US930649A - Triple valve. - Google Patents

Description

J. DILLANDER.

TRIPLE VALVE.

APPLICATION FILED snmnzs, 1908.

93,649; Patented Aug. 10, 1909.

' 4 SHEETS-SHEET 1.

13 i M eoozo J. DILLANDER.

TRIPLE VALVE. APPLICATION FILED SBPTJZB, 1908. 930gfi9. Patented Aug. 10, 1909.

N 4 SHEETS-SHEET 2 Suvanloz J. DILLANDER.

TRIPLE VALVE. APPLICATION FILED SEPT.23, 1908.

Patented Aug. 10, 1909.

4 SHEETS-SHEET 3.

J. DILLANDER. I

TRIPLE VALVE. APPLICATION FILED SEPT. 23, 1908.

Patented Aug. 10, 1909.

4 SHEETS-SHEET 4 U I STAT 'rnr oFFicE.

1 JOHN DILLnnpnR, or TEMPLE, TEXAS.

TRIPLE VALVE? To all whom may concern."

. Be it known that 1', JOHN DILLANDER, a

citizen of the United States, residing 'at Temple, in the county of Bell and State of Texas, have invented a new and useful Triple of which the following is a specification.

Valve,

extent of train pipe reduction.

' A further object of the invention is toprovide a triple valve in which all of the usual graduating and other stop springs are dispensed with.

' A still further object of the invention is to providev a triple valve of such construction as to render it" impossible for the valve to move accidentally to emergency position and to move accidentally to release position, all of the movementsbeing positive and directly- -under the control of l -A still further object of the invention is to" the engineer.-

providea" triple valve of such construction that service reduction may be made by the provide atriplevalve in .valve controls communicat on between the reservoir only.

engineer without exercising undue care in the manipulation of the engineers brake Valve emergency-reduction is possible only when the engineers brake -valve'is moved to .einergency'position.

and

A still further object of the invention is'to provide for the automatic cutting oii of communication between the train gency application, and leaving the brake cyllnder 1n connnunication with the auxiliary r1 still further object of the invention is to which a. single slide auxiliary reservoir and brake cylinder, and

between the train pipe and the .brakecylin der, thus dispensingwith any auxiliary slide.

or check valve.

side to the train '1'; still further object of the invention-is to prov de a novel form of triple valve in wlnch' provision is made for connecting from either pipe.

Specification of Letters Patent:

Application filed September '23, 1908.

. p p we brake cylinder immediately after the. emer- Patented Aug. 10, 1909. Serial No. 454,313.

be readily placed in positionin the lower portion of theivalve casingand readily removed for cleaning or other purposes, Without rendering it necessary to'disconnect any ofthe piping.

. With these and other objectsfln view-,as will more-fully hereinafter a pear the invention consists in certain novel features of conafter fully described, illustrated in the accompanying drawings, and particularly pointed out in the appended claims, it'being understood that varlous changes in the form,

vantages of the invention, In the accompanying drawings :Figure' 1 is a vertical section of a triple valve conthe valve being shown in full release position.

Fig. 2 is a similar view showing the positionof the parts immediatel reduction. Fig. 3 is a sectional elevation showingflthe parts in lap osition. Fig. 4 is a similar viewshowing 0 e position of the parts immediately after duct-ion with the train similar view showing the; second osition "after an emergency reduction with t et'rain pipe communication cutoff and: the brake ey inder in communicationwith reservoir. Fig. ,6 is a'sectional plan view, on an enlarged scale, on the line 6+6 of'Fig'. 1.-

the line 8-8'of Fig. 1. Fig. 9 is a sectional perspective View of the valve, detached.

Similar numerals of reference are employed' to, indicate corresponding arts throughout the several figures'of; the. raw- 1ngs.-- The triple valve casing 10 is provided with the usual auxiliary reservoir connection 11,

lower part of the main portion-of the casing is a connection 13 for the train 'pipe, The main body. of the casingis bored'out-to form a cylinder 14 which contains a bushing'15, I and in thisbushin' ton 16, the latter eing arranged to uncover the feed groove 1'7 when in the full release i position shown in Fig. 1, so that air. may

struction and arrangement of parts, hereinstructed in accordancerwith the invention,

after the service an emergency-raipe in communication with'the brake. cy inder. Fig. 5 1s a the auxiliary brake cylinder connection 12, and at the A still further object of the inventionis to provide a novel form of. strainer which may proportions, size and minor details of the structure may be made without departing from the spirit or sacrificing any of the ad- Fig. 7 is a transverse section on the .line.77 of, Fig. 6. Fig. .8 is a transverse section on is mounted the main pis-,

' a retaining valve which may be employed for the purpose of holding the pressure in the brake cylinder when the valve is in full release, and, therefore, auxiliary reservoir rccharging position. The upper portion of the bushing is provided with a dove-tailed" groove for the reception of a correspondingly shaped wedge block that is adapted to form a stop to prevent excessive inward movement of the main valve 27. The valve 27 is in the form of a generally rectangular block, the upper face of which isinclined to corres' 0nd to the inclination of the lower face oi the wedge block 25, and in the lower portion of this valve are three ports 30, 31 and 32, the .port 31 being in the form of a cavity through which the brake cylinder may exhaust to the port- 23, while the ports and 32 are in communication with each other and are utilized in the operation of the dc vice as hereinafter described. The larger port 32 opens at the bottom of the valve and l the rear wall of said port is provided with a small opening or port 33 through which auxiliary reservoirpressure may pass on both service and emergency reduction. The valve is further provided with a longitudinal bore 35 which communicates through lateral ports 36 with the open space at the side of the valve. At the inner end of the here is a tapered seat 37, and at the opposite or outer end the here is enlarged, as indicated at 38, and terminates in a tapered seat 39 which acts as a valve seat in several positions of the valve, as will be clear on reference to Figs. 3 and 5. The opposite sides of the valve are further provided with short horizontal slots 40 for the passage of a transverse pin 41.

The rear side of the main piston is hollow, and is bored out for the reception of an equalizing piston 42 that is free to slide within the main piston, which is also guided by'a stem 43 pr0 ectmg rearwardly from the mam pis- I ton and having a tapered end portion that is arranged to engage against the tapered seat 37 at the inner end of the bore 35. The equalizing/piston 42 is provided with a hub 49 that projects rearwardly in the direction of the auxiliary reservoir and enters the enlarged portion 38 of the valve here, but the diameter of the hub is less than the diameter of the enlarged. portion 38, so that the compressed air may freely pass between the two.

At the point where the hub joins the equalizing piston, the base of such hub is tapered to form a valve 50 that is arranged to engage against the valve seat 39, and extending partly through the hub is a port 51 communicating at one end' with the space between the two pistons and opening at the o posite end at the extreme end of the hub. 'l" 1e hub carries the pin 41 which, as before stated, extends through the short slot 40 and the pin also extends through an elongated horizontal slot 53 that is formed in the stem 23.

When the parts are in the position shown" in Fig. 1, train pipe pressure entering at 13 passes up through the passage 56 to the cylinder 14 and operates on the main piston tending to thrust all of the parts to the right and retain the same in the position shown in Fig. 1. The air feeds through the leakage groove 17 and thence down the radial groove 57, passing through the casing on opposite sides of the valve to the auxiliary reservoir, and a portion of the air also passing down between the hub of the equalizing piston and wall of the portion 38 of the here to the groove 51 and into the space between the two pistons, so that the latter becomes filled with air under auxiliary reservoir pressure.

To apply the brakes gently or secure what is known as a graduated 01; service applica tion, the engineer reduces the train pipe pressure by operating the engineers brake valve. The train pipe pressure being weakened in the cylinder 14 causes the auxiliary reservoir pressure to start all the parts mov ing to the left. The frictional resistance of the slide valve will cause pistons 16 and 42 to separate as shown in Fig. 2. The main piston continues its stroke and makes the full stroke against the packing ring 60. The parts are all carried to the left and port 32 is placed in communication with the port 22 leading to the brake cylinder, while the stem 43 opens the side ports 36, so that air may flow in through the sideports and the bore ol the valve to the port 32 and a small quantity of air will, also, enter through the port 33. This air passes to the brake cylinder and applies the brakes gently.

It will be noted on reference toF ig.,1 that when the parts are in full release position the pin 41 is at the outer or left-hand end of the slot 40 of the valve and near the left hand end of the long slot 53 of the stem, so that as the equalizing piston moves to the left with the main piston, the pin will operate against the left hand end wall of the slots 40 and pull the valve over to the position shown in Fig. 2, while the elongated slot 53 permits traveling of the main piston to the limit of its stroke without working engagement between the end of' the long slot and the pin.

When the auxiliary reservoir air has passed into the brake cylinder to the amount is known as lap position with all of the ports cut oil, from the brake. cylinder and the pressure retained within the brake cylinder,

while it is important to note that the space between theiiutwo pistons being now filled withair under full auxiliary reservoir pressure prevents the main piston from moving tothe right and consequentlyassuming:release position. The air between the two pistons cannot now escape, for the reason that the valve at the end of'the hub has moved into contact with the valve seat 39,'so that the port 51 is closed. The weakened train pipe pressure cannot compress the higher auxiliary reservoir pressure between the two pistons, so that it is impossible to move the pistons close together, and, therefore, move the valve to release position, this being ac-' complished only by raising'the train pipe pressure either by placing the engineers rake valve on'full release, or on running position. This feature of the invention is of the utmost importance in that it eliminates all auxiliary springs or stops, and, at the same time, positively prevents accidental movement of the valve from lap to release position. Should the engineer wish to release the brake from'la position,which is the position'shown in ig. 3,.he does so in the usual way by increasing the train pipe pressure, and the parts will then assume ,the running position shown in Fig. 1, permitting recharging of theauxiliary reservoir in, the usual manner. I

If theengineer-wishesto apply the brakes in theemergency,.'a very'quick and heavy train pipe reduction is made by proper movement of the engineers brake 'valve.-, The train pipe pressure is suddenly weakened in the cylinder 14, and the high auxiliary reservoir pressure suddenly acts on the main and equalizing istons,f-forcing both of them quickl to t e left, the main piston'making its'ful stroke as before. The reduction in train pipe pressure is so grea t and the movement of the pistons is so quick that'there is no opportunity for the-escapeof the high pressure air from the space between the two pistons, therefore both pistons move as a unit and the valvewill be carried back to the position shown in Fig. 4. When in this p01, sition, train pipe pressure passes from the lower portion of the casing throu 'h' passage 56 to. the cylinder'l4, thence through the passage, 70 to the port 30,- to port 22, and

the brake cylinder. I As soonas'the auxiliary reservoir pressure can feed through the small port 3?, and reduce below the high pressure in the space betweem the two-pistons, this body of air under pressure will.

' forcethe equalizing piston to the right, or to the position shown in Fig. 5, moving the slide valve in such manner as to cut oil the port 70.and,stop the'i'urther flow of air from the train pipe, While allowing the auxiliary reservoir pressure to continue to enter throughthe ports 36, bore 35, and'port 32 to the brake cylinder. All parts will stand in this position, (Fig. 5), until the brakes are released in' the usual way. It will be noticed that this operation is accomplished, that is, the reduction of the train pipe to quicken the action of the next brake and the application oi. the auxiliary reservoir air in both graduated and emergency applications of the brake, also the equalizing of the train pipe pressure with the brake, cylinder pressure by means of V a plug 74. This permits of connection of the train pipe to either side of the triple.

The strainer 76 is in the form of a short piece of tubing provided with numerous perforations and having a small band 77 riv' eted to each end. The ends ofthe strainer -are seated in recesses formed in the sleeve 7.3

and plug 74, so that the strainer is available 'for air entering at either side, and, furthermore, it is possible to remove the strainer for cleaning or other purposes without the ne-r cessity of disconnecting any of the piping, it

being only necessary to remove the plug 74.-

At one side of the main valve casing, and preferably formed integral therewith, is a cylinder 80 having a bushing 81 in which is, mounted a piston 82. The upper end of the casing communicates through a lateral port 84 with a-pipe 85 leading to the engine, and

through which air under any predetermined pressure may be forced. A small strainer 86 i v is preferably introduced at the top of the bushing to prevent the entrance of dirt, and at the side ofthe bushing is formed asmall leakage groove 87. The lower end of the cylinder communicates with the port 23 f which constitutes the exhaust ol' the triple valve, so that the piston 82 will be raised by the pressure of air escaping from the brake cylinder and will be forceddownward by, the

pressure of air entering through the pipe 85, vas well as by its own weight. The lower end of the cylinder is threaded and receives a plug 90. This plug is centrally bored and provided with a bushing 91 near the lower end or"- which latter there is formed a tapered valve seat 92 for the reception of a valve stem 93 that is carried by the piston 82. The bore of the-bushing comn'iunicates with the interior of the cylinder through lateralports 94. If there is no pressure in the pipe 85,- the exhaust passing from the brake cylinder through the port 23 will raise the piston 82 and the air will escape through the ports 94 ,it permits the holding of the braking and the bore of plug 90 to the outer air, thus releasing the brakes, but if the engineer wishes to retain the brake cylinder pressure he forces air through the pipe 85, so as to hold the piston down and thus revent the escape of air from the brake cylinder even after the triple valve has been moved to release position. This is of importance in 1ithat resside while the auxiliary reservpir is being recharged in the ordinary manner, although it requires an extra pipe 85 leading throughout the train and provided with suitable means under the control of the engineer for connecting it to a suitable source ol air supply.

' Should the engineer wish to increase the pressure in the brake cylinder over and beyond the initial braking pressure which he a plied, he may force air under high pressure t rough the pipe 85 and this air will keep the piston 82 down and will feed through the groove 84 into the lower portion of the cylin- 'der and thence ass through the port 23, the port 31 of the slide valve and down through the port 22 to the brake cylinder, so that if desired ressure may be maintained in the brake cylinder for any desired period of time, and the operation will be wholly independent of the automatic braking system, while the latter may be held in reserve with its auxiliary reservoir fully recharged and ready for brake cylin er.

use. Provision may, also, be made for slightly reducing the pressure in the pipe 85 in case the braking power is in excess of that required, so that the air passing froin the brake cylinder may slightly raise the piston 82 and partly open the valve to permit the escape of a ortion of the pressure from the It will thus be seen that the pressure in the brake cylinder may be maintained and may be varied as desired, while the triple valve is in full release position and the auxiliary reservoirs are being recharged in readiness for further applications.

What is claimed is 1. A triple valve piston having a uniform stroke, a main valve having a-variable stroke,

. an open-ended hollow equalizing piston for whic the'ma-in piston forms a cylinder and into which the open end of the hollow piston is movable, and a port through which air may enter between the pistons and the connecting means between the equalizing piston and the valve.

2. A triple valve piston having a uniform stroke and bored to form a cylinder with one lend closed, an open-ended hollow equalizing piston mounted in the cylinder with its open end directed toward the closed end ofthe cylinder, a port for the admission of air between the two pistons, a main valve having a variable stroke, and a pin and slot connection between the equalizing piston and the valve to permit slight independent move-- ments of the equalizing piston.

port under the control of the. equalizing piston for the admission and exhaust of air betwecn the pistons.

i. A triple valve piston bored out to form a cylinder, an equalizing piston mounted in the cylinder, a main valve having a recess to receive the hub of the equalizing piston, there being a port leading through the hub to the space between the two pistons, the base of the hub and the adjacent end of the valve being shaped to form a valve for controlling said port, and a loose connection between the piston hub and the main valve.

5. A triple valve piston bored to form a cylinder, an equalizing piston mounted in said piston and provided with an extended 'hub the base of which is conical, a pin carried by the hub, a port extending through the hub to the space between the two pistons, a main valve recessed to receive the hub and provided with an elongated slot for the reception. of the pin, the end of the recessed portion of the val ve being tapered to form a seat for the reception of the conical face of said hub.

6. A triple valve piston bored to form a frame, an equalizing piston mounted in said frame and provided with a projecting hub tapered at the base, said hub having a port through which air may pass to the space between the pistons, a main valve recessed to receive the hub and provided with a tapered seat arranged to engage the tapered portion of the hub, a pin and slot connection between the hub and valve, and a stem extending from the main valve and entering the recess, said stem serving to impart direct movement to the valve in one direction.

7. In a triple valve, a main piston bored to form a cylinder, an equalizing piston mounted in said cylinder and provided with a projecting hub, the base of the hub being tapered, a port extending through the hub and permitting the admission of air to the space between the cylinders, a main valve having a longitudinal recess terminating in valve seats at both the inner and outer ends, the seat at the outer end being arranged to engage the tapered portion of the hub, a pin extending from the main valve and arranged to engage against the inner valve seat, and a pin and slot connection between the hub and valve.

8. In a triple valve, a main piston bored to form a cylinder, an equalizing piston mounted in said cylinder and provided with a projecting hub, the base of the hub being ta pered, a port extending through said hub and communicating with the space between the two pistons, a stem extending from the main piston through the hub, a main valve having a central recess for the reception of the stem l and hub, the end of the recess being tapered 1 to form a seat for the tapered portion of the huband the side Walls of the valve being 7 rol vided with elongated slots, a pin carrier, by I the hub and extending through said slots, the stem having an elongated slot to permit free working of the pin, and a pair of ports loadl ing through the sides of the valve and under l the control of said stenr, V I

9. In a triple valve, a main piston bored to I form a cylinder with one end closed, an openended hollow equalizing piston arranged in g the cylinder with its open end toward the 5 closed end of the cylinder, said pistons being i movable under variations intrain pipe and i auxiliary reservoir pressure, a valve having i a working connection with the equalizing-f piston, and a port through which auxiliary reservoir pressure may pass to the space between the pistons, whereby a body of air; under pressure is confined between the pistons to operate said pistons and effect a f movement of the valveon reductions of aux- 1 ilia y reservoir pressure.

10. In a triple valve, a pair of pistons one of which is mounted Within the other, a port l through which the space between the )istons i may be placed in communication Wit 1 auxiliary reservoir pressure, and a main valve I having a working connection with the innermost piston, the port being under the control i of said valve in order to coniine the air be- I tween the pistons in certain positions of the valve. l

11, In a triple valve, a pair of pistons arranged one within the other, a port through i which the space between the istons may be i placed in communication wit 1 auxiliary resl ervoir pressure, a single valve having a l working connection with the innermost pis- 1 in the presence pistons serving on reduction of auxiliary reser'voir pressure to force the valve to a position cutting, ofi' communication between the train pipe and the brake cylinder.

12. I n a triple valve, a pair of pistons arranged one within the other, a port through which the air space between the istons can be placed in communication Wit auxiliary reservoir pressure, a valve having communicating ports one in constant communication with auxiliary reservoir pressure and the other movable on emergency reduction into communication with train pipe port whereby both train pipe and auxiliary reservoir air may enter the brake cylinder, the confined body of air between the two pistons acting by expansion to operate said pistons after reduction of auxiliary reservoir pressure to thereby force the valve to position to cut off train pipe communication and retain the connection between auxiliary reservoir and the brake cylinder.

.13. A triple valve casing" having train pipe mn'iwctions arranged opposite each other, a plug; for closing either of said connections, and a removable strainer comprising a pertorated tube ren'iovably mounted between one of the connections and the plug. 7

In testimony that I claim the foregoing as my own, I have hereto afiixed my signature of two witnesses.

, JOHN DILLANDER.

\Vitnesses:

Cnas. 0. Jonas, F. L. DENISON.

Images