US586158A

US586158A - Brake-valve

Info

Publication number: US586158A
Authority: US
Publication date: 1897-07-13
Anticipated expiration: 1914-07-13

Description

(No Model.)

ZSheets-Sheetl.

W. J. BRADLEY; BRAKE VALVE, No. 586,158. Patented July 13, 1897.

WITNESSES 77 INVENTOH. wm 6 B) ATTOHNEKS v (No Model.) 2 SheetsSheet 2. w. J. BRADLEY.

BRAKE VALVE.

Patented July 13, 1897.

IN VE N TOR a wmawfluf WITNESSES QQ/Ijfi A TTORNEVS ms nu FHCE.

i/VILLIAM JAMES BRADLEY, OF JERSEY CITY, NE\V JERSEY.

BRAKE-VALVE.

SPECIFICATION forming part of Letters Patent No. 586,158, dated July 13, 1897.

Application filed June 1, 1896.

To all whom it may concern:

Be it known that I, WILLIAM J AMES BRAD LEY, a citizen of the United States, and a resident of Jersey City, county of Hudson, and State of New Jersey, have invented certain new and useful Improvements in Brake- Valves, of which the following is a specification, reference being had to the accompanying drawings, forming a part thereof, in which similar letters and figures of reference indicate corresponding parts.

This invention relates to an improvement in brake-valves for controlling and operating air-brakes upon railway-trains, the object of the invention being to provide an efficient and operative device of this character which is constructed in such a manner as to obviate the use of perishable rubber diaphragms and gaskets. Further, the device comprises few and simple parts, it is easily and quickly operated, is positive in its action, and it is inexpensive and durable.

The invention will be hereinafter fully described, and specifically set forth in the annexed claims.

In the accompanying drawings, forming part of this specification, Figure 1 is a plan view of my improved valve. Fig. 2 is a vertical sectional elevation on a line 5c 00 of Fig. 1. Fig. 3 is an inverted plan view of the valve in detail. Fig. 4 isa plan view of the body of the device. Fig. 5 is a sectional plan view thereof, taken on a line y y of Fig. 2. Fig. 6 is a plan view of the device, illustrating the operation of the valve; and Fig. 7 is a vertical sectional elevation on a line 2 z of Fig. 4.

In the practice of my invention I provide primarily a cast-metal body or base A. This body has formed therein ports or channels A andA Leadingrespectivelyintotheseparts are tubular channels B and B. The channel 13 is provided with a coupling 19, which connects to a tube Z). This tube leads directly from the main air-reservoir of any suitable air-brake system, which reservoir is adapted to supply compressed air for the operation of the brakes, which air is passed through andcontrolled by my improved device. (Jonnected to the tubular channel B is a coupling 19 which connects to the tube 19 which leads Serial a. 593,711. on) model.)

to and connects with any suitable train-line of air-brakes.

Tapped into the port or chamber A is a tube C, which may be connected to any suitable air-gage adapted to register the condition of the air in the main reservoir, and tapped into the channel A is a similar tube 0, adapted to connect with the gage for indicating the train-line pressure.

Leading outwardly and upwardly from the channel A is a port 1, which is adapted to communicate with a port 2 of a circular plate D, which is securely attached to the body A and is ground thereon, whereby an air-tight joint is maintained between the two said parts, which are practically integral with each other.

The channel A has two branches leading from its point of outlet, one of which leads into a port 3 of the plate D and the other into port 4 of the said plate. The two ports 2 and 3 of this plate D are adapted to engage with a port 5 of a revoluble valve E, which said valve is smoothly ground to the upper surface of the plate D, whereby said plate acts as a seat for the valve and an air-tight joint between valve and seat is maintained. The said valve is adapted to revolve around a spindle F, which is securely attached to the body A. Said valve is further provided through its periphery with a segmental port 6, adapted for engagement with the port 4 of the plate D for exhausting the air from the train-line.

Secured to the top surface of the valve E is a handle or lever E, which hasa depending spring-tongue 6 attached thereto. This tongue is adapted to engage with radial projections or stops d, 01 and d of the stationary plate D.

To maintain the valve E in secure vertical engagement with its seat D, I provide a coilspring G, which bears at its upper portion upon the lower face of a collar g, which is secured around the upper portion f of the spindle F.

Adjacent to the collar g is a similar collar g, and between these two collars are ballbearings g for reducing friction in operating the valve. The said parts are all held to the spindle F by means of a nut F, which is secured to the outer end of the portion f of the spindle F.

Leading through the body A from the channel A is a channel 7, which communicates with a port 8. Said port leads into an annular chamber 9, which forms part of the feedvalve 11. The casing of said valve is tightly joined to the body A through the medium of bolts 05.

Leading from the chamber 9 is a chamber 10, which chamber is of a diameter considerably larger than the chamber 9, and mounted upon an annular shoulder 11 of the chamber 10 is a metallic diaphragm 12, which said diaphragm is held in place by means of a metallic ring 13 and a threaded plug 14. This said plug is extended into a depending tubular projection 15.

Formed within the channel which joins the chambers 9 and 10- together is a valve-seat 1;, which is adapted for engagement with the valve I, which valve is adapted to be closed by a spring 2".

Leading from the chamber 10 is a channel 16, which communicates with a channel 17, which said channel 17 communicates with a port 18 of the plate D.

Secured to the diaphragm 12 by means of a nut j is a stop J, which stop is adapted to engage with a seat j of the plug 14. The said stop is normally maintained in its unseated or open position by means of a coilspring K, which is mounted upon a screwplug K, which is threaded within the lower end of the tube 15. By raising or lowering this plug the tension of the spring K can be gaged. Engaging with the outer edge of the plug K is a screw-cap 70, which acts as a jamnut for maintaining the plug K in position.

In the operation of the device, the valve E being set as indicated in Fig. 1 of the drawings, the air from the main reservoir will pass through the channel A, thence up through the port 5 of the said valve and down into the channel A and thence through the tube B to the train-line. WVhen the handle is in running position, as indicated in Fig. 6, the main supply-port 1, which leads from the channel A, is closed. Air is then supplied from the main channel A to the channel 7, thence to the channel 8 into the chamber 9 of the feed-valve casing, thence to the chamber 10 and through the

channels

16 and 17 to the port 18, from said port to the port 5 of the valve, and thence down through the channel A to the outlet 13, which leads to the train-line.

In order to exhaust the air from the trainline and work the brakes gently and slowly, the handle will be moved in the direction of the arrow m in Fig. 2 of the drawings until the port 6 of the valve E communicates with the extensions 3 and s of the port 4, whereby air will be exhausted from the train-line when making a slow and ordinary stop, but when it is desired to make an emergency stop and exhaust air rapidly the handle E of the valve E will be swung around to the stop (1 whereby the port 6 of the valve E will register with the port 1 of the plate D and instantly exhaust the air from the train-line, whereby a full application of brakes will occur.

The feed-valve H is adapted to maintain a full supply of air in the train-line under a uniform pressure, and the cavities 9 and 10 will be maintained in relative positions by changing the tension of the spring K. For instance, there is one hundred pounds pressure in chamber 9 and seventy pounds in chamber 10, the same pressure (seventy pounds) being maintained in the train-line. Now any excess of pressure will force the stop J down upon its seat and close the valve I. The coil-spring K being set at seventy pounds pressure, it a leak should occur in the train-line the pressure in cavity 9 is reduced, causing the spring to move thevalie 12 upwardly, thus allowing air to pass into the port 16 and thence to the train-line, as before described. VVhen seventy pounds is again reached, the diaphragm is forced down and the valve I is again seated.

Having thus described my invention, what I claim as new, and desire to secure by Letters Patent, is

1. In a brake-valve, a casing comprising a solid valve-body having two ports, a removable valve-seat provided with three ports ground to the said valve-body, a removable valve mounted on a spindle secured in the solid valve-body, a handle for operating the valve, spring-actuated means for securing the valve in engagement with its seat, ballbearings for reducing friction in operating the valve, and a feed-valve mechanism, substantially as shown and described.

2. An improved brake-valve, comprising a solid base or body having two ports therein and a removable valve-seat having three ports therein ground thereto, channels leading therethrough respectively from a source of air-supply and to a train-line of brakes, said channels communicating with a revoluble valve having a port therein for connecting the two said channels together, and a further port for exhausting air from the channel communicating with the train-pipe, the said body having further channels formed therein which communicate respectively with the said supply-channel and with the said revoluble valve; and a feed-valve which engages with the two last-named channels and comprises a hollow body having a diaphragm, a spring-pressed valve and a stop therein for regulating the pressure in the train-line, substantially as shown and described.

3. The combination of the metallic body having an inlet connected to an air-supply, an outlet-channel leading to a train-line, the revoluble valve for connecting the said chan- IIO nels, and the plate or seat for said valve the inletand outlet channels of the said body,

ground thereon, the spring-pressed means, substantially as shown and described. said means consisting of the collars with in- In testimony that I claim the foregoing as terposed roller-bearings and springs for mainmy invention I have signed my name, in pres- I 5 5 tainingit in engagement with its seat, and ence of two Witnesses, this 27th day of May, the operating-lever which is connected to the A. D. 1896. said valve; with the feed-valve comprising r the compartmental casing having a valve, a WILLIAM JAMES BRADLES" regulating-diaphragm therein and the springs Witnesses I 10 for operating the said parts, and channels WILLIAM BRABAND, for connecting the feed-valve chambers with THEODORE ABEL.