US959801A - Triple valve. - Google Patents

Description

W. A. PENDRY. TRIPLE VALVE. APPLICATION FILED 11111.12, 1909.

959,801 Patented May 31, 1910.

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TRIPLE VALVE.

APPLITION FILED APB. 12, 1909. A 959,801 Patented May 31,1910.

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WILLIAM A'. IENDRY, OF DETROIT, MICHIGAN.

TRIPLE VALVE.

Specification of Letters Patent.

Application led April 12, 1909.

Patented May 31, 1910. Serial No. 489,422.

To all whom it may concern:

Be it known that I, WILLIAM A. PENDRY, a citizen of the United States, residing at Detroit, in the county of Vayne and State of Michigan, have invented certain new and useful Improvements in Triple Valves, of which the following is a specification.

My invention relates in general to automatic air brakes, and more particularly to improvements in triple valves.

ln the use of triple valves, it is often necessary to remove the valve mechanism from the inclosing casing in order to replace valve faces, valve seats, and worn out packings, and in order to remove foreign matter from ports and passages which has been deposited by the compressed air. .ln triple valves in general use, in order to remove the valve mechanism from the inclosing casing, it is necessary to disconnect the couplings with some of the cooperating parts of the brake apparatus, as the couplings are connected with parts of the casing which must be detached in order that the valve mechanism may be removed. This operation requires considerable time and labor, and consequent-ly delays the use of the car upon which the brake apparatus needing attention is located.

One of the objects of my invention is to provide an improved quick acting triple valve, the entire valve mechanism of which may be removed from the casing without detaching the couplings leading' to the other parts of the brake apparatus.

A further object of my invention is to provide an improved triple valve in which the strainer through which the train pipe air passes to the triple valve may be readily removed for the purpose of discharging the dust and other foreign matter collected therein, without disconnecting the train pipe.

A still further object of my invention is to provide an improved quick acting triple valve, which will be comparatively simple in construction, economical in manufacture, ciiicient in operation, and durable in use.

My invention will be more fully disclosed hereinafter by reference to the accompanying drawings, in which the same is illustrated as embodied in a convenientand practical form, and in which- Figure l is a central vertical section, showing the valve mechanism in release position;

Fig. 2, a transverse sectional view on line 2, Fig. l; Fig. 3, an elevational view, looking from the right in Fig. l; Fig. 4, a detail view of the strainer cage; Fig. 5, a cross section on line 5, 5, Fig. l; and Fig. 6,'an elevational view of the main section of the triple valve casing with the end section thereof removed, the plane of this view being indicated by line 6, 6, Fig. l.

The same reference characters are used to designate the same parts in the several figures of the drawings.

Reference letter A indicates the main section of the casing, and comprises a cylindrical piston chamber A and a valve chamber A2. A cylindrical bushing B is located within the piston chamber A and is provided with the usual feed groove o.

B2 indicates a bushing in the valve chamber A2 which is provided with ports b2, b2 and Z22* extending through the valve seat therein. The port b2 registers with an underlying port leading to an exhaust passage a2, the latter extending upwardly partially around one side of the valve casingas shown in Fig. 5 -and thence longitudinally of the valve casing, as indicated by the dotted lines in Fig. 1. The ports 3 and o* communicate with a passage a2 extending longitudinally of the valve casing and adapted to be placed in connection with the brake cylinder. The bushing B2 is prevented from creeping within the valve chamber A2 by means of the usual pins inserted in alining holes o in the upper wall of the valve chamber and adjacent the wall of the bushing.

a indicates the train pipe passage in the valve casing which extends to and communicates with the piston chamber A.

C indicates the triple valve piston fitting within the bushing B and having a valve stem o extending concentrically therefrom into the valve chamber D indicates the main slide valve which is provided with a passage l in the under surface thereof. Parallel wings D project upwardly from the sides of the main valve D and support between their upper ends a leaf spring d which engages the under surface of the top of the bushing B2 and through its tension retains the valve D in contact with the underlying seat in the bushing. The valve D is located within lugs c and c2 formed on the valve stem c, the distance bet-Ween the lugs being slightly greater than the length of the valve so as to permit a small movement of the piston without moving the valve D.

E indicates the service graduating valve which controls the underlying port bt and is located between lugs c2 and 03 on the valve stem c. A spring e is interposed between the valve stem and valve E to retain the latter' in contact with the underlying valve seat.

F indicates the head of the piston cylinder A, which is provided with a passage registering with the adjacent end of the train pipe passage a and communicating through a port f2 with the piston chamber A. The passage 7"" also communicates through port f3 with the interior of a cap G. The cap G and cylinder head F may be conveniently secured to the main section A o1c the valve casing by means of bolts g passing through registering holes in Vlianges on the cap G and head F and into screw threaded engagement with alined holes in a tlange around the adjacent end of the piston chamber A.

rthe triple valve piston C is provided with a circular l'lange C which forms a cylinder in which is located a piston H, the latter being provided with a restricted hole L therethrough. A stem 7a2 projects concentrically from the piston H and extends through a guide opening in the head F. A lever H is located within the chamber in the cap G in alinement with the stem 11,2. The lever H carries a valve it normally engaging a seat f surrounding a port leading to a passage z' in the head F. A spring H2 is interposed between the lever H and the end of the cap G for normally retaining the valve It closed against the seat A stud g2 is provided on the inner surface ot' the end of the cap G for centering-the spring H2, and a similar stud is provided on the lever H. The end 7L"J ot the lever H opposite to the valve /L is adapted to engage a shoulder gS within the cap G to form a fulcrum for the lever H in emergency applications of the brakes.

The passage t' in the head F leads to a cylinder A3 at one side of the main section A of the easingas shown in Fig. 5. In the chamber A3 is a piston K having a stem extending through the wall between the cylinder A3 and the chamber r t. K indicates the head of the chamber A3, while 7c indicates an atmospheric port leading from the chamber A3 and controlled by the piston K. A valve L is located in alinement with the stem 7c and controls a passage connecting the chamber A* with a chamber A5, the latter chamber communicating with the extended auxiliary reservoir port a5 in the end of the main section A of the casing.

Ll indicates a removable cap extending through the outside wall of the chamber A5 through which the valve L is inserted.

Z indicates a spring interposed between the cap L in the valve L for normally retaining the latter in closed position.

M indicates a check valve controlling a passage through the wall which separates the chamber Al from the brake cylinder passage a. This valve is normally retained seated by a spring m interposed between the same and a removable cap l/l in the outer wall of the passage ai.

The above described quick acting triplo valve mechanism does not in itself constitute my invention, as it is substantially the same as that known as the New York triple valve;7 but is shown and described in order thatthe improvements which I have invented may be clearly understood.

l) designates an end section oi the valve casing which is adapted to be permanently secured to a supporting member of the brake apparatus, such, for instance, the end ot' the brake cylinder or auxiliary reservoir. All ot the connections between the valve casing and other parts ot the brake apparatus are made through the ond section l), so that such connections need not be disturbed when it is desired to remove the valve mechanism to be repaired or cleaned. The end section l) ot the valve casing is provided with a plurality ot holes P extending therethrough. with which register holes through the flange 0. around the adjacent end ot' the main section A ot the valve casing. Bolts are adapted to pass through the holes in the flange a and registering holes P into cngagement with the supporting member of the brake apparatus, so that by removing such bolts section A may be entirely detached while the section P remains upon the supporting member.

In order to accurately retain the sections P and A in proper relation, a recess 79 is provided in the adjacent surface ot the section P, in which is received the usual circular flange a projecting 'from the adjacent surface of the main section A of the valve casing, and in order to more etliciently support the section P upon the end of the brake cylinder or auxiliary reservoir, a circular projection p is provided corresponding to the circular projection e on the end of the main casing section A, to be received within the usual opening or depression formed in the brake cylinder or auxiliary reservoir.

A transverse passage 79 extends through the lower portion ot the section l) with which communicates thc passage a in the section A. One end of the passage p is adapted to be closed by a plug p-as shown at the right ot Fig. .f3-while the other end of such passage is adapted to have secured thereto a branch T ot the train pipe. A transverse passageway 722 extends through the upper portion of the section P with which communicates the exhaustpassageway a2,

one end of such transverse passage p2 being adapted to be closed by a plug, and the other end adapted to communicate with an exhaust conduit leading to any desired point. A central passage p4 extendsthrough the section P in alinement with the valve chamber and is adapted to communicate with the auxiliary reservoir. A passage p3 also extends through the section P and' registers with the passage as, the opposite end of such passage p3 being adapted to be placed in communication with the brace cylinder.

It is frequently necessary in the operation of triple valves to remove the strainer interposed between the train pipe and valve mechanism in order that the collected dust and foreign matter may be removed. In triple valves as heretofore constructed such strainers have been interposed between the train pipe branch and the valve casing, so that it has been necessary to disconnect the train pipe in order to remove the strainer. In my improved triple valve the strainer may be readily removed without disturbing the train pipe connection, as will be readily seen by reference to Fig. 2, in which 13 indicates a circular strainer concentrically located within the train pipe passage p. The strainer P is supported upon radial wings R of a cage R, the latter' having circular flanges at its ends, one of which rests against the end of the train pipe T while the other is supported within the opposite and corresponding screw threaded opening leading to the passage p. A spring r is interposed between the adjacent end of the cage R and the removable plug p5. It is consequently merely necessary to remove the plug p5, when the cage R may be withdrawn from the passage p, and aft-er having the dust and foreign matter cleaned therefrom, may be replaced within the passage p and the cap 795 screwed into position to close the end of the passage p.

The operation of my improved triple valve is as follows:

Release or running position-Fig. l illustrates the parts of the valve mechanism in release or running position, in which the brake cylinder communicates through the passages p3, as, port b3, passage d in the main valve D, port b2, passage a2, and passage p2 with the exhaust. Train pipe pressure passes through the passage p', passa-ge a, passage f, port fl, feed groove Z1 in the bushing B, valve chamber, and passage p4 to the auxiliary reservoir. It will be observed that the reservoir is disconnected from the ports o2, b3 and by the main valve D and graduating valve E. The train pipe pressure also passes through the port f3 into the chamber Within the end cap G of the valve casing.

Service application-When the train pipe pressure is reduced to the usual extent for a service application of the brakes, the auxiliary reservoir pressure forces the piston C toward the left, but at such a speed that the pressure between the pistons C and H escapes through the hole L, and consequently the piston H is not moyed relatively to the lever H. This movement of the piston moves the main valve D through the Contact of the lug e2 on the piston rod c with the adjacentend of the valve, until the port 3 is closed and the connection between the brake cylinder and exhaust thereby closed. This movement of the piston is imparted to the graduating valve E by the lug c3, so thatthe port L is uncovered, thereby permitting auxiliary reservoir pressure to pass through such port and the passages a3 and b3 to the brake cylinder. Then the supply of air to the brake cylinder lowers the auxiliary reservoir pressure slightly below that of the reduced train pipe pressure, the piston C moves slightly toward the right until the lug c engages the adjacent end of the valve D, such movement of the piston C serving to move the graduating valve E over the port 'bt and thereby discontinue the supply of auxiliary reservoir pressure to the brake cylinder. By further lowering the train pipe pressure, this action is repeated until the brakes have been applied with the desired power.

Emergency applcatfoa-lvhen an excess of reduction of train pipe pressure occurs, the excess pressure of the auxiliary reservoir quickly forces the piston C toward the left, and as the movement of the piston occurs before the pressure can escape from between the pistons C and H through the restricted hole r, the piston H is also moved toward the left and its stem /L2 forced into engage# ment with the lever H. The end 72,3 of the lever H first engages the shoulder g3, and then the lever rocks upon its end rq so that the valve 71, is moved away from the seat f'. Train pipe pressure then passes through the port f3, through the valve seat lf, passage e', to the space within the chamber A3 between the piston K and chamber head K. The piston K is consequently forced toward the right in Fig. 5, so that the stem 7c thereof unscats the valve L against the tension of the spring Z. This movement of the piston K uncovers the exhaust port C, so that the train pipe pressure is reduced by being exhausted to the atmosphere. The unseating of the valve L permits auxiliary reservoir pressure to pass through the enlarged port a5, chamber A5 into the chamber A4, thence past the check valve M into the passage a, and through the passage 793 to the brake cylinder. As soon as the pressur'e escapes from between the pistons C and H through the restricted hole L, the spring H2 closes the valve 7L against its seat f, thereby preventing further passage of train pipe air to the chamber A3. The tension of the spring Z acts through the valve IJ and piston stein to return the piston K to the position shown in Fig. Such action of the spring Z also closes the valve IJ and discontinues the supply of auxiliary reservoir pressure from the port (r1 to the brake cylinder. Upon increasing the train pipe pressure, the piston C is moved toward the right to the position shown in F ig. 1, thereby connecting the brake cylinder with the exhaust port and the train pipe auxiliary reservoir.

From the foregoing description, it will be observed that I have invented an improved quick acting triple valve, all of the moving parts of Which, together with the coperating stationary parts, may be removed by disconnecting the main portion A of the casing from the supporting section P, allowing the section P to remain fixed upon the supporting member of the brake apparatus, and thereby obviating the necessity of disconnect-ing any of the connections between the triple valve casing and cooperating parts of the brake appa 'atus, inasmuch as all of such connections extend from the stationary section P.

It Will be further observed that I have invented an improved triple valve in Which the screen for preventing the passage of dust or foreign matter to the valve mechanism may be readily removed to be cleaned Without disconnecting the train pipe connection.

lhile I have illustrated and described my invention with more or less detail, yet it is to be understood that I do not consider that my invention is restricted to any specific embodiment, but may be expressed in any physical forms coming Within the terms of my claims.

I claim:

1. In a triple valve casing, the combination with an end supporting section having axial passages therethrough adapted to be connected with the auxiliary reservoir and brake cylinder, and having a transverse train pipe passage communicating with an intermediate axial port, of means for permanently attaching said section to a supporting member of the brake apparatus, a main casing containing the valve mechanism and having longitudinal main reservoir, train pipe and brake cylinder passages regis tering With the adjacent surface ports of the corresponding passages in said end section, and means for detachably supporting said main section upon said end section.

2. In a quick acting triple valve casing, thecombination with an end supporting section having axial passages therethrough adapted to be connected With an auxiliary reservoir and brake cylinder, and having transverse train pipe and exhaust passages therethrough each communicating With an intermediate axial port, of means for permanently attaching said section to a supporting member of the brake apparatus, a main casing section containing the valve mechanism and having longitudinal main reservoir, train pipe, brake cylinder and exhaust passages therein adapted to register with the adjacent surface ports of the corresponding passa-ges in said end section, and means for detachably supporting said main section upon said end section.

3. In a triple valve casing, the combination With a main section adapted to contain the valve mechanism and having brake cylinder, train pipe, and auxiliary reservoir passages therein terminating in ports in the end surface thereof, of a supporting section having passages registering with said ports in the main section, the train pipe passage being T-shaped and adapted to connect at either of 'ts alincd ends with the train pipe.

4. In a triple valve casing, a main section adapted to contain the valve mechanism and having brake cylinder, train pipe, and auxiliary reservoir passages therein, and also having an exhaust passage extending transversely of and partially around said section and thence longitudinally within said section to the surface thereof which is adapted to engage the surface of a supporting member.

In a triple valve casing, the combina tion with a main section adapted to contain the valve mechanism and having brake cylinder, train pipe and auxiliary reservoir passages therein terminating in an end surface of said section, of an end section adapted to be permanently attached to a support ing member of the brake apparatus, and upon which said main casing is removably supported, said end section having axial brake cylinder' and auxiliary reservoir passages therethrough registering \vith the brake cylinder and auxiliary reservoir pasin the main section, and adapted to be connected with the auxiliary reservoir and brake cylinder, said end section also having a transverse passage and intermediate port registering with the train pipe passage in the main section, either end of said transverse passage adapted to be connected with the train pipe.

In a triple valve casing, the combination With a main section Within which the valve mechanism is adapted to be contained and having brake cylinder, train pipe, and auxiliary reservoir passages extending therethrough and terminating in an end surface thereof, said section also having an exhaust passage extending transversely of and partially around the same, and thence longitudinally therein to the said end surface thereof, of an end section adapted to be permanently attached to a supporting member of the brake apparatus and upon which said main easing section is adapted to be removably supported, said end section having passages therein registering with said passages in the main section and adapted to be connected with the train pipe, auxiliary reservoir, brake cylinder and exhaust.

7. In a triple valve casing, an end section adapted to be permanently attached to a supporting member of the brake apparatus and upon which the valve mechanism inclosing section of the casing is adapted to be removably supported, said end section having a transverse passage therethrough with either end of which the train pipe may be connected, and also having axial passages therethrough with which the auxiliary reservoir and brake cylinder may be connected.

8. In a triple valve casing, a section adapted to be interposed between a main section of the casing and a supporting member of the brake apparatus and having auxiliary reservoir and brake cylinder passages extending axially therethrough and terminating in the surfaces thereof which engage the adjacent surfaces of the main casing section and of the supporting member of the brake apparatus, and also having a lateral passage extending therethrough with either end of which the train pipe may be connected from which a branch passage extends to the surface which engages that of the main section of the casing.

9. In a triple valve casing, a section adapted to be interposed between a main section of the casing and a supporting member of the brake apparatus, and having auxiliary reservoir and brake cylinder passages extending' axially therethrough and terminating in the surfaces thereof which engage the adjacent surfaces of the main casing section and of the supporting member of the brake apparatus, and also having lateral train pipe and exhaust passages extending therethrough from which branch passages extend to the surface thereof which engages the surface of the main section of the valve casing.

10. The combination with a triple valve casing, of a train pipe, a coupling member intermediate of the casing and train pipe having a straiO'ht passage therethrough with one end o which the train pipe is connected, a plug closing the other end of said passage, and a tubular strainer within said passage alining with the train pipe and removable through the opening closed by said plug, said coupling member having a space around said strainer communicating with the train pipe passage in the casing.

Il. The combination with a triple valve casing, of a supporting section adapted to be interposed between said casing and a member of the brake apparatus, said supporting section having a transverse passage therethrough communicating intermediate of its ends with the train pipe passage in the casing, a train pipe connected with one end of said transverse passage, a plug closing the other end of said passage, and a strainer in said transverse passage removable through the end thereof closed by said plug.

1Q. The combination with a triple valve casing, of a supporting section adapted to be interposed between said casing and a member of the brake apparatus, said supporting section having a. transverse passage therethrough communicatino" intermediate of its ends with the exhaust passage in the casing, an exhaust conduit connected with one end of said transverse passage, and a plug closing the other end of said transverse passage, the exhaust conduit being adapted to be connected with either end of the transverse passage and the other end to be closed by said plug.

In testimony whereof, I have subscribed my name.

IVILLIAM A. PENDRY. lVitnesses:

GEO. L. IVILKINSON, ANNA L. WALTON.

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