US541175A - Triple valve for air-brakes - Google Patents

Description

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J. MILNE & W. H. GREENE. TRIPLE VALVE FOR AIR BRAKES.

No. 541,175. Patented June 18, 1895.

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UNITED STATES PATE T OFFICE.

JOHN MIL NE AND WILLIAM H. GREENE, OF MARQUETTE, MICHIGAN.

TRIPLE VALVE FOR AIR-BRAKES.

SPECIFICATION forming part of Letters Patent No. 541,175, dated June 18, 1895.

Application filed January 14, 1895- Serial No. 534,897. (No model.)

To all whom it may concern..-

Be it known that we, JOHN MILNE, a subject of the Queen of Great Britain, and WIL- LIAM H. GREENE, a citizen of the United States, residing at Marquette, in the county of Marquette and State of Michigan, have invented certain new and useful Improvements in Triple Valves for Air-Brakes, of which the following is a specification, reference being had therein to the accompanying drawings.

The invention consists in the peculiar con struction of a quick action triple valve for air brakes, and particularly in the construc' tion of a by-pass around the valve-controlling piston of the well known Westinghouse triple valve, whereby the auxiliary reservoir may be more q'uickly recharged than with the present construction, without in any way detracting from the ordinary operation of the valve in applying the brakes, all as more fully hereinafter described.

In the drawings, Figure 1 is a top plan view of a quick-action triple valve of known construction, showing our improvement applied thereto. Fig. 2 is a section on y y, Fig. 1. Fig. 3 is a similar section of the upper part of a triple valve, showing the manner of ap-.

plying it to such valves as may now be in use. Fig. at is a cross-section through the cylindercasing, showing one end of the by-pass. Fig. 5 is a plan of the inner face of that portion of the cylinder shown in Fig. 4.

A is the casing of a well known quick action, triple valve for air brakes, which is applied in a branch pipe from the train pipe, and which has connections to the brake cylinder, and the auxiliary reservoir.

Q is a coupling which connects the interior of the casing with the branch from the train pipe.

N is a passage from the entering chamber in the casing to the well known emergency valve, the construction and operation of which form no part of our invention, and therefore need not be described.

1) is a passage leading to the cylinder m in which is the usual valve controlling piston D.

k is a restricted port formed in the inner edge of the cylinder casing, and connecting the chambers m and (1, when the piston is at the inner end of its movement, as shown in Fig. 2.

B and F are the air controlling valves operated by the piston D to supply air from the auxiliary reservoir to the air brake cylinder, when the piston D is moved, which is done by reducing the pressure in the train pipe.

After the brakes are operated it becomes necessary to recharge the auxiliary reservoir and this is accomplished by pumping the air into the train pipe, which air passes through the passage 12 in the easing into the cylinder m and moves the piston D to the position shown in Fig. 2, opening the port 70 and passing therethrough and through the chamber 01 to the auxiliary reservoir. The parts thus far described are of known and usual construction and operation.

In the position of the parts, shown in Fig. 2, the valves B and F close communication from the chamber d to the brake cylinder. The port It necessarily being a restricted port, to prevent the air from the auxiliary reservoir equalizing the pressure on both sides of the piston D when the pressure is reduced in the train pipe, and thereby preventing its travel, it requires considerable time to recharge the auxiliary reservoir. By our invention an enlarged by-pass from the chamber m into the chamber (1 around the piston D is provided, which will form a free passage for the air and thus permit of more quickly recharging the auxiliary reservoir than heretofore.

In Fig. 2, we have shown this by-pass formed integral with the casing of the triple valve,

and in Fig. 3 we have shown it in the nature of pipe fittings applied to old triple valves, which may now be in use.

. 1, 2 and 3 are three ports through the cylinder casing, the port 1 being located in the initial portion of the passage is, and the ports 2 and 3 being bores or apertures upon each side thereof. Instead of boring three ports, however, one large port of the proper width maybe used to efiect the same result. These ports connect into a passage 4, controlled by a check valve 5, preferably closed by a spring 6, the spring being held in the recess in the plug cap 7, as shown in Fig. 2.

8 is a. passage from the chamber 16, around the check valve, leading to the chamber (1.

Now it will be evident that just as soon as the piston D uncloses the port is it will si multaneously open the'ports 1, 2, 3 (or the single port used in lieuof the three) and permit brakes are to be operated, it is evident that no air canpass through the by-pass into the cylinder m as the check valve 5 will immediately be closed it the pressure below is decreased.

What we claim as our invention is- 1. The combination with a'valve-controlled piston of a triple valve, having chambers on both sides thereof, and a restricted port around the piston connecting the chambers, of an enlarged by-pass located at one side of and beyond the piston connecting the two chambers, having its inlet port in the wall of the piston chamber at a point adjacent to the inner end of the chamber, and a check valve therein, substantially as described.

2. The combination with the valve controlled piston of a triple valve, having chambers on both sides, and a restricted port around the piston connecting the chambers, of aby-pass extending outside the casing conmeeting the two chambers around the piston and having its inlet port at a point adjacent to the point of extreme inward movement of the piston, and a check valve in said bypass, substantially as described.

In testimony whereof we afiix our signatures in presence of two witnesses.

JOHN MILNE. WILLIAM H. GREENE. WVitnesses:

ALBERT E. MILLER, HATTIE E. LEHNEN.

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