US1177969A - Triple valve. - Google Patents

Description

J. R. SNYDER.

TRIPLE VALVE.

Patented Apr. 4; 1916.

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TRIPLE VALVE. I APPLICATION FILED AU( .27. 1912. 1,177,969. Patented Apr. 4, 1916.

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UNTTED sTATEs PATENT onirica.

JACOB RUSH SNYDER, 0F PITTSBURGH, PENNSYLVANIA, ASSIGNOR TO PERCY E. DONNER, 0F PITTSBURGH, PENNSYLVANIA.

TRIPLE VALVE.

Specification of Letters Patent.

Patented Apr. 4, 1916.

To all whom t may concern:

Be it known that I, JACOB RUSH SNYDER, a resident of Pittsburgh. in the county of Allegheny and State of Pennsylvania, have invented a new and useful Improvement in Triple Valves, of which the following is a specification. v

This invention relates to triple valves for air brake systems, and more particularly to triple valves for use on freight trains.

The object of the invention is to provide a triple valve which effects and performs all of the usual functions and results of Inodern freight triple valves, and which performs and effects such functions and results by much simpler and less complicated mechanical means than are embodied in prior types of freight triple valves capable of effecting the same results and functions'.

The invention comprises the construction and arrangement of parts of a triple valve hereinafter described and claimed.

In the accompanying drawings, Figures 1 and 2 are longitudinal sections through a triple valve embodying the invention taken substantially on the line 1 1, Fig. 9, Fig. 1 showing the same in full release or running position and Fig. 2 showing the same in emergency application position; Figs. 3, 4, 5 and 6 are vertical transverse sections taken respectively on the lines 3 3, 4 4, 5 5 and 6 6, Fig. 1; Fig. 7 is a vertical longitudinal section through the valve seat and slide valves taken on the line 7 7, Fig. 9; Fig. 8 is a plan view of the slide valve seat; and Figs. 9, 10, 11, 12, 13 and 14 are diagrammatic views of the valve seat in plan and the valves in horizontal section on the line 9 9, Fig. 1, and showing different positions of the valve, Fig. 9 showingthe same in full release position, Fig.V 10 in quick service or quick serial applicationposition, Figli in full service position, Fig. 12 in service lap position, Fig. 13 in retarded release and restricted recharging position, and Fig. 14 in emergency application position.

The valve in its general form, construction and arrangement follows the standard type of Westinghouse and similar valves. It comprises a casing 1 provided at one end with a fiat face 2 for connection to the auxiliary reservoir and brake cylinder, and closed at its opposite end by the cap or head 3 secured to the casing by compression bolts, all as is usual in triple valves. 'In the casing is the usual chamber 4 in which works a.piston5 provided with a stem 6 extending into the bore 7 of the casing and actuating the slideV valves.

The auxiliary reservior connection is at 8 and the brake cylinder connection at 9. The train or brake pipe connection 10 communicates through passage 11 with a chamber l2 in the head or cap 3, which chamber communicates at 13 with the piston chamber 4. The bushing of chamber 4 is provided with an auxiliary reservoir charging groove or grooves, which is shown as a single groove with portions of different sizes, to-wit; a relatively large portion 14 which is opposite the main piston when the latter is in full release or running position, shown in Fig. 1, and a more restricted portion 15 inwardly from said portion 14 and which is opposite the piston 5 when the latter is moved to retarded release and restricted recharging p0- sition.

In the bore 7 of the valvey is a suitable bushing 16 whose lower'portion forms a valve seat 17 with which coperate a pair of valves, to-wit; a relatively small valve 18v and a larger valve 19. The valve 18 is provided with an upwardly projecting portion 2O which fits between an end projection 21 and intermediate projection 22 on the piston stem 6 and entirely fills the space between said projections so that it moves at all times with the piston 5. It is held to the seat byspring 23 interposed between the projection 2O and the bottom of the recess into which said projection extends. The larger slide valve 19 is held between the intermediate projection 22 and a shoulder 25 on the piston stem, but does not fill the space between said projection and shoulderso that there is a certain amount of lost motion which permits the piston 5 and valve 18 to move at times without moving the valve 19. The valve 19 is held to the seat 17 by the usual spring 26.

Valve 19 is providedwithv a longitudinal bore 27 provided at its outer end with a shoulder 28. In'said bore is a helical spring 29 seated at one endagainst shoulder 28 and at its opposite end against head 31 screwed into stem 32 whichr extends through said spring and beyond the outer end of the slide valve and has its outer end provided with a downturned'portion 33 adapted in the release position ofthe valve to Contact with thev end of tle valve seat 17, as shown in F ig.

1, so that further movement of the piston and valve toward the left when the valve is forced to retarded release and restricted recharging position compresses the spring 29, and when the pressures on opposite sides of the piston 5 equalize, said spring returns the valves and piston to normal or running position, shown in Fig. 1.

In the head or cap 3 is a stem 35 surf rounded by helical spring 36, said'stem being adapted to be contacted by the piston 5 in its outward movement, said stem and spring serving the purpose of the usual graduating stem and spring ot' triple valves. In addition, the stem carries a valve 37 coperating with ya seat 38 surrounding an opening 39 forming a communication between the chamber 12 in the head or cap 3 and a passage 40 leading to the brake cylinder connection 9. In said passage 40 is a check valve 41 seated by a spring 42 toward the train pipe. 'I he valve 37 is unseated on the extreme outward movement of the pistion 5 upon emergency reduction of train pipe pressure to allow train pipe pressure to iiow from chamber 12 through passage 40, past a check valve 41, to the brake cvlinder.

The valve seat 17 is provided with ports and passages, shown in Figs. 1, 2, 7 and 8, as follows: a port 44 near the inner end of the seat and communicating with passage 45 in the casing leading to the brake cylinder connection` 9; a'port 46 laterally in line with brake cylinder port 44 and communicating by a longitudinal passage 47 with the transverse port 48 leading to the atmosphere; a small port 50 in proximity to brake cylinder port 44 and communicating through groove 51 cut in the outer face of the bushing 16 with a port 52 located near the outer end of the seat 17; and a port 53 longitudinally in line with port 52 aud communicating through passage 54 with train pipe passage 11.

The large slide valve 19 is of rectangular form and is provided in its bottom face with a single narrow longitudinal cavity 55 whose function, when the valve is in running and quick service position, is to connect train pipe port 53 with port 52, so as to bring train pipe air to port 50. The smaller slide valve 18 is of general rectangular form with a projection 56 on its inner end at one side, and in its bottom face is provided with a pair of transverse cavities, to-wit;A a relatively large cavity 58 provided near one end with a longitudinal extension 59 and a smaller cavity 60 located` stein .bears against elle @nl Valve Seat.

17 so that spring 29 resists the further movement of the piston and valves toward f the left, viewing Fig. 1. The piston 5 is opposite the large recharging groove 14 so that train pipe air passes from chamber 4 to the auxiliary reservoir and quickly recharges the latter. The slide valves 18 and 19 are in such position, shown in Fig. 9, that cavity 58 in slide valve 18 connects lcrake cylinder port 44 with exhaust port 46. Consequently, the brake cylinder pressure is rapidly released to the atmosphere. All other ports are blanked, although cavity 55 connects train pipe port 53 with port 52, but as port 50 is blanked bv valve 18 no effect is produced. This position is assumed in normal running and after equalization of auxiliary reservoir and train pipe pressures, and permits the Jfull and rapid release of the brakes and the rapid recharging of the auxiliary reservoir. Y

2. `Quick service or serial venting position, shown in Fig. 10. This position is assumed upon a slight reduction of train pipe pressure and upon the first movement of the pis: ton 5, which results in moving the small slide valve 18 but without moving the large valve 19 due to lost motion connection between the latter and the piston stem. In this position the connection between the brake cylinder port 44 and exhaust port 46 isA broken, but cavity 58 with its longitudinal extension 59 connects brake cylinder port 44 with the small port 50, and as ports 52 and 53 are still connected by cavity 55 inthe large slide valve 19, train pipe air passes from port 53 to the brake cvlinder port 44, thereby momentarily venting the'train pipe into the brake cylinder to produce a drop in'v pressure in the train pipe at the car and secure a quicker serial action of the brakes throughout the train than would be possible if all the air had to flow forwardly and out at the engineers brake valve. The valve remains in this position for an appreciable time, due to the fact that the rst movement of the piston 5 moves only the small valve 18, but as soon as the lost motion between the pistonA stem 6V and valve 19 is taken up the greater frictional resistance then encountered checks the movement of the piston and Vprovides an appreciable time for venting the train pipe into the brake cylinder. The reduction of train pipe pressure caused by this venting unbalalnces the pressures on opposite sides of piston 5 sufficiently to overcome the frictional resistance of both slide valvesso that the latter almost immediately move to the next position now to be described. f

3. Full serviceposition, shown in Fig. 11. In this position. the slide valves have moved to the right sufhciently so that valve 18 uncovers brake cylinder port 44, thereby al. lowing auxiliary reservoir, pressure te rush into the brake cylinder. All other ports are blanked. In this position, the head of pistion 5 is in contact with graduating stem 35, graduating spring 36 checking the movement of the piston to stop the valves in service position.

4. Service lap position, shown in Fig. 12. This position is assumed by the valve on the slight recoil such as occurs immediately after a service application, due to a momentary greater pressure on the train pipe side of the piston 5. The large slide valve 19 remains stationary, due to the lost motion connection between itself and the piston stem, but the small slide valve 18 is moved inwardly sufciently to blank the brake cylinder port 44, thereby cutting off the further flow Vof air from the auxiliary reservoir to the brake cylinder, but maintaining the pressure already in the brake cylinder. All other ports remain blanked.

5. Retarded release and restricted recharging position. shown in Fig. 13. This position is reached after an application of the brakes by quickly charging the train pipe and increasing the pressure therein so rapidly that it cannot equalize through the charging groove 14. This results in forcing the piston 5 entirely over to the left and brings it opposite the restricted recharging groove 15 so that flow of train pipe air into the auxiliary reservoir is restricted, preventing the auxiliary reservoirs on the forward end of a long train from robbing the train pipe excessively and leaving sufficient pressure to flow toward the rear end of the train so as to secure the release of the brakes at the rear end substantially simultaneously with those at the forward end. This position of the valve is assumed only on the forward portion of the train, while at the rear end' of the train the train pipe pressure is sufiiciently low (dueto feeding the reservoirs forward thereof) that the triple valves merely go to full release position, shown in Fig. 1, being prevented from going farther by the spring 29 on stem 32 whose down-A turned portion'33 contacts with the end of valve seat 17. At the forward end of the train where the pistons have been driven fully over to the left, Vspring 29 is under compression so that upon equalization of pressure on opposite sides of the piston 5 the spring 29 returns the piston and valves to full release position. In this position the restricted cavity GO'in slide valve 18 connects brake cylinder port 44with exhaust port 46. Consequently, the pressure in the brake cylinders is released more slowly than in full service position, which is liust what is needed at the forward end of the train to retard the release of the brakes thereat and secure substantially simultaneous release from end to end of the train.

6.. Emergency application position,- shown in Figs. 2 and 14. This position is assumed upon a large reduction of train pipe pressure, so that auxiliaryfreservoir pressure pushes piston 5 entirely over to the right and compresses graduating spring 36. In this position the slide valves have moved so as to fully uncover brake cylinder port 44 and permit auxiliary reservoir pressure to rush into the brake cylinder, the same as in full service position. In addition, the retraction of graduating stem 35 has unseated valve 37, thereby permitting train pipe pressure to flow from passage 11 and chamber 12 through opening 39 and passage 40 directly to the brake cylinder, lifting the check valve 41 in its course. Consequently, the

brake cylinder is supplied with air from lease position or from any of the other positions of the valve by merely reducing the train pipe pressure below the point of equalization of auxiliary reservoir pressure in the brake cylinder.

The stem 35 and spring 36 in addition to the-usual function of a graduating stem and spring also serve as check members for seating the valve 37 and closing direct communication from the train pipe to the brake cylinder except in emergency application position. The spring 29 on stem 32 becomes active only upon movement of the piston and valves inwardly from the normal or full release position, thereby serving as a graduating stop to prevent movement of the main piston inwardly beyond its normal position, except when purposely intended by a sudden increase of train pipe pressure. It also serves as a means for automatically returning the slide valves and piston to normal position from retarded release and restricted recharging position, upon equalization of pressure on opposite sides of piston 5.

The valve described has all of the usual functions of triple valves, including quick service or serial venting action to secure a rapid serial action of the brakes throughout the train in service applications, and also providing for a retarded release of the brakes and restricted recharging of the auxiliary reservoirs as above described, in

addition to the usual service and emergency performs all of the functions of the most approved triple valves, but by a mechanical construction much simpler and less complicated than existing valves and appurtenances which perform all of the functions Which this valve performs. Consequently, the valve is not only cheaper as to first cost, but is more reliable in action, less liable to get out of order, cheaper in its upkeep, and offers less resistance to movement than similar valves lfor securing the same functional effects.

Nhat l claim is:

l. A triple valve comprising a casing having connections to the auxiliary reservoir and the train pipe and provided With a valve seat having ports communicating With the brake cylinder and the atmosphere, a movable abutment actuated by variations in train pipe pressure, a valve device actuated by said movable abutment and arranged in full release position to open unrestricted communication from the brake cylinder to the atmosphere and in position assumed by movement from full release position upon increase in train pipe pressure to open a restricted communication from the brake cylinder to the atmosphere, a spiing device carried by said valve device for iestoring said valve device to full release position, a spring stop in said casing arranged for controlling the movement of said movable abutment and to be retracted under large decrease in train pipe pressure, and a valve actuated by said spring stop and controlling direct ccmmunication from the train pipe to the brake cylinder.

2. A triple valve having connections to the train pipe, brake cylinder, auxiliary reservoir and the atmosphere, a movable abutment actuated by variations in train pipe pressure, a valve device actuated by said movable abutment and arranged to establish communication betiveen the auxiliary reservoir and the brake cylinder when the abutment is in service position and to also control the brake cylinder exhaust and having a normal open position for said exhaust and another position for retarding the release, a spring device carried by said valve device and arranged to restore said valve device to open or full release position, a spring stop for regulating the movement of said movable abutment under train pipe reductioiis,V and a valve operated by said able abataieat. attuate@ by variances .iai

train pipe pressure, a valve device actuated by said movable abutment. and arranged 1n full release position to open unrestrictedl communicaticn from the brake cylinder to the atmosphere and in position assumed by movement from full release position upon increase in train pine pressure to open a restricted communication from the brake cyl-v inder to the atmosphere, a spring device carried by said valve device and arrangedV to move said valve mechanism from the re-` stricted release position to the full release'v the train pipe, brake cylinder, auxiliary reservoir and the atmosphere, a movable abutment actuated by variations in train pipe pressure, a valve device actuatedby said movable abutment and` arranged when in full release position to open an unrestricted exhaust from the brake cylinder to the atniosphere anda large charging connection from the train pipe to the auxiliaryreservoir and in position-assumed by movement from full release -positicn'upon increase off train pipe pressure to open a restricted exhaust from the brake cylinder and a restricted charging connection from the train pipe to the auxiliary reservoir, a spring device carried by said valve device and arranged to restore the valve device to open and full release position, a spring stop arranged to.

regulate the movement of said movable abutment under train pipe reductions,l and va valve device operated by said spring stop when retracted bv the movable abutment and controlling direct communication from the train pipe to the brake cylinder,

5. A triple valve having connections to the train pipe, brake cylinder, auxiliary reservoir and the atmosphere, a movable abutment actuated by variations in train pipe pressure, a valve device actuated by said movable abutment and arranged When in full release pcsition to open an unrestricted exhaust from the brake cylinder to theY at-` inos here and a large chargino' connection b e* b from the train'pipe to the auxiliary reservoir and in position assumed by movement from full release position upon increase of train pipe pressure to open a restricted exhaust from the brake cylinder and a restricted charging connection from the train pipe'tov the auxiliary'reservoir,'a spring device carried by said val-ve device and arranged toV move said valve device from restricted ex-Vv haust-position to unrestricted exhaust position, a spring stop arranged to regulate the' maremma-0f Said-movable abutment-under train pipe reductions, and a valve device operated by said spring stop when retracted by the movable abutment and controlling Vdirect communication from the train pipe to together, and a pair of valves coperating with said seat and having movement relative to each other, one of said valves being provided With a cavity arranged in quick service position to connect the train pipe port with one of said small ports, and the other of said valves being provided with a cavity arranged in release position to connect the brake cylinder and exhaust ports and in quick service position to connect the brake cylinder port and the other of said small ports.

7. A triple valve comprising a casing, a valve seat therein provided with a brake cylinder port, an exhaust port, a train pipe port, and a pair of small ports connected together, and a pair of valves coperating with said seat and having movement relative to each other, one of said valves being provided with a cavity arranged in quick service position to connect the train pipe port with one of said small ports, and the other of said valves being provided with a pair of cavities of different sizes, the larger cavity in full release position connecting the brake cylinder and exhaust ports and in quick service position yconnecting the brake cylinder portwith the other of said'small ports, and the smaller of said cavities in position assumed by movement from full release position upon increase of train pipe pressure connecting the brake cylinder and exhaust ports.

8. A triple valve having connections to the train pipe, brake cylinder and auxiliary reservoir, a movable abutment actuated by variations in train pipe pressure, a valve ac tuated thereby and provided with a pair of cavities, one arranged upon normal rate of increase of train pipe pressure to open a large communication between the brake cylinder and the atmosphere, and the other arranged upon a more rapid rate of increase in train pipe pressure to open a restricted communication between the brake cylinder and the atmosphere, a spring stop arranged to regulate the movement oi' said movable abutment under train pipe reductions, and a valve actuated by said spring stop When ree tracted by the movable abutment and controlling communication between the train pipe and the brake cylinder.

In testimony whereof I have hereunto set my hand.

JACOB RUSH SNYDER. a

Witnesses:

I. C. STAVER, MARY E. CAHooN.

Copies of this patent may be obtained for ve cents each, by addressing the Commissioner of Patents,

Washington, D. C.

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