US801775A - Triple valve. - Google Patents

Description

PATENTED OCT. 10, 19051 DILLANDER.

TRIPLE VALVE.

APBLIOATIOH PIL nunl I Inventor Attorneys Witnesses No. 801,775. PATENTEBD 001. 10, 1905. J. DILLANDBR. TRIPLE VALVE. APPLICATION FILED MAR. 1, 1905.

5 SHEETSSHEET 2.

Witnesses Httomegs J, DILLANDBR.

.LR-IPLE VALVE. APPLZGATIO H FILED MAB.1, 19051,

5 SEETITS-SHEET 3.

No. 801,775. PATENTED OCT. 10, 1905.

J. DILLANDBR. TRIPLE VALVE.

APPLICATION FILED MAR.1,1905.

5 SHEETSSHEBT 4 Rttomegs Witnesses g I K J. DILLANDER. TRIPLE VALVE.

APPLICATION FILED MAR 1, 1905.

5 SHEETS-11331 5.

/ y r I Attorneys PATENTED OCT. 10, 1905.

the section 10.

UNITED STATES ATENT OFFICE.

JOHN DILLANDER, OF SAN FRANCISCO, CALIFORNIA.

TRIPLE VALVE.

Specification-of Letters Patent.

Patented Oct. 10,1905.

Application filed March 1, 1905. Serial No. 247,956-

' Triple Valve, of which the following is a specification.

This invention relates to air-brake mechanism, and has for its principal objects to prevent unintentional emergen'cy application of I the brakes, to provide for both positive gradual and positive emergency applications, to "provide for readily releasing the brakes from either position'of application, to provide for retaining any brake-cylinder pressure while the auxiliary reservoir is being recharged, to

provide for local reductions of train-pipe pressure at each of the triple valves during an emergency application, and to provide forthe rapid flow of a large volume of air from the auxiliary reservoir direct to the brake-cylinder in high-speed trains.

In the accompanying drawings, Figure 1 is a sectional elevation of an air-brake valve mechanism constructed in accordance with the invention, the parts being shown in release or normal position. view with the parts in position for a graduated or service application. Fig. 3 is a similar view showing the position of the parts on an emergency application. Fig. 4 is a sectional plan view of the valve mechanism on the line 4 a of Fig. 2. Fig. 5 is an end view of an auxiliary cylinder-head to be placed-between the triple valve and the brake-cylinder. Fig. 6 is a transverse sectional elevation of the valve on the line 6 Got Fig. 2. Fig. 7 is a similar view on the line 7 7 of Fig. 2. Fig;

8 is. a detail perspective view of the main valve detached. Fig. 9 is a similar view of the graduating-valve.

Similar numerals of reference are employed to indicate'corresponding parts throughout the several figures of the drawings.

The casing of the valve proper is divided into two main sections 10 and 11, having bolting-flanges 12, and section 11 is provided with an annular flange that fits within the end of In some cases an additional section 15 is employed, especially where the apparatus is used on high speed trains, although this in all cases, as fo'rfreight and regular passenger service, will not be necessary. In the casing loisabushing 16, having a leakage-groove17. and between the end of the bushing and the flange portion of the voir.

Fig. 2 is a similar section 11 is aleather packing-ring 19, against which the main piston seats on every application of the brakes.

Fitting within the bushing 16 is the main piston 20,- having on-one side an annular flange -22 and on the opposite side a cylinder 23, that is provided witha feed-groove '25 to permit the passage of air to the auxiliary reservoir. The piston is provided with a peripheral groove having .a packing-ring 27, that fits snugly against the bushing.

In the flanged portion of the section 11 is bushing 24:, having a piston 28, provided with a suitable packing-ring, and in said piston is a contracted port or passage 29, through which all of the air must pass to the auxiliary reser- To this piston is secured a stem 30, that is guided at one end in an opening, formed in an inwardly-extending boss 31. The section 11 of the casing has a bushing 32, through the wallof which and through the wall of the cas-- ing extend ports 33 and 34, one leading to the brake-cylinder and the other to the atmosphere. This bushing is provided with a seat for a combined retaining, exhaust, and train- 'pipe reducing-valve 35, that is connected to the stem 30, and the valve has a port or cav ity 36, which normally places the two ports 33 and 34 in communication with each other.

The stem has two collars 37 and 38 and is slotted for the reception of a cross-bar or stop 39, limiting movement of said valve in both directions. The collar 37 may engage a perforated disk 40, that normally is held against the end of the bushing 32 by a spring 41.

In an extended portion of the section 10 of the casing is a bushing 42, having a seat for a main valve 43, provided with'a port or cavity 44, which may place the port 33 in communication with a port 45, that leads to the brake-cylinder. This valve is also provided with a graduating-port 4:6, and on its upper face is'a seat for a graduating-valve 47, that is connected by a stem 48 to the main piston 20.

Within the cylinder 23 is arranged a piston 50, the hub or central portion of which has an opening for the passage of the stem 48, the

opening being of sufiicient diameter to per-- mit leakage of air around the stem, and from this hub extends a pair of arms 52, the ends of which are turned inward, the arms embracing the main valve 43, and the opposite sides of said main valve are provided with longitudinal flanges 53, so that the valve may be dropped in place between the arms and held in proper position while the parts are being tion, 61 the auxiliaryreservoir connection,

and 45 the port leading to the brake-cylinder. The parts shown in Fig. 1 are in the normal or release position with the brake-cylinder open to the atmosphere through port 45,

valve-port 44, port 33, valve-port 36, and

I port 34. For a graduated application the engineer reduces train-pipe pressure by movement of his valve to service position, and train-pipepressure is very gradually reduced. Theauxiliary-reservoir pressure equalizes around the stem 48 to cylinder 23 and forces piston 20 to the left, thus moving the graduatingvalve and uncovering the port 46. This accomplished, the pin 55 engages the hub of the piston 50, and the two pistons continue to move until they arrive at the position shown in Fig. 2, the air passing gradually through port 46 to port 45 and thence to the brakecylinder. During the latter part of the movement of the piston 20 it engages the piston 28 and moves it to the left, forcing valve 35 to a position to blank port. 33, so that no air can escape from the 'brakecylinder. Vvhen the auxiliary-reservoir pressure has been reduced to slightly less than the trainpipe pressure, the air from the train-pipe passes gradually through the contracted port 29 and a notch 64 in flange 22 and acts on piston 20, forcing the same to the right and mov mg the grad uating-valve to cover the port 46,

.twhilevalves 35 and 43 are held by friction to their seats. cylinder.

Should the engineer desire to restore the This holds the air in the brakeauX'iliary-reservoir pressure without releasing the brakes, he force-s air gradually through the train-pipe, and this air acting on piston 20 causes the latter to engage piston 50 and both valves are restored to the position shown in Fig. 1, 'while the valve 35 retains the position shown in Fig. 2. Air then passes through port29, leakage=grooves 17 and 25, through bushing 42 to the auxiliary reservoir, so that the auxiliary-reservoir pressure may berestored while the brakes are set.

-To release the brakes, the train-pipe pressure is suddenly raised, and the volume of air being greater than can flow through port 29 piston 28 is forced to the right and carries with it the valve 35, all parts moving to the position shown in Fig. 1 and permittingthe brake-cylinder to exhaust to the atmosphere.

For an emergency application the trainpipe pressure is reduced very quickly and the brakes.

there is not time for the air to equalize around the stem 48 to the cylinder 23. The auxiliary-reservoir pressure acts on the piston 50 and the piston 20, moving both pistons rapidly to the left to the position shown in Fig. 3, so that both the graduating-valve and the main'valve are carried past the port 45, and a large volume of air will flow from the auxiliary reservoir to the brake-cylinder. During this movement the air between the pistons 20 and 28 cannot pass rapidly enough through the port 29, so that piston 28.and valve are moved .to the position shown in Fig. 3; the collar 37' striking against the perforated disk 40 and compressing spring 41, while the port 36 of the valve places the train-pipe in communication with the exhaust-port 34., The train-pipe pressure is thus locally reduced to the atmosphere, but in a short time the air will pass through the port 29 from the cylinder 22, and the spring 41' in expanding will force the valve 35 to the retaining position shown in Fig. 2, while the other parts remain inthe position shown in Fig. 3. When the train-pipe pressure overcomes the diminished auxiliary-reservoir pressure, thetwo pistons 20and will be moved to the right,

carrying with them the main and graduating valves and closing the brake-cylinder port 45.

The engineer may now recharge the'auxilia:y reservoir, as previously described, or by increasing the train-pipe pressure may release The apparatus as described may be used for freight or ordinary passenger service; but where the device is intended to be used on passenger-trains traveling at very high speeds the casing 15 and its parts are employed.-

This casing 15 is provided with adisk 65, which replaces the usual brakecylinder head. and is provided vtith a coupling 66 for connection withthe auxiliary reservoir and a port 67, leading into the cylinder. Usually the end of the main-valve casing, as well as -all ordinary triple valves, is provided with a threaded extension 68, that screws into a threaded opening in the section 15 of the casing, the parts being so adjusted that port 45 will be placed in communication with a port 69, leading to the lower portion of the easing 15.

in the lower portion of the casing 15 is screwed a cage or block 70, in which is a cylinder '71, containing a bushing 72, provided with one or more leakage-grooves 73. In the bushing fits a cup-shaped piston 7 4, provided with a stem 75,- the lower end of which normaliy rests on a removable plug 7 6, and said piston is normally heldin the lowest position by a coiled spring 77. Theupperwall of the cylinder is formed by a partition 78, having an opening forthe reception of the upper tively small volume of air passing through the port 46 of the main valve will pass through the grooves 73 and through the guiding-opening of. partition 78, thence through port 82' to port 67 and to the brake-cylinder, the piston 74 being held in its lowest position by the spring 77.

When an emergency application is made, the larger volume of air passing through port 45 cannot pass through the small grooves 73 rapidly enough, and it will act upon the piston 74, forcing the latter upward until the stem 75 strikes the lower end of the stem 79 and raises the check-Valve 80 from its seat, the working pressure area of said valve being less than the pressure area of the piston 74. This immediately permits the passage of a very large volume of air from the auxiliary reservoir through the coupling 66 and under the check-valve through port 82 and port 67 to the brake-cylinder. Then the piston is moved up to the position shown in Fig. 3, it cuts off the passage of air through the grooves and the opening in partition '7 8. This is found of exceptional value in trains traveling at high speed.

By unscrewing the plug 76 and taking out the piston 74 and spring 77 this irect discharge from the auxiliary to the brake-cylinder is done away with and the device acts in the same manner as the usual triple valve.

Having thus described the invention, what is claimed is- 1. In triple-valve mechanism, a main piston provided on one side with a cylinder, a gradu ating-valve, a stem connecting the piston to the graduating valve, an auxiliary; piston mounted in said cylinder and having an opening for the passage of the stem, said opening being of, suificient diameter to permit the passage of air, and a main valve connected to the auxiliary piston.

2. In triple-valve mechanism, a main piston having a cylinder on one side, a graduatingvalve, a stem connecting the piston to the graduating-valve and provided with a projecting pin or lug, an auxiliary piston mounted within the cylinder and having a central hub provided with an o ening for the stem and to permit passage 0 ar under pressure, and a main valve connected to the auxiliary piston, the pin or lug of the stem being arranged to engage said hub after the main pis-' ton has completed the initial stroke otthe graduating-valve.

3. In air-brake mechanism, a triple-valve casing formed in sections, one of said sections having'an annular flange litting within the other, bushings in both sections, a main pis ton arranged in one of the bushings and provided on one side with a cylinder, and on the opposite side with .an annular flange, main and graduating valves, a stem connecting the main piston to the graduating-valve, an auxiliary piston mounted in the cylinder and connected to the main valve, said auxiliary piston having an opening for the stem and to permit the passage of air, a third piston mounted in the bushing of the second section-and provided with a contracted port or passage, and a combined pressure-retaining and trainpipe-opening valve connected to said third piston. a

4. In air-brake mechanism, a triple-valve casing having a bushing, a piston mounted in the bushing and provided with a contracted port or passage, a stem extending from the piston and having a pair of spaced collars, means for limiting movement of the piston, a combined pressure-retaining and train-pipeopening valve arranged between the two collars, a perforated plate or disk with which one of the collars engages, and aspring bearing against said plate, said spring being compressed on, movement of the valve to a position to open the train-pipe, and serving by movement to its initial position to close the train-pipe and blank the brake-cylinder ex haust-port.

5. In air-brake mechanism, a'brake-cylinder, an auxiliary reservoir, a check-valve arranged in the passage between the two and normally held closed by auxiliary-reservoir pressure, and means operable by auxiliaryreservoir pressure on an emergency reduction for opening said valve.

6. In air-brake mechanism, a triple valve, a direct connection between the auxiliary reservoir and the brake-cylinder, a check-valve constantly exposed to auxiliary-reservoir pressure and normally holding said connection closed, and a check-valve-operating piston exposed to the pressure of air passing from the auxiliary reservoir through the triple-valve chamber to the brake-cylinder, said piston being arranged to permit the passage of the relatively small volumes of air necessaryfor a service application without operating 'the valve, and being moved to effect the opening of the valve when exposed to the heavie l jcurrent oi air passing on an emergency application.

T. In air-brake mechanism, a triple valve, a direct connection between the auxiliary reservoir and the brake-cylinder, a check-valve exposed to auxiliary-reservoir pressure and normally closing said connection, and a valveoperating means exposed to the pressure of air passing through the triple valve to the brake-cylinder, said operating means being movable only when the triple valve is moved for an emergency application.

jreservoiijpressure, a stem carrying the valve,

a partit on having a guiding-opening for the l stem, the guiding-opening being of suflicient diameter to permit the passage of small volumes of air, a brake-cylinder connection below the valve-seat, a cylinder arranged below the partitionand provided with leakage-grooves,

a piston arranged in the cylinder and adapted ;to engage the 'valve stem, and a triple-valve brake-cylinder port connected to the lower portion of the cylinder,whereby on graduated reduction the air may pass through the brakecylinder port, and through to the brake-cylinder, without operating the piston, the lpas sage' of a heavy volume of air, on an emergency application, raising the piston and thereby opening the check-valve to place the auxiliary reservoir in direct communication with said brakemylinder. I Y

.9; In an air-brake mechanism, an auxiliary casing having auxiliary-reservoir, brake-cylinder, and triple-valve connections, a removable cage carried by said casing and provided with a lower cylinder that communicates with the brake-cylinder port of the-triple valve, and with an upper compartment that communicates with the brake-cylinder, leakage ports or channels for permitting. the free passage of small volumes of air from the brake-cylinder port through the cylinder and compartment to the brake-cylinder, a piston disposed in said cylinder, a spring tending to compress the same,- a check-valve arranged abovethe compartment and exposed to auxiliary-reservoir pressure, and a stem to which said valve is secured, the stem being disposed in the path of travel of the piston, and being movable to open the valve when the piston iselevated bythe entrance of a large volume of air to said cylinder.

10. In air-brake mechanism, an auxiliary casing disposed between and connected to the auxiliary reservoir, the triple valve, and the brake-cylinder, said'casing having a chamber provided with internally-threaded walls, adetachable cage arranged within the chamber and provided with a lower cylinder, and an upper compartment, acheck-valve separating the upper compartment from the interior of the chamber, said valve being exposed to auxiliary-reservoir pressure, a stem carrying the valve, and a spring-pressed piston in the cylinder, said piston being adapted to engage the stem when exposed to the actionof a-large volume of air entering the cylinder.

11. In air-brake mechanism, an auxiliary casing arranged between and connected to the auxiliary reservoir, the brake-cylinder, and the triple valve, said casing having an internally threaded chamber, adetachable cage arranged within the chamber and having-a partition dividing the same into a lower cylinder, and an upper compartment, of which-the former communicates with the brake-cylinder port of the triple valve, and-the latter with the brake-cylinder, a valve-seatat the top of Y the compartment, a check-valve closing communication between the compartment and the upper portion of the chamber and exposed to auxiliary-reservoir pressure, a stem carrying said valve and extending through an enlarged opening in the partition, a removable plug forming the lower wall of the cylinder, and a bushing for the cylinder, said bushing having a leakage-groove, and a spring-pressed piston mounted within the cylinder and arranged in a position under the valve-stem.

12. In air-brake mechanism, an auxiliary reservoir, a triple valve, a brake-cylinder, passages for placing theauxiliary reservoir in communication with the triple valve and with the brake-cylinder, and for placing the triple valve in communication with the brakecylinder, a check-valve arranged in the passage between'the auxiliary reservoir and the brake-cylinder, and normallyheld closed by auxiliary-reservoir pressure, a pistorr arranged in the passage between the triple valve and the brake-cylinder and havinga working pressure area greater than that of the checkvalve,there being contracted passages through which the air may pass from the triple valve to the brake-cylinder on service'or graduated reductions, the piston being movable under auxiliary-reservoir pressure on an emergency reduction to out ofl communication between the triple valve and the'brake-cylinder, and

by opening the check-valve to establish direct communication between the auxiliary reservoir and the brake-cylinder.

In testimony that I claim the foregoing as my own I have hereto aflixed my signature in the presence of two witnesses. I

JOHN DILLANDER.

Witnesses:

A. J.- HENRY, T. B. CARTER.

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