US762865A - Engineer's brake-valve. - Google Patents

Description

N0 MODEL.

' PATENTED JUNE 14, 1904.

' M. GORRINGTON.

' ENGINEERS BRAKE VALVE.

APPLICATION FILED APR. 5, 1904.

- ATENTBlTJUNE 14, 1 904.

Ml coRnmeTnn; ENGINEERS BRAKE ALV APPLIOIATION FILED A211. 5, 1904. w

2 SHEETS-SHEET 2.

NO MODEL.

iINITED ST TES Patented June 14,1904.

PATIENT OFFic a MURRAY (JORRINGTON, OF'NEW YORK, Y.

VENGINEERS BRAKE-VALVE.

I SPECIFICATION forming part of Letters Patent No. 762,865, dated June 14, 1904. d

7 Application Illeri April 5. 1904- To all whom if may concern Be it known that I, MURRAY UORRINGTON, a citizen of the United States, residing at New Y ork city, in the county and State of New York, have invented certain new and useful Im'pro'vementsin Engineers Brake-Valves, of which the following is a specification.

My invention relates to improvements in en gineers -brake-valves'forming part of an automatic fluid-pressure brake system for enabling an engineer to keep himself fully advised at all times concerning the exact conditions of pressure existing on the opposite sides of the equalizing-piston and to exercise a bet- 'ter control than he has heretofore been able to do over its movements. l 5 Referring to thejdrawings, Figurel is a vertic'al section of a brake-valve having an'equaliz-ing-piston' of substantially the same con- "struction as that illustratedtin my own United States patent,dated May 26, 1903, N 0.7 29, 04%

Fig.2 is a similarsectio'n of a brake-valve embodying the same general principles of construction as the United States patent issued 2 5 March31, 1896, toGeorge Westinghouse, J'r.,

- No. 557 ,463. Figs. 3 and 4 are respectively plan er top views of the rotary valve-scat and valve of my'said prior patent. Figs. 5 and 6 are respectively similar views of the correspending valve-seat and valve of the said 5 Westinghouse patent.

; i In'allfigures of the drawings the referencenumerals correspond so far as practicable with P those employed in said prior patents, and the description of the drawings and'of the operations of the mechanism will not be repeated here except sofar necessary to the understanding of my within-described improvements, since such descriptions are so fully set 4 out in said prior patents.

' In both Figs. 1 and 2 the handle 7 is in full release position. In Fig. 1 pressure from the main reservoir flows .through passages and ports 17,127, and 30 into thetrainfp'ipe cavity .18 and thencc through passage 71 tothe un-' dcr side of the piston 19 and through ports and cavities 42, 37, aiid90'to the upper side ofsaid piston." In. Fig. 2 mainreservoir pressure fiowsthrough passagesand ports 17 27, 28,

Serial No, 201,766. (No man 29, and 30 into the train-pipe 1i; and at the same time through ports 31 and 32. to the upper side of piston 19, while train-pipe pressure flows to its under side through passage 71 and by passage '72 to valve .21. location of the ports and the course of the air .house device is seenin Figs. 5 and 6, supposing that the valve 5 s moved to the left and placed upon its seat, so thatthe line indicating the handle falls upon the line indicating release The more exact in flowing to the train-pipe in the VVestingposition; but in order that this may be fully understood from looking at Fig. 2 l have represented the port or cavity 28 in the valve-seat partly diagrammatically by continuing it in dotted lines up to cavity 29 in the valve ln voir is conncctedat 25 for the purpose. of enlarging the capacity of pistoncl 1an1ber 22 .above the equalizing-piston, and the usual connections of the gages for indicating, respectively, main-reservoir pressure and train-line pressure are represented at 51 and 52.

It is to be understood that valve 5 of Fig. 4 is to be moved to the left and placed in position upon the valve-seat 6 of F ig. 3, and that Fig. 6 is to be similarly placed upon the valve seat of Fig. In Fig.- 3 the ports 30, 33,35,

38, 39, 42, 43, 44, and 90 cor'respond'in posi- I tion and function with theports and passages similarly numbered in my said prior-patent, and the same is true of port 27 through the 'valve5 and cavitihs 29 and 37 on its under face. The ports and passages 28, 30 32, 33, I 35, 36, 38, and'39 of Fig. 5, as W(ll also as the ports and cavities 27, 31, 29, and 37- in the valve 5 of Fig. 6, correspond i-n'- position and function with the ports and cavities similarly numbered in said W estinghouse'patent.v As

the purpose and function of all-theseparts are so fully described in said prior patents, I dol'n'ot deem it neceSsaryto-repeat them here. 3 I

' In both own'and'thewestinghouse prior patent it will he s on on 'referencetheretothat.--

the underside of theequalizing piston l9 al-.. ways exposfed top essurefromthe train pipe and that thejpressur'e' is first admitted into the chamber at'th'elower nozzle orcavityof the 3 f- I both Figs. 1 and 2 the usual equalizing-reser casing 2, whence it flows directly upward to the under side of the piston. The result both with my own and the Westinghouse device,

particularly with the valve-handle in release position, is that the pressure flows from the main reservoir into the train: pipe 18 and thence against the under side of the pistop more rapidly thanpressure can get to the upperside'of the piston and the equaliZingreser-- voir connected therewith, so that the higher pressure on the under side of the piston often lifts it upward, opens the passage 23, and permits the waste of considerable'of the compressed air, which is needed to release brakes and charge the system for operation.

In the construction illustrated in'Fig's. 1, 3,- and 4, as fully set forth in my said prior patent, in all positions of the valve 5 in which compressed air is admitted into the train-line the cavity 37 in the valve keeps the piston:

chamber 22 above the piston in communica tion with train-line l8'through ports 42 and 9Q.v This happens whether the port 27 in the valve stands over port 30, port 33, or port 43 in the valve-seat. I In the construction-of the Westinghouse. device gillustrated in Figs. 2, 5, and 6) the chamber 22 above the piston is opento the main-reservoir pressure when the valve is in release position;

but it is open to train-pipe pressure by means 7 :to be understood that in all cases where I speak of reservoir or reservoir-pressure I refer to the equalizing reservoir which is attached to the connection 25 unless some other reservoir is particularly designated.

In Fig. 1 it will be noticed that passage 44: enters the train-pipe chamber'18, and this corresponds exactly in function with the passage similarly numbered in my said prior-patent,

being the'port through which pressure enters .the train-pipe after passing through the pressure-reducing or feed valve when valve 5 is in position for port 27 to stand over port 43.

In Fig. 2 I have shown a similar passage 35,- enteringthc casing 3 from the right, and this corresponds in function with the similar passage seen in dotted lines inFig'. 5, though not in the same 0 relative positions in the two figures. For our present purposes the passages 44 and 35 in the two figures may be considered the equivalents ofeach other, being in each case the passage through which compressed air-is admitted to the train-pipe after passing through the pressure-reducing or feed valve from the main reservoir, whereby the train-pipe pressure may be held at a constant brake-valve illustrated in said prior pat-- ents, I employ the following construction: In

Figs. 1 and 2 instead of admitting the compressed air first into the largenozzle or ch her at the lower end of the casing 2 and then bringing it up against the piston 19 a passage 71 leads from the piston-chamber into the passage 18, through which the air flows on its way to the train-pipe proper in such relationship to the latter passage-that as the air flows toward the train-pipe i t fnust flow across the end of the passage 71 in such manner as to tendto create a suction or draftdownward through the passage or away from the trainpipe side of the piston. This will be effective to a degree if the passage 71 stands at right angles to the passage leadingto the train-pipe; but it is more elfecti've if it enters thetrainpipe passageat an acuteangle from above, as seen in Figs. 1 and 2. It will be observed that no matter what position the valve occupies for admitting air into the train-pipe witheither outer or lower end of the passage 71-, and I have found in practice that this construction is absolutely effective in holding the equalizingpiston down and keeping the passage 23 closed and preventing waste of the com- .device the air must always flow across thepressed air needed to release and recharge th'e system and no matter whether the engine brakes alone are being operated or the brakes on engine and one or more cars. v

To enable the engineer to know at all times the conditions of pressure above and below the equalizing-piston, a small channel 91 is cut in the face of the valve-seat of Fig. 3 and a port 92 is drilled downward to connect with a passage 93 to the outside of the casing, fromv whicha pipe 94 leads toone hand of the usual It is to be understoodthat with the construction shown in Figs. 3 and 5 the connection 52 of-Figs. land 2 is closed, aud thereduplex gage 95. The pipe 96 connects the fore the only means for indicating pressure in.

train-pipe or equalizing-reservoir is through thepassages and ports 92,93, and 94. In Fig. 4 a small extension on the face of the valve from the cavity 37 toward the center stands over port 92 with the valve in release.

A passage 97 is drilled through the body of the valve 5 into cavity 37, the outer end thereof being plugged, and two ports 98 and 99 are then drilled upward from the face of the valve into said passage.

and 4 is as follows:

The valve 5 being placed in position upon the Two small cavities 100 and 101 are also cut in the face of the valve, as

seat 6, when the handle is in release position the port 27 stands over port 30, admitting v pressure directly into the train-pipe,-and when the. alweis in the two running positions the port istands ovbr'iports 33 and. 43, respectively, through whiehthe compressed air is admitted into the pressure-reducing valves and thence by the passages 35 and 44 into trainpipe cavity 18, as fully set forth in my said prior patent. With the usual gage-pipe connected-at 52 of Figs. 1 and 2 the gage really indicates reservoir-pressure, and this will be the same as trainpipe pressure only when train-pipe and reservoir are in communication.

WVith the valve in any position for ad'mit ting air into train line the cavity 37 connects both ports 42 and 90 with the port 92, leading through 93 and 94 to train-line gage, so that both train-line and reservoir-pressures are indicated on the gage. To apply brakes, the valve is turnedto service position, releasing air from the upper side of the piston and res crvoir until there is a five or ten pound reduction, when the valve is returned to lap. It is desirable that in both service and lappesitions of the valve all communication between reservoir and train-pipe that is, between the upper and the lower sides of the piston shall remain cut oil. If the train-line hand of the gage is connected at 52, as heretofore practiced and seen in Figs. 1 and 2, it is evident that in service and lap positions of the valve thegage-haud will indicate reservoir-pressure and not train-line pressure. if the engineer through error leaves the valve-handle on lap, the gage, which in running position of the valve indicates train-line pressure, will indicate reservoir-pressure, and thm-et'ore if there is a leak of pressure'into reservoir or the pis ton lits its chamber accurately the air from tbe'train-pipe may leak away, while that in the equalizingreser\-'oi 1' remains substantially constant or increases and indicates to the engineer that he is carrying on his train'a pressure much greater than that which he s really carrying. This has been known to happen-in practice, with the'consequence that when the engineer moves the valve to service position and reduces the rescrvoir-pressure the usual amount he gets no response from the brakes, because the train-lino pressure has leaked away without indicating that l'acton thegage.

W'Vith my improvemeiits, Figs. 3 and 4, the aboveerrorcannot happen. Asali'eadynoted, in release and running positions cavity 37 in the valve connects ports 42, 90, and 92, and

- therefore the train-line hand of the gage will indicate thepressure in both train-pipe and reservoir. (hen the valve is moved to service position, the portJHsti ids over the outer and lower, portion of chan iiel or groove 91, the poi-t9?) reinainsblanked, th cavity 100 stands over port 42, but communicates with nothing else, and the cavity 10] in the valve-face con 'iiects-theiimercndof channel 9} with port 92.

7 ing reduced the pressure to 98,91,101, 92, and 94. As fully explained in'mysaidprior patent, the port 42-that is, the train p ipe is at this timeout of communication with port, 90. In service position of the valve, there: fore, the gage-hand connected 'with the pipe 94 indicates reservoir-pressure only and enables the engineer to gage 'the amount of reduction which he is making from the reser voir and the upper side of the piston. Havthe extent desired in the reservoir, the engineer-returns the valve to lap position, when the port 98 passes below or out of communication with channel 91, while cavity 100 now connects port 42 with said channel, and cavity 101 still keeps said channel in communication with port 92. Reservoirport 90 is now shut off from the gage, while the pressure from the port 42, or train pipe pressure, passes to the gage through portsand passages 42, 100, 91, 101, 92, 93, and 94, andthe gage-hand therefore indicates train-line pressure. gency positi n, the port 98registers with port 42, while port 99 registers with port 92,30 that train-pipe I through ports and passages 42, 98, 97, 5 9,92,; 93, and 94. If the inner are ofcavity 37 is made long enough togstill remain abovejthe" port 90 while the valve is in emergency posi tion, the gage will indicate both reservoir and train-pipe pressures. .lt will be seen, there-, fore, that in all positions of'the valve foradj mitting air into the train-pipe the 'gaged and' connected with the pipe 94 indicates both res" e-rvoir and-train-pipe pressures. in scli-v'i e position it indicates reservoir-pressu'iein in); position it indicates train-pipepressurepandfl in emergency position it indicates either train pipe or both train-pipe and reservoir pressures. I f in Figs. 5 and (3 are shown modificatio s; for accomplishing the results above described with reference to Figs. 3 and 4. valve 5 is placed on the seat 6 of Fig. 5 and moved to'either position for admitting air from main reservoir into train-pipe, the pressure in the cavity 29 is admitted through the port 92 and passage 93, and the appropriate pipe to the gage-hand. Port and passage 92 and 93 correspond in function with those similarly numbered in Fig. 3 and are to be connected with the gage in the same manner. When thevalve is moved to service position, cavity 29 passes beyond port 92, while cavity l ()2 on the valve-lace connects port 36, leading to the reservoir, with port 92, and therefore reservoir-pressure reaches the gage through 36, I02, 92, 92L and the :lPjH'UIIILltLlA connections. As, the valve is returned to lap position the cav y M2 passes below port 92,

while cavity 2;) connectsctriiin-pipe port 30 When the valve is moved to. eme;'-

pressure passes to the gage )5 with gage-port 92, and therefore train-pipe pressure-is indicated on the gage. When the valve is moved to emergency position, the cavity 102 connects ports 36, 92, and 30, so that both train-pipe and reservoir pressures are indicated on the gage.

From the above descriptions it is apparent that'the engineer may know at all times by means of a single gage-hand the exact conditions of pressure existing in both train-pipe and equalizing-reservoir and on both sides of the equalizing-piston and may control that .piston with perfect certainty of operation,

causing it to move to the proper position when it is desircdto vent the'air from train-pipe to set the brakes and holding it in position to close the train-pipe vent at aIltimes of ad' mitting pressure into the train-pipe.

I claim '1. In an engineers brake-valve, the combination, with an equalizing-piston, an operating-valve and a pressure-indicator, of passages from said indicator to opposite sides of said piston alternately opened and closed by the operating-valve as it moves between service and lap positions.

2. In an engineers brake-valve, the combination, with an equalizing-piston, an operating-valve and a pressure-indicator, of passages from said indicator to the reservoir and trainpipe sides of said piston, alternately opened and closed by the movement of the operatingvalve as it occupies service and lap positions,

' respectively.

3. In an engineers brake-valve, the combi-' nation, with an equalizing-piston, a pressurcindicator and passages from said indicator to the reservoir and train-pipe sides of said piston, of an operating-valve for successively opening the reservoir-passage while in service position and the train-pipe passage while in lap position. e

4. In an engineers brake-valve, the combination, with an equalizing-piston, a pressureindicator and passages from said indicator to the reservoir and tram-pipe sides of said piston, or an operating-valve for successively opening, 1, the train-pipe passage, 2, the reservoir-passage and, 3, the train-pipe passage,- While occupying, 1, running position, 2, service position and, 3, lap position, respectively;

5. In an engineers brake-valve the combination of an equalizing-piston in a chamber, a controlling-valve for admitting pressure to a train-pipe and toboth sides of said piston and means arranged in connection with the train-pipe and piston-chamber wherebypressure may be admitted into the train-pipe more rapidly than to the train-pipe side of said piston. Y

. 6. In an engineers brake-valve, the combination oft-an equalizing-piston in a chamber,

8. In an engineers brake-valve, the combi nation, with an equalizing-piston, a pressure- 1nd1cator,'passages from said indicator to the reservoir and train-pipe sides of sald piston,

an operating-valve for controlling said pas' sages so as to admit reservoir or train-pipe pressure to the indicator accordingly as said valve is respectively in service or lap posltion,

and passages for admitting pressure .to-the train-pipe and to both sides of said piston so arranged that, While flowing to the train-pipe, it tends to draw the pressure away from the trainpipe side of said piston by draft or suction.

MURRAY CORRINGTON.

Witnesses:

ROBERT VREDENBURGH, HUGO BAUER.

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