dated April 24, 1894. Application filed December 14, 1893. Serial No. 493,647. (No model.)
T0 on whom it may concern.-
Be it known thatl, HENRY HERMAN 'WEsT- INGHOUSE, a citizen of the United States, residing at Pittsburg, in the county of Allegheny effected and controlled by the movement of the triple valve piston.
The improvement claimed-is hereinafter fully set forth.
In the accompanyingdrawings: Figure l is a central section through a quick action triple valve illustrating an embodiment of myinvention, the parts being shown in their normal or release positions; Fig. 2, a similar section showing the parts in the positions which they occupy in making an emergency, or quick, application of the brakes; Fig. 3, a view showing the face of the slide of the triple valve; and, Fig. 4, a plan View of the seat of the slide valve of the triple valve.
In the drawings, Ihave illustrated my invention in connection with a triple valve of the Westinghouse type, but it is not limited to such specific form of quick action mechanism, nor to any other particular style or .form of triple valve device. The casing, 1, of
the triple valve is connected with the train pipe, or a branch therefrom, by means of the screw threaded nipple 2, and fluid from the train pipe flows through the passages 3, 4, chamber 5, and passages 6, into the piston chamber 7, where it acts on the movable abutment, or piston, 8, and moves it to the right, to the extremity of its stroke, as shown inFig. 1. The fluid from the train pipe then passes through the feed groove, 9, around the piston, and into the chamber which is in open communication with the auxiliary reservoir. The slide valve, 11, is loosely fitted between shoulders formed on the stem 12, of the piston 8, and is provided with ports 13- and 14, for admitting fluid, through the port 19 in the valve seat, from the auxiliary reservoir to the brake cylindergin making service and emergency applications of the brakes, and with an exhaust recess or cavity, 15, for exhausting fluid from the brake cylinder to the atmosphere in releasing the brakes.
' In addition to the ports or passages already mentioned, a cavity or recess 20 is formed in the face of the slide valve 11', by means of which it is adapted to eifect the operation of the quick action valve device for quickly releasing the fluid under pressure from the train pipe, as presently to be described. When the train pipe is charged, fluid under pressure fills the passage 21 and communicating passage 22, and, acting on the under side of the check valve 23, lifts it from its seat, andflows into the chamber 24, Where it acts on the back of the quick action valve 25, and tends to hold it to its seat. The check valve,
23, and the quick action valve, 25, are both normally seated, being held to their seats by the spring 26, which is located in the tubular stem 27 of the check valve, and bears, at one end, against the bottom of the tubular stem, and, at the other end, against the stem,28, of the quick action valve. The check valve 23 closes when the pressure in the chamber 24 is nearly equalized with the train pipe pressure. The quick action valve, 25, controls a passage 29, leading from the chamber 24 into a chamber, 30, in which is located a supplementary movable abutment or piston, 31, having a tubular stem 32 which fits over a guide stem 33 projecting from the quick action valve. The stem 32, of the piston 31, is fitted to movein guides 34, and, as shown, is not positively connected with the stem 33 of the quick action valve. If preferred, however, the quick action'valve and the piston may be positively connected by a single stem, or the connection between them may be otherwise varied; the essential feature of the construction being that a sufficient movement of the piston from its normal position shall open the quick action valve. g
A passage 16 leads from the passage 4,"which is normally in open communication with the train pipe, to a port 17 in the seat, 18, of the slide valve 11, and a port or passage 35, in the valve seat, communicates with one end of the chamber 30, above the piston 31. The
ports 17 and are disconnected, and the port 17 is closed by the face of the slide valve when the slide valve is in its normal, or release, position, or when it is in the service position, that is, the position in which the port 13 in the slide valve registers with the brake cylinder port 19. When, however, a sufficiently great and rapid reduction of train pipe pressure is effected to produce an emergency application of the brakes, the slide valve 11 is moved by the piston 8 to the limit of its stroke to the left, as shown in Fig. 2, and the recess or cavity 20, in the slide valve, connects the ports 17 and 35 in the valve seat. Fluid under pressure from the train pipe then flows through the passage 16, cavity 20, and port or passage 35, into the chamber above the piston 31, and, acting on the piston 31, forces it down on the stem 33 and unseats the quick action valve 25. When the quick action valve is unseated, the fluid under pressure in the chamber 24 escapes into the chamber 30, and, through the passage 36, into the brake cylinder. The release of pressure above the check valve 23 permits the fluid under pressure in the train pipe to lift said check valve, and, the quick action valve, 25, being open, the fluid from the train pipe flows through the passage 22, chamber 24, passage 29, chamber 30, and passage 36, to the brake cylinder.
When, or slightly before, the train pipe pressure equalizes with the pressure in the brake cylinder, the check valve, 23,returns to its seat, and prevents a back flow of fluid from the brake cylinder to the train pipe. At the same time that the ports 17 and 35 are connected, by the cavity 20, the port 14: in the slide valve registers with the port 19 in the valve seat, and fluid under pressure flows from the auxiliary reservoir through the ports 14 and 19, and passages 37 and 36, into the brake cylinder. When the train pipe is again charged, for the purpose of releasing the brakes, the piston 8 and the slide valve 11 are returned to the positions shown in Fig. 1. Oommunication between the auxiliary reservoir and the brake cylinder is then cut off by the closing of the ports 13 and 1 1 in the valve; communication between the brake cylinder and the atmosphere is opened by connecting the port 19 with the exhaust port 38, through the cavity 15 in the valve; and the port 17in the valve seat is disconnected from the port or passage 35, by being covered by the face of the slide valve, communication being thereby cut off between the passage 16 and the chamber 30. The fluid admitted to the chamber 30, above the piston 31, is permitted to escape either around the piston, which may be loosely fitted for that purpose, or through one or more openings through the piston, or through a groove formed in the edge of the piston or in the wall of the piston chamber. Such openings or passages must not, however, be so large as to interfere with or prevent the prompt action, on the piston, of the fluid admitted above the piston for the purpose of opening the quick action valve.
If preferred, a diaphragm may be employed instead of the piston 31, and the fluid released from the train pipe may be permitted to escape to the atmosphere or to a reservoir or chamber, or to a second brake cylinder.
WVhile I have shown a slide valve adapted to operate both asa supply and release valve, for admitting fluid from the auxiliary reservoir to the brake cylinder and releasing it from the brake cylinder to the atmosphere, as shown in LettersPatentNo. 360,070, granted and issued to George Westinghouse, J12, March 29, 1887, my invention is not limited in its application to the employment of such specific construction. The slide valve, in addition to its function in connection with my invention, may operate merely as an exhaust valve, for releasing fluid from the brake cylinder to the atmosphere; or, if preferred, a separate valve of any form operated by the triple valve piston, may be employed in connection with a triple valve of either the slide or of the puppet valve type.
I claim as my invention and desire to secure by Letters Patent- 1. In an automatic fluid pressure brake system, the combination with a movable abutment and a release valve controlling a passage for the release of fluid under pressure from the train pipe, of a main valve of a triple valve, controlling the admission of fluid from the train pipe to the movable abutment, for opening the release valve, substantially as set forth.
2. In an automatic fluid pressure brake system, the combination, with a release valve controlling a passage from the train pipe, of a movable abutment having normally an equilibrium ot' fluid pressures on its opposite sides, a passage through which fluid may be admitted from the train pipe to the abutment, and a valve operated by the triple valve piston for admitting fluid under pressure from the train pipe to the movable abutment for opening the release valve, substantially as set forth.
3. In an automatic fluid pressure brake system, the combination, with a release valve controlling a passage from the train pipe, of a movable abutment exposed on one side to brake cylinder pressure and a valve operated by the piston of a triple valve for admitting train pipe pressure to the other side of the movable abutment, substantially as set forth.
4. In an automatic fluid pressure brake system, the combination, with a triple valve, of a release valve controlling a passage from the train pipe, a supplementary movable abutment having, normally, an equilibrium of fluid pressures on its opposite sides, and a valve operated by the triple valve piston and adapted to admit fluid under pressure from the train pipe to the supplementary movable abutment when the triple valve piston is in the emergency position, substantially as set forth.
5. In an automatic fluid pressure brake system, the combination, with a triple valve, of a release valve controlling a passage for the release of fluid under pressure from the train pipe, a movable abutment, for operating the release valve, which is fitted in a chamber normally disconnected from the train pipe, and avalve, operated by the movement of the triple valve piston, for admitting fluid under pressure from the train pipe to the movable abutment, substantially as set forth.
In testimony whereof I have hereunto set my hand.
HENRY HERMAN WESTINGHOUSE. -Witnesses:
J. SNOWDEN BELL, T. J. HOGAN.
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