US1406609A - Triple valve - Google Patents

Description

W. G. CANlON.

TRIPLE VALVE. APPLICATION FILED JUNE 1i, 191s.

1,406,609. Patented Feb. 14, 1922 INVEN TOR.

ATTORNEY.

w. G. CANION.

TRIPLE VALVE.

APPLICATION FILED JUNE II. 1919.

Patented Feb. 14, 1922;

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W. G. CANION.

TRIPLE VALVE.

APPLICATION FILED JUNE 11, 1910.

Patented Feb. 14, 1922 10 SHEETSSHEET 3.

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W. G. CANION.

TRIPLE VALVE.

APPLICATION FILED JUNE 11. me.

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W. G. CANiON.

TRIPLE VALVE.

APPLICATION FILED JUNE 1!. i919.

Patented Feb. 14, 1922.

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W. G. CANION.

TRIPLE VALVE.

APPLlCATlON man JUNE 11. 191.9.

1,406,609. Patented Feb.14,1922.

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TRIPLE VALVE.

APPLICATION FILED JUNE 11, m9.

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TRIPLE VALVE.

APPLICATION FILED JUNE 11, 1919.

Patented Feb. 14, 1922.

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TRIPLE VALVE.

APPLICATION nuzo JUNE 1|. 1919.

Patented F0514, 1922.

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TRIPLE VALVE.

APPLICATION HLED JUNE H, 1919.

Patented Feb. 14, 1922.

10 SHEETS-SHEET I0,

UNITED STATESPATENT OFFICE.

WILLIAM GEO. CANIIOVN, or GLEN IBUBNIE, MARYLAND, ssrenon o canton AIR BRAKE COMPANY, or IBISBEE, ARIZONA, A CORPORATION or ARIZONA.

TRIPLE VALVE.

Specification of Letters Patent. Patented Feb, 14:, 1922- Application filed June 11, 1919. "Serial'No. 303,320.

To all whom it may concern:

Be it known that I, TILLIAM Gr. CANION, a citizen of the United States, residing at Glen Burnie, in the county of Baltimore and State of Maryland, have invented new and useful Improvements in Triple Valves, of which the following is a specification.

This invention relates to triple-valves for air-brake systems, and the main object of the invention is to provide a triple-valve which is simple of construction, reliable and eliicient in action and capable of being easily and conveniently taken apart for cleaning or repairs, and which embodies in a single unit all of the controlling devices commonly required for efficient braking actions on long, short, and intermediate length trains.

A further object of the invention is to provide a triple-valve which has associated therewith, as part of the valve unit, the means for retaining a desired working pressure in the brake cylinder, the means for bleeding the auxiliary reservoir, and also a cut out cock, all combined and arranged in such a manner as to simplify the construction, dispense with the many feet of piping commonly required in the retaining system, with its objections and disadvantages, and at the same time reduce to a material extent liability of derangement of the working parts of the air brake mechanism, while at the same time reducing the initial cost of construction and installation and the expense of maintaining the brake system in repair.

A still further object of the invention is to provide a brake mechanism which dispenses with the necessity of brakemen riding on the tops of trains for the purpose of operating the retaining valves, and in which the retention of the air in the brake cylinders of the cars is placed under the complete control of the engineer through the action of the triple-valve mechanism.

A still further object of the invention is to provide a triple-valve which permits of an efficient and rapid individual application, and a wide range of adaptability of the alive to perform its functions under varying conditions.

A still further object of the invention is to provide a valve which is operative for graduative retarded recharging actions, whereby the valves may be set for different retarding actions at points throughout the length of a train to equalize the braking actions, and which is automatically reconverti-' ble at the conclusion of a retarded recharging action for an ordinary recharging action through a simple lapping action of the to provide a retarding recharge valve, which will operate also as an auxiliary reservoir bleed valve and a cut-out cock, andwhich is adjustable to a variety of retarding positions and capable of being so adjusted from either side of the car, and which by these different uses reduces the number of parts and simplifies the construction of the brake mechanism.

A still further object of the invention is to provide a triple-valve which has a novel pressure reducing action tl'irough an automatic and instantaneous momentary bleeding of a pocket on the auxiliary reservoir side of the diaphragm; whereby to create a differential giving a material preponderance of pressure on the train line side of the diaphragm for the purpose of securing a quick recharging adjustment and to provide for the assured tensioning ofa diaphragm actuating spring under varying conditions of service with regard to any particular valve.

A still further object of the'invention is to provide a triple-valve which entirely eliminates or materially reduces irregular actions of the valves upon a long train incident to what is commonly known as the wave of air difliculty.

lVith these and other objects in view, the invention consists of the features of construction, combination and arrangement of parts, hereinafter fully described claimed, reference being had to the accompanying drawings, in which Figure l is a top plan view of av triplevalve constructed in accordance with my invention, certain interior parts being indicated in dotted lines. a

Figure 2 is a vertical transverse section through the valve on line 22 of Figure 1. and showing the diaphragm at the limit of its rearward movement and the parts as they appear when the mechanism is in condition for an auxiliary reservoir recharging action.

Figure 3 is a sectional plan view on line 3 of Figure 2. V

Figure -l is a top plan view of the auxand iliary reservoir and brake cylinder side section of the casin Figure 5 is an inner side elevation of the said casing section.

Figure 6 is a rear end elevation thereof.

Figure 7 is an inner elevation of the train line side of the casing.

Figure 8 is a top plan view thereof.

Figure 9 is a top plan view of the headplate.

Figures 10 and 11 are, respectively, top and bottom plan views of the cover and seat plate for the check and feed valves.

Figures 12, 13 and 14 are, respectively, a top plan view, vertical section and bottom plan view of the main valve bushing.

Figure 15 is a top plan view of the cap or cover therefor.

Figures 16, 17 and 18 are, respectively, a perspective view, a top plan view and a ver tical section of the rotary main valve.

Figures 19 and 20 are perspective views of the main valve actuating stem and its crank arm.

Figure 19 is a plan view of the main valve actuating stem.

Figure 21 is a perspective view of the rotary feed valve.

Figure 22 is a perspective view of the feed valve stem, its crank arm or foot-piece and its supporting bracket.

Figure 23 is a vertical section through the lower end of the feed valve stem, taken on line 23-23 of Figure 24:.

Figure 24 is a horizontal section on line 2et24.- of Figure 23.

Figure 25 is aperspective view of the combined recharge, bleed and cut-out valve.

Figure 26 is a horizontal transverse section through the same and its bushing.

Figures 27 and 28 are, respectively, diagrammatic views of the main valve and main valve bushing, showing the lay-out of the ports therein.

Figures 29 and 30 are similar views of the feed-valve and feed-valve bushing.

Figures 31 to 34:, inclusive, are diagrammatic sectional views of the valves in some of their different working positions, and showing also diagrammatically parts cooperating therewith.

Figure 35 is a complete diagram of valves, ports and passages, showing valves in position for full application.

Figure 86 is a side view of one of the pointers and indicators for use in adjusting and indicating the graduated adjustments of the retarded recharging valve.

Figure 37 is a section on the line 3838 of Figure 36.

In the illustrated embodiment of my invention I provide a valve casing 1 which consists of main sections 2.and 8, side sections 4: and 5, and a bonnet or cap section 6, said sections being detachably connected the the in any suitable manner to permit of the ready and economical manufacture thereof and to secure convenience in assembling and disassembling the same and the working parts of the valve for cleaning or repairs.

The casing sections 2 and 3 are hollowed to form a pressure chamber subdivided by a flexible diaphragm 7, clamped'between the meeting faces ofsaid casing sections, into a train like pressure compartment 8 and an auxiliary reservoir pressure compartment 9. The compartment- 8 is in communication with. the train-pipe (not shown) through a cavity 10 and a by-pass duct or channel 11 extending from an inlet passage 12 leading from a nipple 18 with which the train-pipe in practice is connected. The central portion of the diaphragm 7 is clamped between opposed disks or plates forming a piston head 14., said piston head being centrally mounted upon a stem 15 having end portions 16 and 17. The end portion 16 of this piston stem is slidably fitted in a sleeve 18, which is itself slid-ably fitted in a guide socket 19 in the casing section a, while the end portion 17 of said piston stem is slidable through a guide sleeve 20 secured to the easing sect-ion 5 and provided with a head or enlargement 21 slidable in a guide socket 22 in said casingsection 5, whereby the said stem is accurately supported and guided in its movements. A coiled spring 23 is dis posed in the socket 19 and surrounds the sleeve 18 between a fixed shoulder 2 and an abutment flange 25 on the inner end of the sleeve. This spring serves as a yielding abutment to cushion the diaphragm in its rearward movement under train-like pressures, and it also serves as a means for moving the diaphragm forward under certain conditions, as hereinafter described. A stop 26 is provided to limit the forward or inward movement of the sleeve 18, and a stop shoulder 27 is provided to limit the rearward movement of the diaphragm. Carried by the stem 15 on the auxiliary reservoir side of the diaphragm is a valve actuating device or member 28,.constructed and operating in a manner hereinafter fully explained. The upper portion of casing section 2 is provided with a flange 29 which overlies the casing section 3 and forms a horizontal top plate common to said sections, and said section 2 also carries a bolting head or flange 29 whereby the valve casing is fastened in position for connection with the auxiliary reservoir and brake cylinder.

Disposed between said top plate forming the top siiriaces of the casing sections 2 and 3 and the bonnet or cap section 6 is a headplate 30, and mounted upon this head-plate and enclosed by the bonnet is a main valve bushing or seat 31 and a combined cover and scat-plate Bolts or screws 33 jointly secure the bonnet 6 and plate 31 to the valve inseam)- casing body, and bolts or screws 3% secure the plate 82 to the plate 30, whereby said parts with all the valves and valve bushings may be conveniently removed at any timetor inspection and repairs or cleaning out any cloggedparts. As shown particularly in Figures 9 to 1 1, inclusive, the plate is formed with main openings 05 3G and 37. The opening receives a depending projection 38 on the main valve bushing 31, which receives a rotary main valve 39 having a pair of depending crank stems 40 movable in and. projecting downwardly through arcuate slots 41 in the bushing 31 and an open ing 35 (see Figure 1) in the top of the casing. The valve is held in position in the bushing by a cap or cover plate 4Y2, and this cap or cover is provided with outlets 13 and 4d communicating with similarly designated outlets in a union 4-5, the outlet 13 leading directly to the atmosphere, while the outlet at connects with a retainer pipe 46 having a pressure retainingv valve 47 therein. The opening 36 receives the seat of spring-closed check valve 48 movable in a housing 49 formed on the plate 32, which valve opens under the pressure of train-line air flowing through passage 12 to the valve elements per se, and then closes to prevent its return. The opening 37 registers with the bushing or seat 50 of a rotary feed graduating or distributing valve 51. This seat 50 is formed in its bottom with arcuate slots 52 comnninitiating directly with chamber 9 and with similar slots 53 in the plate for the downward passage into said chamber of a pair of cranl-c stems 54- extending from said valve. The plate is further provided with a bushing or seat 55 for a rotary valve 56, hereinafter "fully described, which bushing is also provided with a port comnmnicati directly P: with compartment 9 through a port 57in the plate 30. A. detachable cover plate 58 (see Figures 2 and 3) is provided to jointly close the bushing 50 and hold the valve 51 seated therein.

The plate 30 and top plate of the valve casing (see Figures at and 9) are provided with cooperating grooves forming a feed passage 59 for flow of train-line pressure to the check-valve 48 from passage 12 and in the underside of said plate 82 is a cavity 60 connecting the passage 59 with a feed passage 61 in the plate 30. Plate 30 is also provided alone (or through grooves registering with grooves in the top of the casing) with atmospheric exhaust passages and 63 teed passages 64. 6%, 65 and 66, a combined teed and exhaust passage (37 leading to theauxih iary reservoir, and a combined :tced and er? haust passage 68 leading to the brake cylin der. Port 57 connects with compartment 9 through a passage 69 (see Figure 4) formed inthe top of the valve casing. 21 passage '0 plate 32 leading is furthermore provided in from the check valve to the feed valve. Itwill be understood that valve 47 in the vent pipe +16 is left open when a pressure retaining action is not desired, but is closed when it is desired to retain pressure in the brake cylinder and to give the engineer full control 0'? the pressure retaining action.

The main valve bushing is provided with ports '71, 72, 73 7-1:, 75, 76, '77 and 78 for cooperation with the passages in the valve casing. As shown, the port 71 cooperates with passages 6st and 67. while the ports 72, 73, Y t, 75, 76, 7'7 and. 78 respectively register with the passages (i l, 66, 61, 68, 14%;, 4-8 and ('35.

The term and arrangement of these ports is clearly shown in Figure 28. For cooperation with said ports and passages the rotary main valve, which comprises a hollow cylindrical body having a bottom wall is provided with radial ports '79, 8 81, 82, 83 and 8 k, a side port or pocket 85 and a circumferential side port or passage 86 having at one end an upright extension 87. Certain of said ports constitute feed ports, others exhaust ports and still others combined feed and exhaust ports, as hereinafter described. The form and arrangement of these ports is clearly shown in l igure 27, and it will be observed that port 86 extends longitudinally above port 85.

The .t'ced valve bushing 50 is provided, in addition to the bottom slots 52, with radial ports 88, 89. 90, 91 and 92 registering respectively with pas: (35, 64-, 6%, and 62 and the 1" e alve 51 is provided, for cooperation with said ports and passages, with a dianictric port a l I side port or poca .t 9-1 a vertical port 95 for connecting said pocket or port Set with the port 52. and a second diametric port arranged at a angle to port nd intersecting port The lay-out of h J 1!. the ports in the valve andbushing is clearly shown in Figures 29 and 30.

The valve 56 comprises a hollow tapered body fitted to rotate in the bushing This bushing 55 is provided with ports 9'? and 98 respectively registering with the pas- I In the valve is a series of graduated ports 99, 100, 101 and 102; This valve is a combined recharging, leed and cut-out valve which is adjustable to different positions for a bleeding and cut-out and tor normal or graduated reduced recharging actions. lii practice any desired and serviceable number of ports may be provided in the'valve 56, but, in the present instance, iour ports are shown the port 99 being the largest of the series and of a size for normal or standard recharging action. while the ports 100, 101 and 102 progressively diminish in size and are designed for progressively reduced retarding actions. The valve 56 being in communi ation through the pout 57 and passage 69 (see Figure 4:) with the auxiliary reservoir pressure chan her 9, it will be evident that, when the valve 39 is in proper position, and the valve 5 6 is adjusted to connect port 99 or any of its ports with the port 98 and the exhaust passage 63, the auxiliary reservoir will be bled, while at the same time the valve 56 will close the port 97 to the passage 66 for a cutout action. The valve is provided with an upwardly extending stem 108 for detachable engagement with vertical shaft 104; extending outwardly through the bonnet 6, sald shaft 104 carrying a gear 105 meshing with a gear 106 on an adjusting shaft 107 designed to extend transversely of the car and have its end portions terminate adjacent to the opposite sides of the car. Each of these end portions of the shaft 107 (see Figures 36 and 37) carries a hand lever 108 whereby said shaft may be turned to adjust the valve to its different positions. This hand lever 108 also serves as a pointer for cooperation with a stationary indicator 109 suitably fixed to the car structure, said indicator being provided at spaced intervals with indicating points 99, 100', 101 and 102, 1ndicating positions to which the hand should be adjusted to set the valve in position for ordinary recharging, for any one of a serles of reduced recharging actions, and for a final position to bleed the reservoir and cutout the brake valve mechanism, the operation of the valve and adjusting means being obvious from Figures 2, 35, 36, and 37 of the drawings.

It will be observed that the retarding valve 56 is mounted in the triple valve casing as a part of the valve unit, and that this valve may be adjusted at any time from either side of the car to regulate the recharging action upon any particular car as occasion may require. The valve will not only operate to quickly bleed the reservoir and cut-out the car, and dispenses with the use of one of the two valves employed for bleeding and cut-out actions, but further supplies at least three working positions in which different sized ports are provided for the purpose of retarding the recharge in certain groups of cars along lengthy trains, as well as a position which will enable the auxiliary reservoir to be recharged through a port of regular or standard size. It is well known that difficulty is experienced in recharging the auxiliary reservoirs of the cars of a long train, owing to the time required for the travel "of the air from the main reservoir, and to the fact that, due to the long line of travel of the air, it is practically impossible to recharge all the auxiliary reservoirs within a uniform period and with a proper degree of regularity. By the use of my improved recharging valve this difliculty is largely if not entirely overcome, as by its use the triple valves of the cars of the train may be divided into groups and properly adjusted for a graduated retarding action according to their distance from the main reservoir. In a train of one hundred cars, for example, the first fifty cars, including the locomotive and tender, may be divided into three groups, the valve 56 of the first group being adjusted to the first retarding position in which the port 102 is used, those of the second group adjusted to the retarding position in which the port 101 is used, and those of the third group adjusted to the retarding position in which the port 100 is used, such adjustment of the recharging valves of the respective groups giving a graduated retarding action throughout the selected number of cars, with the result of retarding the recharging actions to varying degrees proportionate to the distances of the respective groups from the main reservoir, and thereby effecting a more uniform and regular recharging action throughout the forward half of the train. The valves 56 of the final fifty cars of the train may be adjusted to the normal recharging position in which the larger port 99 is used, thus to a large extent making the recharging action uniform throughout the entire length of the train. In a train of short length the standard recharging port may be used and the valves 56 set to remain in standard recharging position. By, however, adjusting the recharging valves as required for long trains greater efficiency is obtained in permitting the auxiliary reservoirs throughout the train to be more uniformly recharged within a given time.

The mechanism for operating the main valve 39 and feed valve 51 comprises the valve actuating device or member 28, which in the form shown consists of a block or body provided with a transverse slot 110 in which is rotatably fitted a knuckle pin 111 having an opening 112 therein slidably receiving the reduced stem 113 of a crank arm 11 i suitably coupled to a valve actuating rock shaft 115, whereby the crank arm is coupled to the member 28 for predeten mined forward and backward swinging movements. The stem or shaft 115 carries at its upper end a head 116 formed with slots or notches 117 loosely receiving the spaced stems 40 of the main valve 39, the slots being of greater width than the diam eter of the stems. When the diaphragm 7 is at the limit of its rearward movement, and the valve 39 is in full recharge position, the stems lie in neutral or mid-position between the side walls of the slots, whereby a certain degree of lost motion is permitted between the crank arm and valve in the forward movement of the diaphragm from recharging position before the valve is turned, and, conversely, also allowing a certain degree of lost motion between the crank arm and valve, or independent movement of the latter, on the backward movement of the diaphragm when said diaphragm has been moved to its extreme forward limit for an emergency action adjustment of the valve. The purpose of these lost-motion actions, or independent movements of the arm 11%, will be hereinafter fully described. Disposed within the valve 39 is a lined stud 39 encompassed by a coiled spring 1141 fixed at one end to the bottom of the valve and having its upper end extended to form a tensioning arm 115 limited in movement by stops formed by the end walls of a groove 116 in the valve body in which the extremity of said arm tits. The arm 115 lies in the path of a pin 117 (see Figure 15) on the cap 412, which pin, in the rotary movement of the valve from application to emergency position, engages the arm and places the spring under tension. The spring is thus adapted to return the valve backward during the first period of backward movement of the diaphragm for brake-re leasing and recharging actions, during the concurrent lost-motion period of the arm 114.. The member 23 is also provided with a set of Contact and stop pins 118, 119 and 120 and a reverse contact-pin or stud 121. These pins are provided for cooperation with a dog 122 centrally pivoted to the lower end of a rock shaft 123 and having arms 124 and 125 projecting beyond opposite sides of said shaft, the arm 124: being provided with a reversely beveled or V-shaped nose portion 126. The shaft 123 carries at its upper end a head 12'? having slots or notches 1.28 rece'ving the spaced stems 54: of the feed valve 51. The stems 54, however, fit the slots 128 in such manner that there is no lost motion between the feed valve and its shaft. The described construe tion of the connections between the main and feed valves and their rock shafts, in addition to providing for the transmission 01" rotary motion to the valves in the man.- ner described, aifords a ready means whereby the valves may be readily"applied to and removed from their seats without disturbing the diaphragm or any of the other working parts. as will be readily understood. As shown particularly in Figures to 2 1-, inclusive, the pivotal connection between the shaft 123 and dog 122 consists of a stem 129 shaft and provided with a transverse opening 131 for passage of a stop or limitation pin 132 extending diametrically across the socket and engaging openings in the opposite side walls thereof. The opening 131 is of such relativelygreater diameter than the pin as to permit thedog to swing to a limited extent in either direction to like reverse angles from and with relation to a neutral position in which the walls of said opening are in plane s parallel with the pin,

iilibQCl in a socket 1.30 in the a coiled spring 133 terminally engaging the shaft and dog being provided to permit such movement and to normally maintain the dog in such neutral position. The pins 118, 119 and 120 are adapted to successively engage and transmit valve actuating motions to the arm 124 of the dog to intermittently adjust the feedvalve to dillerent positions between recharging and emergency in the fullrange of forward motion of the diaphragm and to reverse the motion thereof on the backward or reverse motion of the diaphragm, while the pin 121 is adapted for engagement with the arm 125 of the dog to set the valve 51 forward after reversal in readiness for readjustment to running position by the pin 118 and to secure an automatic reconve rting from retarded recharge to normal recharge, as hereinafter fully described. 'It should be stated that this setting forward of the valve by pin 121 occurs after the bleedingof the pocket 9 and while the pins 118, 119 and 120 are traveling backward in rear of dog 122 and while the spring 23 isbeing compressed to move the diaphragm forward to running position again. In such action of setting the valve 51 forward said valve 51 is moved from the bleed position shown in Figure 33 to a position just short of that shown in Figure 31, or in which the port 94: is lapped or closed with regard to, port 90, valve 51 being at this time in cutoff position but in readiness to be immediately shifted to the position shown in Figure 31 by pin 118. Up to this time valve 39 remains in the position shown in Figure 33, and hence a retarded recharging action talres place through the main valve 39 and valve 56. The period mentioned is a lost-motion period during which pins 118, 119. and 120 are moving to working position and crank pins 4-0 are taking up their lost motion in one direction in slots 117. Therefore, at the limit of the preliminary forward motion of the diaphragm under action of spring 23 pin 118 engages dog 122 and adjusts valve 51 to the recharging position shown in Figure 31, while pins 40 simultaneously adjust valve 39 from position shown in Figure to position shown in Figure 31. Shifting of valve 51 from the position shown in Figure 33 to that shown in Figure 31 also provides an automatic conversion from a set reduced recharge toan ordinary full recharge under control of the engineer.

Figure 2 of the drawings shows in full lines the parts of the valve asthey appear when the valve mechanism is in recharging of brake releasing position, from which it vill be seen that, through the augmentation of pressure from the train line in the chamber 8, air passing thereinto via port 111mm. passage 12, the diaphragm? is moved backwardly to the innit of its backward motion,

' also through the valve 51 when (i. e., as soon passage 62, for the purpose of bleeding the i 9 in the chamber 7 equalizes with the presas) the latter is adjusted to auxiliary reservoir feeding position. Also 1t Wlll be seen that the passage 85 connects the brake cylinder port 75 with the passage 441. ion a reduced or retarded release by the discharge of brake cylinder air into or through the. retainer 416. In Figure 33 the valve 51 is shown in the momentary position it assumes during its reversal by contact pin 121 prior to its adjustment to the normal or running position shown in Figure 31, and in such position shown in Figure 33 it will be seen that passage 96 connects chamber 9 through ports 941 and 95 with the atmospheric exhaust chamber 9 just prior to the feed of air to the auxiliary reservoir through said valve 51 for the full recharging action. As soon as this bleeding action is completed the valve 51 is adjusted to the position shown in Figure 2 for an auxiliary reservoir recharging action, the valve 39 remaining in the position shown in Figure 33 until the auxiliary reservoir is fully recharged. The purpose of this exhaustion of air from the chamber 9 is to secure a rapid preponderating pressure in the chamber 8 to move the diaphragm 7 quickly back to the recharging position and to ensure that the pressure in the chamber 8 is sufiicient to compress the spring 29 for subsequent adjustment of the diaphragm and setting of the valves to normal or running position. lVhen the auxiliary reservoir isrecharged and the pressure in the compartment sure in the chamber 8. the diaphragm 7 is I moved forwardly to the dotted line position shown in Figure 2. by the action of the previously. compressed spring 23. This dotted line positiomis the position of the diaphragm in the normal or running position of the valve; and in such position the sleeve 18 is moved forwardly until the abutment head engages stop 26, thus setting the contact pin 118 in position to engage and move the arm 124 of dog 122 upon a forward movement of the diaphragm 7 under any degree of excess pressure in the chamber 9 due to any reduction. of train line pressure in the l chamber 8. The crank pins 40 of the main valve 39 are of a, diameter approximately equal to one-half the length of the slots 117 in the head 116, and thus the shaft 115 is adapted to move idly inv the shifting of the valve actuating device from recharging to normal position and at the final limit of such movement to engage the head 116 and adjust the valve to the running position shown in Figure 31. With this understanding the operation of the valve mechanism is as follows:

Ordinary 01' set retarded (reduced) m- 0ha rge.-In this operation (see Figures 2 and the diaphragm 7 has been forced to the position shown in Figure 2 by the augmentation of pressure in the train line as the result of the engineer adjusting his brake valve to recharging position. Through such movement of the diaphragm the spring 23 is compressed and the valves 39 and 51 adjusted to the position shown in Figure 33, as previously explained for a retarded release and recharging action. As previously explained, communication between the brake cylinder and the retainer is established by valve 39, which cuts off communication be tween the cylinder and the atmospheric exhaust port 43, thus restricting the exhaust from the cylinder to any extent desired dependent upon the position of the stop cock 47. Figure 26 particularly shows valve 56 adjusted for a retarded recharge through port .101, but it will be evident from the foregoing description that by adjustment of the valve 56 to state positions a retarded recharge may be secured through any of the ports 100, 101 or 102, or a standard or ordinary recharge secured through the use of the port 99.

Normal 01' ramming position-1Vhen the auxiliary reservoir equalizes with the train line pressure the diaphragm 7 is moved forward to the dotted line position shown in Figure 2. sleeve 18 forward until the head 25 engages the stop 26 and moves the valve actuating device 28 forward to shift the main valve 39 to the position shown in Figure 31. In this portion. of the forward movement of the valve actuating device 28, the lost motion between the shaft 115 and pins 410 is taken up and the valve 39 then adjusted to the position. shown in Figure 31. At the same time the forward movement of the valve actuating device brings contact 118 into position to engage and move the arm 124 of the dog 122 forward to shift the valve 51 to the position shown in Figure 31. the dog swinging back by action of spring into path of second contact pin 11.9 for subsequent adjusting thereby to application position upon a further reduction of pressure in the train line. All ports in the main valve are then closed except port 85 which connects brake cylinder port 68 with exhaust ports 43 and 44, ports 86 and 87 which are in position to connect passages 65 and 68 for an individual application, and ports 72 and 80 which are in register for connect i ng the. brake cylinder through. the feed valve with the auxiliary reservoir for application action when the feed valve is usted to application position, the feed valve being in cut out position with the exception of the registration of port 9% with port 89.

AppZicazi0n.--To apply the brakes, it is only necessary to reduce the train line pres sure in the ordinary manner and to the usual degree. This reduction takes place in the chamber 8, which. causes auxiliary reservoir pressure to move diaphragm 7 to effect the adjustment of the main valve 39 to the position shown in Figure 82, and to cause contact 119 to engage arm 2% of dog 122 and turn the shaft 1.23 to shift valve 51 to the position shown in Figure 32. In the movement of valve 39 from runi'ling to application position the pin 11'? of spring 114 and begins to tension said spring, which by react-ion tends to adjust the valve back to lap or running position. Valve 51 reaches the position shown in F igure 32 before valve 39 reaches the position sho-wn'in said figure, and while port 87 is still in communication with passage 65, the result being that communication is established through port 93 of valve 51 with the train line side and the cylinder port 75 through the valve port 86, resulting in a momentary reduction of pressure in the chamber 8' for a quick individual application action, with the result that the pre ponderatinjg pressure in the. chamber 9 quickly shifts the diaphragm forward to move the valve 39 to the full application po sition shown in Figures 32 and 35. Com

munication between the passage 65 and port 75 is then cut off, andcommunication between the auxiliary reservoir and the brake cylinder established via port 71 connecting through passage 67 with the auxiliary reservoir, passage 64;, port 94, passage 64, ports 72 and 80, ports Set and 75 and passage 68, for the usual flow of air from the auxiliary reservoir to brake cylinder. Valve 51 remains in the said position also for an emergency action and until it is reversed, the third pin 120 being employed as a reserve pin for secondary or successive applications or to shift the valve 51 back to application position in the event that through leakage or any sudden reduction oi pressure said valveshould be reversed by pin 121 in. the movement of the valve 39 back to lap or retarding position. and in the eventthat the enigineer should desire under such conditions to make a second application otthe brakes. After application the engineer may adjust the valve 39 back to the lap position shown in Figure 31, and by so doing, and through further successive reductions in the train line, may adjust said valve for repeating app-lying actions. It will be understood that the operation of preliminarily en ages arm 115" and mo'nientarily reducing the pressures in chamber 8 prior to service application and for theindividual application, makes provision to compensate for wide variations of detection of any particular valve to ensure positive action.

Emergency applicationrerlny sudden re duction in the train line materially reducing the pressure in the chamber 8 causes the diaphragm 7 to be instantly moved forward the fun range of its movement, in which motion the valve spring 1M is tensioned to its fullest degree. Such quick action of the diaphragm causes the valve 39 to be adjusted to the position shown in Figure 34, the valve 51 remaining in the position shown in Figure 32. Brake cylinder port 75 will then be closed to the exhaust ports, but direct communication will be established between the brake cylinder and the train line through ports 82 and 74- and passage 61, while communication will be simultaneously established also between the brake cylinder and the auxiliary reservoir through the passage 6'7 and the ports 71 and '79, "for the direct flow or air from the auxiliary reservoir to the brake cylinder without passing through the feed valve. This gives the emergency effect in a similar manner to the standard triple. By admission of air from the main reservoir to the train line to in crease the pressure in the chamber 8 the diaphragm may be returned to brake releasing and reservoir recharging position in the manner heretofore described. As previously stated. during this action the pin 120 reverses the valve 51, said valve momenta-iii assuming the position shown in Figure 33 to quickly bleed the chamber 9 and for a quick return of the diaphragm to recharging positien, while at the same time reducing the air pressure on the auxiliary reservoir side of the diaphragm so that the preponderatiog pressure in the chamber 8 may positively tension the spring 23, the valve 51 then moving to the position shown in Figure 31. By this preliminary bleeding action of (mane ber 9 in the brak releasing and recharging action, a positive reversal of diaphragm and tensioning of the syn'ing 23 is ensured even when the train line pressure is weak and building up slowly in the chan'iber 8. Bacle ward movement of the diaphragm is also effected without resistance from the main valve 39. since during the major portion oi the shifting of said valve from application or emergency to recharging position the valve is on its return lost motion period and is adjusted by the reaction of the tension spring 114, thus further providing for the safe and assured return movement of the diaphragm and compression of the spring 23 under weak train line pressures.

From the foregoing uescription, taken in connection with the drawings, it will he seen that the invention provides a triple valve striwture in which the usual valve mechanism for performing the ordinary triple *alve functions is combined in a unitary structure with the retaining, bleed and cut-out devices commonly employed as auxiliary elements, thus simplifying the brake mechanism as a whole and materially reducing the number of parts, including the many feet of air piping commonly employed in the retaining system. it will also be seen that the invention provides in addition a retarding valve to]: tl e purposes set forth, by means of which any desired. retarding action may be obtained. "It will also be seen that the invention provi les .21 means for securing a quick, reliable and elticient individual application of the brakes and an automatic reconverting of the triples from retarded to ordinary recharging position, which reconverting action is at all times under the control of the engineer. In short trains the retaining cock may be left open, but in trains of any length the retaining cock may be kept constantly closed, as a particular feature of the present invention resides in the fact that by means of this improved triple valve mechanism the engineer is permitted to have complete control over the retaining action and through adjustments of this engineers brake valve, and the resulting action of the triple valve, may retain any pressure desired in the brake cylinder. By this means the engineer may govern the braking action on long grades to control the train in a reliable manner, and

the necessity of trainmen riding upon the tops of cars for the purpose of adjusting retaining valves is avoided. At the same time the use of retaining valves designed to maintain a given pressure only in the brake cylinder is avoided, and the objections to the use of such valves overcome, since, as the exhaust of air from the brake cylinder and pressure retaining chamber may be placed under the direct control of the engineer, any retaining 'n'cssure may be established and irregularities and waste from leakage or rent ot air overcome. The present construction preferably provides valves ot the rotary type, which. are tapered to always secure a proper seating action and reduce corrosion and liability of the valve sticking from the gunnning oi: lubricants and which will furthermore prevent irregularities, due to the access of dirt and other foreign substances to the valve, to a remarkable degree. By the use of such valves with adjustable ball-bearings friction may also be reduced to the minimum and ease or motion at all times secured. A diaphragm is preferably employed in place of a piston in order to dispense with the use of packing rings, with consequent liability of leakage. As, with this improved valve, the pressure retaining system is also under the full control of the engineer, the wave of air difliculty experienced with the use of ordinary triple valves is to a great degree overcome, owing to the reduced amount of piping, the instantaneous opening and closing of the ports, and the governingot the retaining pressure, whereby the range of air travel is reduced and the back and "forth how out the air in waves avoided, thus enabling a smooth and effective application of the brakes to be obtained under all conditions of service.

Having thus fully described my invention, I claim 1. A triple valve embodying a valve casing having a normally open free exhaust port and a pressure retaining exhaust conduit, a valve mechanism for controlling the supply of air for braking actions and the free or restricted exhaust of air from the brake cylinder to the atmosphere respec tively through said normally open exhaust port and said pressure retaining exhaust conduit, and a member responsive to variations in train line and auxiliary reservoir pressures for actuating said valve mechanism, said member being operable by pressure variations to adjust the valve for full exhaust through said normally open free exhaust port or for augmenting or reducing the pressure in the pressure retaining conduit.

2. A triple valve including a casing having a normally open free exhaust port and a pressure retaining conduit having a restrictable exhaust outlet, and a valve mechanism operative through the engineers brake valve by variations of pressure in the train line and auxiliary reservoir for actuating said valve, mechanism, said valve mechanism beingunder the direct control of the engineer for adjusting the valve for exhaust from the brake cylinder to the atmosphere through the normally open free exhaust port or for connecting the brake cylinder with said pressure retaining conduit for augmenting or reducing the pressure in said pressure retaining conduit.

A triple valve including a casing having a normally open free exhaust port and a pressure retaining conduit having an exhaust outlet and provided with a controlling cock, a valve mechanism operative for the usual braking actions and controlling communication between the brake cylinder and pressure retaining conduit and also between the brake cylinder and the atmosphere through said normally open tree exhaust port independent of said conduit, and means responsive to the engineers brake valve and under variations of pressure in the auxiliary reservoir and brake cylinder for adjusting the valve for braking actions and. for connecting the brake cylinder either with said free exhaust port or with said pressure retaining conduit.

4. A triple valve having an exhaust port, a second exhaust port, means for fully opening or restricting the discharge area of the second-named exhaust port, a triple valve operative for normal braking actions and adjustable to connect the brake cylinder with either of said exhaust ports, and means governed by the engineers brake valve and controlled by variations of pressures in the train line and auxiliary reservoir for con trolling the action of the triple valve.

5. A triple valve including a casing having an exhaust port, a second exhaust port, a valve for governing the discharge area of the latter-named exhaust port, and a triple alve mechanism including a rotary valve device responslve to variations in train line and auxiliary reservoir pressures for connecting the brake cylinder with one or the other or said exhaust ports.

6.-A triple valve including a main valve and a feed valve, a casing having a pressure retaining conduit in communication with the brake cylinder and provided with an outlet to the atmosphere, a valve for positively closing said outlet, said main valve controlling the supply of air to the brake cylinder from the train line and auxiliary reservoir, and the exhaust of air from said pressure conduit, and said feed valve controlling the supply of air from the auxiliary reservoir to the main valve, and means responsive to variations of pressure in the train line and auxiliary reservoir for synchronously governing said valves.

7. A triple valve including a main valve member controlling communication between the train line and brake cylinder and the auxiliary reservoir and brake cylinderfand also between the brake cylinder and the atmosphere, a feed valve member controlling communication between'the auxiliary reservoir and mainvalve, and means for cooper atively controlling said valve members.

8. A triple valve including a rotary main valve member controlling communication between the train line and brake cylinder and between the auxiliary reservoir and brake cylinder, and also between the brake cylinder and atmosphere, a rotary feed valve member controlling communication through the main valve member between the train line and brake cylinder and also controlling communication through the main valve member between the auxiliary reservoir and brake cylinder, and means for cooperatively adjusting said valve members.

9. A triple valve including a main valve member controlling communication between the train line and brake cylinder and be tween the brake cylinder and the atmosphere, a feed valve member controlling communication between the main valve mem her and the auxiliary reservoir and operative after a preliminary engineers brake valve reduction in the train line to establish a vent connection for a further reduction for a rapid movement of the valve to application position, and means for operating said valve members.

10. A triple valve embodying a main valve member controlling communication between the train line and the brake cylinder and between the brake cylinder and atmosphere, a feed valve member controlling communication through the main valve member be tween the train line and brake cylinder and between the auxiliary reservoir-and main valve member, said feed valve member being operative to eiiect an auxiliary reduction on the auxiliary reservoir side'ot the valve for a quick return of the valve mechanism to service and recharging positions after application, and means responsive to variations in the train line and auxiliary reservoir pressure for cooperatively governing said valve members.

11. A triple valve including a diaphragm influenced by train line and auxiliary reservoir pressures for movements in opposite directions, a spring tensioned by movement of the diaphragm under train line pressure for moving said diaphragm in opposition to such pressure, and a valve mechanism operative by the movements of the diaphragm for braking actions, said valve mechanism being operative for effecting a reduction of pressure on the auxiliary reservoir side of the diaphragm to secure a quickened baclc ward movement of the diaphragin'and positive compression or said spring in the adjustment oi the valve mechanism to rechargin and brake releasing positions.

12. A triple valve embodying a valve mechanism for triple valve brake controlling actions, said valve mechanism being operative t'or retarding the flow of air from the train line to the auxiliary reservoir relatively to the normal feed of the air to said reservoir through the triple valve mechanism, said valve mechanism being also operative in the lapped position of the engineers brake valve for varying the flow of air from the train linefor feed through the triple valve mechanism for an ordinary recharging action, and means responsive to train line and auxiliary reservoir pressures for operating the triple valve mechanism.

13. A triple valve including valve mechanism for triple valve braking actions, a re 'ai ailing valve arranged to be disposed in the line of flow of the air from the train line to the auxiliary reservoir for retarding the flow of ar to the reservoir proportionate to the normal'recharging supply of air to the reservoir through the valve mechanism, said retarding valvebeing adjustable to a plurality of positions for a variety of retarding actions, and means responsive to train line and auxiliary reservoir pressures a r for adjusting the valve mechanism, said valve mechanism being operative in a recharging position of the engineers brake valve for restricting the flow of air between the train line and retarding valve, and said valve mechanismbeing operative in a lapped position of the engineers brake valve after application and recharging actions for augmenting the flow of air from the train line through the triple valve to the retarding valve so as to establish normal recharging communication through the triple valve mechanism between the train line and the retarding valve.

14:. In a triple valve, a main valve controlling communication between the train line and brake cylinder and between the auxiliary reservoir and brake cylinder, a feed valve controllingcommunication between the main valve and auxiliary reservoir and the auxiliary reservoir and the main valve in brake applying actions, said valves havirn independent and simultaneous adjustments for coordinate and separate actions, in which separate actions the feed valve is adapted to respectively reduce the train line and auxiliary reservoir pressures, and a means responsive to the train line and auxiliary reservoir pressures for actuating the valve members.

15. In a triple valve, a diaphragm influenced by auxiliary reservoir and train line pressures, a main valve controlling communication between the train line and brake cylinder and between the auxiliary reservoir and brake cylinder, a feed valve controlling communication between the main valve and auxiliary reservoir in brake applying actions said feed valve having movements independent of the main valve for reducing train line and auxiliary reservoir pressures respectively on reverse movements of the diaphragm, and means actuated by the diaphragm for operating said valves for triple valve actions.

16. In a triple valve, a valve mechanism for performing the usual functions of a triple valve, and a separate and independent retarding valve provided with a plurality of ports and arranged in the line of feed of the air to the auxiliary reservoir, and manually operable means for setting said retarding valve for graduated retarding actions.

17. In a triple valve, a valve mechanism for performing the usual triple valve functions, and a retarding valve having a plurality of graduated ports for standard and graduated retarded recharging actions, and adjustable to cut-out and auxiliary reservoir bleeding positions.

18. In a triple valve, the combination of a casing, a diaphragm responsive to variations of train line and auxiliary reservoir pressures, a main valve adjustable to difliera casing, a diaphragm responsive to train line and auxiliary reservoir pressures, a pair of rotary valvesfor controlling communication between the train line and brake cylinder, between the train line and auxiliary reservoir, between the auxiliary reservoir and the brake cylinder, and between the brake cylinder and the atmosphere, and a valve actuating device operative with the diaphragm and having members thereon to engage and transmit movements to the valves.

20. In a triple valve, a valve mechanism responsive to variations in train line pres sure through movements of the engineers brake valve for performing the usual triple valve functions, and an auxiliary valve adjustable independently of said valve mechanism to different positions for governing the liow of air therefrom to the auxiliary reservoir for standard and graduated auxiliary reservoir recharging actions.

2-1. In a triple valve, a valve mechanism under control of the engineer for performing the usual triple valve functions, a separate valve in the line of feed between said valve mechanism and the auxiliary reservoir and having a plurality of ports for standard and graduated retarded auxiliary reservoir recharging actions, and means for adjusting said separate valve to different working positions.

22. In a triple valve, a valve mechanism uncer control of the engineer for performing the usual triple valve functions, aseparate valve in the line of feed between said valve mechanism and the auxiliary reservoir and having a pluralit' of ports for standard and graduated retarded auxiliary reservoir recharging actions, said valve also having an exhaust port and being adjustable to cut ofi communication between said valve mechanism and the auxiliary reservoir and to connect the latter through said exhaust port with the atmosphere, and means for adjusting said separate valve to different working positions.

23. In a triple valve, a triple valve mechanism for performing the usual triple valve functions, an auxiliary valve controlling the flow of air from the triple valve to the auxiliary reservoir for standard and graduated retarded recharging actions, and means for adjusting said auxiliary valve to regulate the working action thereof.

24. In a triple valve, a valve mechanism under control of the engineer for perform-

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