US745983A - Engineer's brake-valve. - Google Patents

Description

PATENTED DEC. 8, 1903;

P AGKERMANN' ENGINBERS BRAKE VALVE.

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. h Q A k 5 a fill/M5565 No. 745,983. PATENTED DEC. 8, 1903.

P. AGKERMANN ENGINEBRS BRAKE VALVE.

' APPLICATION FILED APR. l4 1902.

N0 MODEL. 2 SHEETSSHEET 2 1 wAsummcnL 12v 0,

Patented December 8, 1903.

PATENT FFICE.

PETER ACKERMANN, OF CHICAGO, ILLINOIS.

-ENGINEERS BRAKE VALVE.

SPECIFICATION forming part of Letters Patent No. 745,983, dated December 8, 1903.

Application filed April 14, 1902, Serial No. 102,925. (No model To (all whom, it 'mcry concern:

Be it known that 1, PETER ACKERMANN, a citizen of the United States, and a resident of the city of Chicago, in the county of Cook and State of Illinois, have invented certain new and useful Improvements in Engineers Brake-Valves,oE which the followingisa specification, reference being bad to the accompanying drawings, and the letters of reference marked thereon, which form a part thereof.

My invention relates toilnprovements in engineers brake-valves such as are used in controlling automatic air-brake mechanisms, and is an improvement on my prior application entitled Engineers brake valves, filed February 2, 190i, Serial No. 45,769.

The object of the invention is to simplify and improve the construction and operation of valves of this kind, making the same more positive in their operation and less likely to get out of repair.

This invention consists in the matters hereinafter described, and more fully pointed'out and defined in the appended claims.

In the drawings, Figure 1 is a side elevation, partly in section, of a device embodying my invention, showing the same with the excess-valve open. Fig. 2 is a top plan View of the base-chest. Fig. 3 is a vertical section similar to that shown in Fig. 1 and showthe excess-valve in closed position. Fig. 4 is a section taken from line 4 4 of Fig. 3. Fig. 5 is a side elevation of the plug-valve closure. Fig. 6 is also a side elevation of the same, taken at a right angle with the position shown in Fig. 5. 7 is a horizontal section of the valves, showing the same in the emergency or full release position.

As shown in said drawings, A indicates a base-chest provided with a peripheral upwardly-extending flange a and divided in its interior into three compartments or chambers, as shown in dotted lines in Fig. 2 and indicated, respectively, by a, a and a into which open, respectively, the main pressure-pipe A, the train-pipe A and the exhaust-pipe A Said base-chest is provided with upwardly-opening apertures extending through the top wall of said compartments, as shown in Fig. 2, of which those opening from the chambers a 0. register with upwardlydirected openings or passages 11 b in the valve-seat B. Said valve-seat consists of a casting or fitting ground on its lower end to provide an air-tight fit with the top of the base-chest, between which and the same, if preferred,m ay be inserted a packing or gasket of any desired kind. The passages b b, which register with the apertures leading into the chambers a and a respectively, or, in other words, communicate directly with the trainpipe and the exhaust-pipe at their upper ends, open into the conical seat of the valve-closure C about midway in the length of the same. Said main-valve closure C comprises a downwardly-tapering conical portion C, which fits closely in said conical seat, as shown in Figs. 1 and 3, and which is provided with an upwardly-extending stem 0, which is reduced in size intermediate of its ends to provide an upwardlydirected shoulder c and which above said shoulder is cylindric to near the extremity of the stem, where the same is angular and adapted to permit engagement with an operating handle or leverin the usual manner.

D indicates a cap ground to fit closely upon and form an air-tight joint with the top of the valve-seat B, as shown in Figs. 1 and 3, and which is apertured axially to receive the reduced portion of the valve-stem c, as shown in Fig. 3, said cap being provided with a downward ly and inwardly directed shoulder adapted to engage on the upwardly-directed shoulder 0 of the valve-stem and acting to hold said valve closure firmly in its seated position. The cap, valve seat, and base-chest are each provided on diametrically opposite sides with lugs having apertures therethrough which register with each other and through which extend the bolts D D, firmly binding said parts rigidly together, yet permitting the same to be readily disassociated for purposes of examination or repair. The valve closure and stem are apertured axially for their entire length, said aperture being reduced in size at the lower end of the valve-closure and ground to provide a seat for the upwardlyopening excess-valve closure E, as shown in Figs; 1 and 2. cess-valve closure is an upwardly-extending longitudinally fluted stem 2, which permits a free passage of the air upwardly within the valve-closure C and its stem. Means are pro- Rigidly secured on said ex-' vided for regulating the pressure or resistance of the excess-valve E against upward pressure, comprising a pintle on the upper end of the stem e, (indicated by e.) A strong spiral spring 6 engages on said pintle and extends upwardly in the valve-stem c. A follower 6 engages in the top of said spring and is provided with a conical seat in the upper surface thereof, into which extends a complemental end of a screw-plug 6 which has screw-threaded engagement in the upper end of the stem, which is threaded for that purpose. Said screw-plug is adapted to be moved upwardly or downwardly in said stem, thereby increasing or decreasing the tension of the spring 6 upon said excess-valve. A screw-plug a has screw-threaded engagement in the upper end of the stem above the plug e and acts to close the said aperture and to prevent dust or dirt finding its way therein above the screw-plug e and also to afford a finish. In said base-chest the aperture opening from the chamber a, which communicates with the main pressure-pipe, extends obliquely upwardly and inwardly to permit the direct upward pressure of the air being exerted directly on the lower end of said excess-valve closure E. The valve-seat B is provided with an opening or passage extending upwardly therein in close proximity with the closure O and which registers in one position of said closure with a passage therein 0 which opens into the axial aperture in said closure. I

The valve-closure C is provided at a right angle with the passage 0 with a relatively large horizontal and crescent-shaped recess 0 as shown in Fig. 6, from which on one side of the same extends a plurality of grooves or gutters varying in depth and length and indicated by 0 c c and c of which thelargest and longest is 0 and the remainder of which gradually decrease in length and size, as clearly shown in said Fig. 6. Opposite from said recess and at a right angle with the passage 0 a passage 0 opens outwardly through said closure at a pointtherein to communi cate with either of the passages Z) Z), which open, respectively, into the exhaust-chamber a into which the exhaust-pipe opens, or the chamber a which communicates with the train-pipe. Said crescent or segmental passage or recess with each gutter opening thereinto, the passage 0 and the passage 0 are so disposed that when the passage 0 is in communication with the passage opening into the main pressure-chamber a said passage 0 opens into the passage leading to the trainpipe, which said recess, with its gutters, are so positioned in the valve-seat as to be closed by the seat, as clearly shown in Fig. 4.

The operation is as follows: It being desired to carry, say, ninety (90) pounds pressure in the main pressure-pipe and, say, seventy pounds in the train-line, the tension of the spring e in the stem is adjusted by means of the screw-pl'u g e to enable the excess-valve E to withstand an upward pressure equal to the difference, or twenty pounds. When so adjusted, the valve positioned as indicated in Fig. 3 will enable the pressures to be automatically regulated in the main pressurepipe and train-pipe, the air from the main pressure-pipe passing inwardly through the chamber a, upwardly through the small passage c through the aperture c of the valveclosure, and downwardly into the chamber a to the train-pipe. Should a pressure be had in the main pressure-pipe above normal main pressure for which the excess-valve is adjusted, the excess-valve closure E will be lifted, permitting the air more freely to pass to the train-pipe or to the exhaust, depending upon the position of the valve. \Vith the valvein running position, as indicated in Fig. 8, when it is desired to bring a train to a gradual stop or to slow up or for other reasons the valve-closu re, by means of the operatinglever,is rotated to a position which permits on e or more of the gutters c c 0', and c to communicate with both the passages b b, which, as before described, lead to the chamber (t and to the exhaust-chamber a A portion of the air contained in the train-pipe thus is permitted to escape through the exhaust-chamber and exhaust-pipe, bringing the brakesinto operation. Obviously, as shown in Figs. 4: and 7, when the valve-closure O is turned to its fullstop position the passage 0 is closed, thus preventing the reduction of the main pressure, while permitting the train-line to be exhausted to any desired degree. The position shown in Fig. 7 illustrates the full release or emergency stop. In this position the crescent-shaped recess in the closure O is made to register with the passage leading to the exhaust chamber and pipe, and all of the gutters or passages have a direct communication with the train-pipe, permitting any desired reduction of pressure in the train-pipe. After such release when the valve is again returned to its running position the passage 0 again registers with the passage in the valve-seatleading to the main pressure-chamber in the base-chest. This permits the pressure to be equalized, as before described. The main pressure being sufficiently higher than the pressure in the train-pipe, the excess-valve E is lifted by the pressure, and the pressure in the mainpressure-pipe and train-pipe are immediately adjusted.

Obviously it is a matter of great importance in a construction of this kind that means be provided to compensate for small leaks in the train-pipe. Inmy invention unless the leaks are very large the construction permits such compensation, the air passing through the passage 0 and apertures 0 as before described. It is evident also that bursting the main pressure-pipe will not set the brakes, owing to the smallness of the passage 0 In my construction the utmost simplicity prevails, and the operation of the valve is automatic in all respects. It is also a matter of great importance that any particles of dust or dirt finding their way into the main pressure-chamber be not permitted to cut or injure the valves. and passages preferably increase in size or incline slightly inwardly and downwardly, thus permitting foreign matter finding its way therein to readily find egress without clogging the device.

Obviously many details of construction may be varied without departing from the principles of this invention.

I claim as my invention 1. In an engineers brake-valve, the combination with a base divided into independent chambers communicating respectively with a main pressure-pipe, a train-pipe and an exhaust-pipe, of a valve seated thereon and communicating normally with the main pressurepipe chamber, passages leading from each of the remaining chambers into position to be controlled by said valve and an excess'valve carried in and adapted to be operated conjointly with and independently of the main valve and acting to equalize pressure between the main pressure-pipe and the train-pipe.

2. In a valve of the class described,the combination with a base having therein chambers com tnunicating respectively with a train-pipe, a main pressure-pipe and an exhaustpipe, of a tubular conical valve-closure seated to control passages leading to each of said chambers and in its respective positions adapted to connect any two of the same, an upwardly-oped ing excess-valve in the bore of the valveclosure, means for adjusting the resistance of said excess-valve against upward pressure, and a port communicating with the main pressure-pipe and leading inwardly through said valve-closure above the eXcess-valve,and a port leading outwardly through the valveclosure and adapted to communicate with the train-pipe and graduated means for regulating-the release of air from the train-pipe while retaining the air within the main pressurepipe.

3. A valve-closu re for the purpose specified comprising a conical closure having a graduated port on its outer surface and having an axial bore therein which is reduced at one end to form a valve seat, an excess valve within said valve-closure, a fluted stem thereon and a spring within said bore and engaging against the stem, means for regulating the pressure of the spring thereon and varying the pressure of the excess-valve in its seat, and a port admitting air above the excessvalve.

et. The combination with a base-chesthaving therein independent non-communicating chambers respectively connected with an exhaust-pipe, a train-pipe and a main pressurepipe, of a valve seated thereon and comprising a conical valve closure, an axial bore therein, passages in the valve-seat communicating each with one of said chambers, a port For this reason the gutters connecting the interior of the valve-closure with the main pressure-chamber and a like port permitting the. escape of air from the interior of the valve-closure into one of the remaining chambers and an excess-valve inclosed and seated within the valve-closu re and subject to the pressure from the pressurechamber and regulable resilient means for controlling the pressure of said excess-valve in its seat.

. 5. In an engineers brake-valve, the combination with the base-chest section and a valveseat section, of a valve in the latter having a central bore and a lateral port leading therethrough and passing through the valve-seat section, independent ports in the valve-seat leading to the train-pipe and to the exhaustpipe, a port in the lower end of the base-chest, an excess-pressure valve within and closing the lower end of the valve bore and passages leading from the base-chest to the air-reservoir and center boreof the valve.

6. In an engineers brake-valve, the combination with a base-chest section, and a valveseat section, and cap-section, a main pressurepipe, an exhaust-pipe, and a train-pipe connected in the base-section, a conical valveclosure having a lateral opening through which the pressure-pipe and train-pipe communicate, said closure having a circumferential recess or port of gradnally-increasing area and depth through which in one position of the valve-closure the train-pipe and exhaustpipe communicate.

7. In an engineers brake-valve, the combination with a base-chest section, and avalveseat section, of a conical valve-closu re fitted in the valve-seat section, ports leading therefrom to the train-pipe, main pressure-pipe and exhaust-pipe and a series of circumferential ports of gradually-increasing size on the surface of the valve through which two of the pipes communicate in one of the positions of the valve-closure to the exhaust-port of the valve-seat.

8. In an engineers brake-valve, the combination with the casing, of a conical valve-closure having a central bore therein and fitted closely in a complemental seat, a base-section havingco mpartments connecting respectively with a main pressure-pipe, a train-pipe and an exhaust-pipe, an adjustable eXcess-valve closing and contained with the central bore of the valve-chamber and an excess-port leading through the valve-seat from the main pressure-pipe into the bore of the valve.

9. An engineers brake-valve, comprising a chambered base-section, a valve-seat thereon, a conical valve-closure therein, having a central, longitudinal bore, an excess-valve contained within the bore of said valve-closure and seating at the lower end thereof and subject to pressure from one of the compartments in the base-section, the base, means for graduating the resistance of the excess-valve to such pressure, and ports communicating normally through the bore of the valve-closure with a train-pipe and to a pressure-pipe connected in the chambers of said base-section.

10. In an engiueers brake-valve, the combination with a valve-seat section, of a conical valve-closure having a central bore, an excess-valve fitted in the bore of the valve-closure at the lower end thereof, a base-section hav-ing compartments in which connect a main pressure-pipe, a train-pipe, and an exhaust-pipe respectively, a port leading from the main pressure-pipe compartment through the top thereof, and opening into a recess in the base-section below the cone-valve and communicating with the center bore thereof through said excess-valve.

11. In a device of the class described, the combination with an independent base, of a train-pipe, a main pressure-pipe and an exhanst-pipe connecting with said chambers, of a valve seated thereon, comprising a valveseat section having passages therein oommunicating with each of said chambers in the base, a conical valve-closure fitted in the valve-seat, and provided with a central bore or passage,a port opening through said valveclosure and adapted to permit commu nication between the pressure-chamber and train-pipe chamber or exhaust-chamber dependent upon the position of the valve-closure, and a plurality of ports on the periphery of the valveclosure having varying lengths and sizes and adapted to permit varying communications between the passages leadingfrom the trainpipe chamber to the exhaust-chamber dependent upon the position of the valve and a spring-controlled excess-valve in the bore of the valve-closure and in open communication with the pressure pipe and chamber and adapted to restore the pressure in the trainpipe after a reduction thereof.

12. In a device of the class described the combination with a chambered base, with an upwardly-turned peripheral flange ofa tubular valve-seat complemental therewith, a conical and tubular valve-closure seated therein, adjacent to the top of said base capable of rotary motion only, means for operating said valve-closure, an excess-valve located within said valve-closure, means for normally closing said excess-valve and ports communicating with said chambers and the valve-closure.

13. In an engineers brake-valve, the combination with a base containing independent chambers, communicating respectively with a main pressure-pipe, a train-pipe and an exhaust-pipe, of a valve-seat, a conical valveclosure seated therein, a valve-bore in said valve-closure converging at the bottom, an excess-valve complemental with the converg ing end of said bore, ports of said valve-bore communicating respectively with the main pressure-pipe and train pipe, a crescentshaped, multifurcated recess on the outer surface of the valve-closure to connect the train and exhaust pipes when in position and aspring-engaged grooved stem on said excessvalve acting to convey downward pressure thereto and to hold the same in closed position at less than a predetermined air-pressure.

In witness whereof I have hereunto signed my name in the presence of two witnesses.

lETER ACKERMANN.

Witnesses:

CHARLES W. HILLS, ALFRED G. ODELL.

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