US606708A - Murray corrington - Google Patents

Description

'Patented my 5, i898.

vM. CDHRINGTON..

v A R B R A K E (Applicato ledvFeb; 19, 1898.)

' (No Model.)

[N VEN TOR.

WTNESSES) .mmm

'T1-n: Nngms arcas co, PHoTmLITHD., WASHINGTON. use.

f UNITED STATES' PATR-Nr 2li Fries.

MURRA;7 ooRRINGroN, or NEW YORK, N. Y.

. AIR-R BAK E.;

srncIFIcATIoN forming part of Letters patent No.' 606,708, dated July 5, 189s.

Application nai Pantry 19, 718108. Q sera no. 670,918.l oa noaa.)

T0 @ZZ 11171/0717/ t mayooncern;

Be it known that I, MURRAY CoRRINGroN, a citizen of the United States, residing at New York city, (borough offManhattam) in the county and State of New York, have invented new and useful Improvements in Air-Brakes, of which the following is a specication.

My invention relates to a novel form of construction of a quick-acting triple valve, and has for its primary object to control the emergency-passage through which the air is vented from the train-pipe in the emergency operation Iby a piston supplemental to the triplevalve piston without .the aid of a valve operated byy said supplemental piston, as is the common practice. A

Referring to the accompanying drawings, Figure 1 is the usual vertical'section through a triple valve Vand its casing Aand illustrating one form of constructing my improvement in connection therewith. Fig. 2 is a similar sectionthrough a triple valve and its casing,illus trating anotherW manner of constructing my improvement. Fig. 3 is asimilar section of a portion of va triple-valve casing, showing a modification'.y Fig. 4c is a vplan view of I the main-valve seat 'of Fig. 2 and a view of the main valve in section thereon. Fig. 5 is a plan or top view of la modified way of 'con-y structing the main' valve and itsseat.- Fig.- 6 is an inverted view of vthe main valve'of 'Figi 5. I Fig.'7 is a bottom view of a modified con-4 struction of a main valve which may beused, and Fig. 8 is a section of a valve device which maybe employed to control thevent-passage to the atmosphere. Y Y

Referring iirst to Figs. 1 and2, I employa main-valve casing l for the triple valve, hav# ing two additional parts 2 and 3 fastened thereto, as shown, Fig. 1,with the usual trainpipe, auxiliary reservoir, and brake-cylinder connections. The triple-valve cap-2 and its contained parts shown in Fig. lareomitted from Fig. 2; but it'is understoodj-that idenf tically the Y same apparatus Ymay be used with the' latter figure. The usual passage 5 and ports 6 lead from the train-pipe to the triple-valve piston-chamber 7, in which the piston S operates. The air flows through said passage 5, ports 6, chamber 7, and the usual charging-port 9 into the slide-valve chamber vand to the auxiliary reservoir to charge the same in 'the' usual manner, The main valve '19 operates in the usual chambenand both thevalve 19 and the graduating-'valve 21 are operated by the piston 8. The graduatingvalve 21 controls the passage 22'for the admission of reservoir-pressure to' the brakecylinder in the usual manner of triple valves. Thegraduatingstop 17 and spring 18`serve the usual purpose.

In the construction of my improvement, referring first to Fig. 1, I arrange a chamber 13 and a supplemental piston 14E therein in any convenient part of thev casing and allow the train-pipe pressure to bear directly against its under side, while a passage 12 and port 12, being normally open between the chamber 13 and the main slidevalve chamber, allow the reservoir-pressure to be exerted normally on the upper side of saidpiston. The stem of the piston 14. may be made with wings, as shown, and thus allow a sufficient communication between the port 12a and the Ichamber 13 without the passage 12. Aspring y15 also tends to hold said piston 121 inthe position shown,'so that its under side ywill close the 'mouth of f the emergencypassage 28, through which'the air is vented from the train-pipe. The main slide-valve19 controls the exhaust-port 25,1eading to the atmosphere,

'the port or passage 20, leading to the Ybrakecylinder, as well as the port 12. vAnV extra port 22a may also be so arranged th'atit may 'be uncovered by the mainv valve 19'when it is drawn through its'full traverse to the left in emergency actions, thereby permitting a rapid admission of reservoir-air to the brake- A check-valve 26, seated by a springl 27, may be arrangedin thepassage 28.

In the operation of the apparatus for service applications the usual reductions of train-line pressure cause the triple valve to move to the left against the graduating-stop and theffvalve 21 to open' the passage 22 to the brake-cylinder, and-these operations are repeated'in the usual manner. In emergency actions the' quick reductions in the train-line pressure cause the triple-valve piston to move throughv the full traverse of its chamber to the left, whereupon the cavity 11 connects the port 12 and passage 12 with the passage IOO 20. The air above the piston 14. Will thereupon be exhausted to the brake-cylinder and permit the air on the under side of said piston to lift the same up and flow by the passage 23 past the check-valve 2G to the cylinder. The reservoir air will also liow to the cylinder until complete equalization is effected. As the parts remain in the position just described a part of the air flowing from the auxiliary reservoir to the brake-cylinder will take back through the passage 20, cavity l1, port 12, and passage l2 to the upper side of the piston li, permitting the piston to move down and close the mouth of the passage 23, so that the check-valve 26 is not a necessity.

In Fig. 2 is shown a modification the purpose of which is principally to have train-pipe pressure normally exerted against both sides of the emergency-piston. In the preferred construction I arrange a passage l0, leading from a convenient part of the train pipe through the bushing of the main-valve chamber by the port l0, another port 2n and passage 12 through said bushing to the chamber 13 on the upper side of the piston 14, and a cavity Il in the slide-valve normally connecting the ports l0n and l2. This cavity Il is made long enough, preferably, to keep the ports 10 and l2n in communication while the triple valve is operated for the usual service applications. The passage l0 is kept free from communication with the auxiliary reservoir. The slanting portion of the passage 10 may be drilled from the passage 5, while the casings l and 3 are disconnected, and the lower part of the hole then plugged, as illustrated.

The arrangement just described keeps the piston ist normally exposed on both sides to train-pipe pressure. A supplemental passage 23 runs through the slide-valve and connects with the cavity 2t in said valve, the latter cavity normally connecting the brakecyl inder passage 20 and the exhaust-port 25. (See Figs. 2 and 4.)

'When this apparatus is operated for service, the ports l0 and l2 remain in communication and keep the pressure on both sides l of the piston ll. \Vhen the triple valve moves through its full traverse to the right in emergencies, the ports IO" and l2 are no longer in communication, but the cavity 23 registers with the port l2 and passage l2, so that the pressure above the piston 11 is exhausted through passage l2, port l2", cavity 23 into cavity 21, and thence through the exhaust-port 25 to the atmosphere. The pressure on the under side of piston It thereupon lifts the piston up and flows out of the trainpipe through the passage 2S. In Fig. 4 the peints s and e indicate essentially the positions to which the slide-valve will be drawn in service and emergency applications, respectively.

Fig. 7 shows a modified form of slide-valve. In this valve the cavity ll remains the same; but the two cavities 23 and 2t of Fig. t are united in one cavity, 24C, made Lshaped, on the face of the slide-valve.

In Fig. l also is shown a port leading from the passage 23 to the atmosphere, which is closed by the plug 3l. It is evident that if the plug 3l is removed the air may be exhausted through the passage 2S into the atmosphere instead of into the lnake-cylinder. Again, instead of the plug 3l the device shown in Fig. S may be inserted in the casing, the port being made of the proper size to aecommodate it. In that event the air maybe exhausted into the atmosphere through Fig. 8 past the valve 2G, which may be held on its seat by the spring 27, and this in turn may be adjusted to retain any desired pressuresay from ten to forty pounds, more or lessin the trai n-pipe after the emergency-passage is opened. A like result may be effected by adjustment of the spring I5 to the proper strength. If the train-pipe air is to be ex hausted wholly to the brake-cylinder, the plug 31 may be employed to stop the vent to the atmosphere. If the air is to be exhausted wholly to the atmosphere, the plug 3l may be removed with or without the insertion of the device of Fig. S and the brake-cylinder passage stopped. This latter maybe effected in one way simply by making the spring 2 stout enough to hold the valve 26 perma nently closed. If Fig. S is inserted in place of the plug 3l, the air may be made to flow from the passage 28 partly past the valve 26 to the brake-cylinder and partly past the valve 2G1 to the atmosphere. This arrangement of an emergencypassage having a double terminus to both the brake-cylinder and the atmosphere by which the train-pipe air may be vented to either or both during emergency actions is essentially the same as in my prior patent, No. 3U-$04, dated November 30, 1897, and I do not claim it herein.

In Fig. 3 the piston llt has a leather packing-ring instead of a metallic ring, as in Fig. l, and it is constructed in the familiar man* ner for pistons having such a packing-ring. In this figure also the central portion of the under side of the piston is exposed to airpressure instead of the outside portion, as in Fig. l. This device may have auxiliary-res ervoir pressure or train-pipe pressure on the upper side of the piston l-t.

In Fig. 2 the piston It has two leather rings, as .shown in outside view.

Figs. 5 and 6 represent modifications of a main valve and its seat, which may be employed, if desired. In these figures the main valve has two cavities 1l and 2i. The cavity 2t controls the ports 20- to the brake-cylinder and exhaustport 25, through which the brakes are released, and the cavity 1l. controls the port 12 to pistonschamber 13 and ports 2O and 22 to the brake-cylinder. The

port 22 to the brake-cylinder is located so that graduating-port 19 in the valve 19 will register therewith during service and port 19h will register therewith during emergency IOO IIO

applications. It is evident that the valve 19 may be short enough so that in emergency operationsthe end of the Valve Will uncover either or both ports 20a and 22; but these matters relate to details of construction merely. Fig. 6 Will be readily recognized by those skilled in the art as a main slide-valve adapted to be employed with the standard Westinghouse graduating-Valve, the place for Which is shown in said Fig. 6 in dotted lines.

It Will be apparent that I may effect the vcontrol of the emergency-passage bya piston supplemental to the triple-Valve piston acting alone Without the aid of a Valve operated by said supplemental piston; that I may construct said piston in any one of several Ways; that I may keep the same normally exposed Wholly or lpartially on its opposite sides to pressure, which may be train-pipe pressure on both sides, or reservoir pressure on one side and train-pipe pressure on the other; that I may exhaust the pressure from one side of. said piston either to the atmosphere or to the brake-cylinder to cause it to open the emergency-passage, and that I may Vent the train-pipe air either to the atmosphere or to the-brake-cylinder, or to both, in emergency operations. p l v I am aware that it has been proposed heretofore to employ a piston supplemental to a triple-valve piston and a Valve operated by said supplemental piston to control the emergency-passage for venting the air from the train-pipe, and such construction I do not claim.

I claimlIn an automatic fluid-pressure brake system, the combination, with a triple Valve, of an emergency-passage for ventin g the air from the train-pipe, a piston, one of Whose sides closes the mouth of said passage and normally having its sides partly or Wholly exposed to iuid under pressure, and a passage opened by a part of the triple valve for releasing the pressure from one side of said piston, Whereby the same may be moved by the pressure on its other side away from its position of rest to open said emergency-passage.

. MURRAY CORRINGTON. Witnesses:

MAUCE. SPILLANE, FREDK. M. HERRIOK.

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