US1499189A - Double-heading automatic train-line valve attachment - Google Patents

Description

funex24, 19,24. 1,499,189

J. J. O'BRIEN DOUBLE HEADING AUTOMATIC TRAIN LINE VALVE ATTACHMENT Filed May 17, 1923 2 SheeLs-Sheek 1 n L n & E g7 25 INVENTOR. J0J212J OBnen,

A TTORNE Y.

June 24, 1924. 1,499,189

. J. J. O'BRIEN DOUBLE HEADING AUTOMATIC TRAIN LINE VALVE A'1"1ACI'I!VII']NT Filed May 7, 1923 2 sheeLs-snm 2 04 N0. 2 ENG/NZ 5 CLOSED IN VEN TOR.

John J. 01812222,

ATTORNEY.

Patented June 24, 1924.

Nirsn STATES rArENT orries.

JOHN J. ,OBRIEN, 10F

,noaann mronrean.

,DOU/IBLE-I-IEADING AUTQMATI T IN-LINE VALVE: ATTACHMENT.

3 Application filed May 17,

way brakes set up in connection with a double-header engine pull, and has for its object to provide, in a manner as hereinafter set forth, an attachment of the class referred to having means when service application is given on 'No. 1 engine for cutting 0E communication between thebrake valve of engine No. 2 and'train line pipe so as to give No. 1 engine the right'to l-ap jthe brake valve.

-A further object of the invention is to provide, in a manner as hereinafter set forth, a double-heading automatic trainline valve attachment with means for affording No. 2 engine the right to use its brake if necessary.

A further object of "the invention is to provide a double-heading automatic train line valve attachment, in a manner as here inafter referred to, whereby an engine equipped with the attachment that is doubleheading and the air -pump fails to work, the main reservoir and train equipmentscan be charged up with train line pressureby air travelling through the attachment and also through the brake valve and train line feed'valve to main reservoir, and further to take the place of a dead engine. i

A'further object of theinventi n is to provide a double heading automatlc train line valve attachment, in a manner ashereinafter referred .to, and providing means that when two engines are coupled together and No. 1 engine is carrying twenty pounds or more train linepressure than NouQengine, the trainlinepressure on each engine can be equalized. V

A further object'of the invention. is to provide, in amanner ashereinafter set forth, an attachment employed in double-heading and including meansto assist No. 1 engine in releasing to open positionsoas to place the air pump on No. 2 engine into action, andmeans whereby when the brake valve 1923. Srial'No. 639,586.

onNo. 1 engine is in full release, the pressure will travel through the equalizing pipe and check valve and retain the equalizing piston on No. 2 engine of theautomatic brake valve seated.

-Further objects of the invention are to .prov de'a double-heading automatic train line valve attachment,which is simple in ts construction and arrangement, automatic n its action, strong, durable, thoroughly 'efiicient in its'use, readily'installed and com 'paratively inexpensive to manuiiacture.

lVith the foregoing and other objectsiin view, the inventlon consists of the novelconstruct1on, combination] and arrangement of ,parts as hereinafter more specifically described and illustrated in the accompanying drawings, wherein is shown an embodiment of the invention, but it is to be understood that changes, variations and modifications canbe resorted to which come within the scope of the claims hereuntoappended.

In the drawings wherein' like reference characters denote corresponding parts throughout the several views Figurel is a sectional elevation ofa double-heading automatic train line attachment in accordancewith this invention and illustrating the same-in open position.

Figure *2 is a like view with the attachmerit inclosed position. 7

Referring to the drawings 1 in detail, 1 denotes the automatic brake valveof a secondengine when double-heading, 2 the train line pipe, provided with a cutofi 3. Corn nected to the valve 1 is a four-way couplin provided with legsl, 5,6 and 7. Attache to the ,leg'lis a train line gauge'S; 'lConnected-with the leg 5 is an equalizing pipe 9 which has interposedthereina check valve 10. Leadingfrom' the equalizing reservoir 11, tothe-leg 6, is a pipe connection 12.

Interposed in the train line pipe 2 ,"at each side of the cutoff 3,,but spaced therefrom a substantial distance, are three wa couplings and which are indicated at 13,14, the former is arranged above the cutoff 3. and'the latterbelow. Communicating with thetrain line pipe 2, and connectedftherewith'throughthe medium of the couplings 13, 14, is a by-pass pipe. formed of an Upper section 15 and a lowerfsection l6, and interpose'd'between said sections 15, 16, is a double heading, valve mechanism. Thepipe section 15 is connected at one end to the pipe 2, by the coupling 13 and has its other end connected with and opening into the double-heading valve mechanism. The section 16 has one end connected through the medium of the coupling 14 to the pipe 2 and has its other end communicating with and coupled to the double-heading valve mechanism. The equalizing pipe 9 has one of its ends connected to the leg 5 of the tour-way couplin and its other end communicating with an secured to the double-heading valve mechanism.

The double-heading valve mechanism comprises a housing 1.7, formed with a slide valve chamber 18 and a piston chamber 19 and further provided with a laterally extending port 20 and an angle shaped port 21, which leads from the port 20 and opens into the piston chamber 19. The housing 17 has a peripheral boss 22, for the purpose of connecting the equalizing pipe 9 therewith, and said pipe 9 registers with the port 20.

Each end oi: the housing 17 is open, and the inner face of said housing 17, at one end is threaded, as at 23, and at its other end threaded as at 24. Mounted on that end of the housing 17 which is provided with the threads 23, is a closure plug comprising a stem 25 and a cap 26, which is formed with a cylindrical extension 27 having interior threads. The cap 26 is of greater diameter than the stem 25, and the latter is peripherally threaded and has engagement with the threads 23 whereby the plug is secured to the housing 17. The plug is formed with a centrally disposed passage 28, which leads from the extension 27, and opens into the slide valve chamber 18. The interior threads of the extension 27 are provided for connecting the threaded end 29 of the pipe section 15 with the plug, whereby said pipe section 15 is coupled with the housing 17 V Extending into that end of the housing 17 which is provided with the threads 24, is a closure plug comprising a stem 30, a cap 31 and acylindrical extension 32. The stem 30 is of less diameter than the cap 31, and is provided with peripheral threads for engagement with the threads 24, whereby the plug is coupled to the housing 17 for the purpose of closing that end of the housing to Which said plug is attached. The stem 30, cap 31 and extension 32 are cut away to provide, medially of the plug, a chamber 33, and the outer end of the extension 32 is provided with a port 34 which leads from the chamber 33. The outer end of the section 16 is connected to the extension 32 and registers with the port 34 and by this arrangement the section 16 is coupled with the housing 17. The inner end of the stem 34 isbevelled to provide a valve seat 35, and arranged within the chamber 33 is a coiled expansible and contactile spring 36. 7

passage 38 is arranged medially of the valve 37 and opens at the top of the valve. The upper end of the passage 38 is open and its lower end terminates into the lateral port 40. The port 39 communicates with the passage 38 at a point between the port 40 and the upper end of the passage 38.

The lower portion of the valve 37 is reduced, as at 41, and said reduced portion is arranged below the lower terminus of the passage 38, and that part of the valve 37, above the reduced portion 41 is provided with a pocket 42, in which is arranged a spring 43 for the purpose of preventing the accidental shifting of the valve 37 by vibrations.

Formed integral with the reduced portion 41 of the valve 37 is a piston 44, which operates in the chamber 19, and which has con nccted to its free end the bevelled valve 45, adapted to engage the seat 35 for the purpose of closing the chamber 33. The spring 36 bears against the valve 45 and has a tendency to assist engine No. 1 in releasing to open position, as it requires only two-thirds train line pressure to open the slide valve for the purpose of placing the air pump on No. 2 engine into action.

When the double-heading valve mecha nism is in open position the port 40 registers with the port 20, but when the mechanism has been shifted to closed position, the port 39 registers with the port 20. WVhen the mechanism is in open position, communication is established between the chamber 33 and the port 20 through the medium of the port 21, but when the mechanism is closed, the valve 45, engaging the seat 35, will shut ofl communication between the chamber 33 and the port 20.

When the attachment is connected to the train line pipe 2 the cutoff 3 is closed.

When service tipplication is given on No. 1 engine, the valve 37 is shifted, whereby the valve 45 will be moved against the seat 35 and out off communication between the automatic brake valve of No. 2 engine and train line'pipe so as to give No. 1 engine the right to lap the brake valve. 7

The spring 36 acts as a means to assist No. 1 engine in releasing to open position as it only requires two-thirds train line pressure to open slide valve so as to place air pump on No. 2 engine in action, and in order that No 1 engine places brake valve in full release the pressure passes through the equalizing pipe and check valve 10, and keeps the equalizing piston of the automatic brake valve seated on No. 2 engine.

The attachment provides means whereby when an engine is equipped with the same, that is double-heading, and the air pump fails to work, the main reservoir and train equipments can be charged up with train line pressure by air going through this attachment through b ake valve and also through the train line feed valvetothe main reservoir, and under such conditions the attachment willtake the placeof a dead engine.

It is also obvious, in view of the manner of setting up thevarions elements referred to, that the attachment provides when two e11- gines are coupled together and when No. 1 engine is carryingmore train line pressure than No. 2 engine, the train line pressure on each engine is equalized.

The foregoing description. and illustra.

tions set up the preferred embodiment of a double-heading automatic train line valve attachment in accordance with this invention, but it is to be understood that changes in the details of construction can be had which will fall within the light of the invention as claimed.

lVhat I claim is 1. A double-heading automatic train line valve attachment comprising the combination of a bypass adapted to be interposed in a train line pipe, of a double-heading valve mechanism interposed in said by-pass, means for establishing communication between said mechanism and the automatic brake valve of a brake system, and said mechanism including means for cutting ofi the supply of air through said by-pass to the train pipe and for directing it through said means to the automatic brake-valve.

2. A double-heading automatic train line valve attachment comprising the combination of a by-pass adapted to be interposed in a train line pipe, of a double-heading valve mechanism interposed in said by-pass, means for establishing communication between said mechanism and the automatic brake valve of a brake system, and said mechanism including means for cutting oli the supply of air through said by-passto the train pipe and for directing it through said means to the automatic brake valve, said means for establishing communication between said mechanism and the automatic brake valve having interposed therein a check valve.

An attachment for double-heading comprising a by-pass interposed in the train line pipe leading from the automatic brake valve of the rear engine, a pressure conducting pipe leading to the automatic brake valve of the rear engine, and a valve mechanism interposed in said by-pass and provided with a valvular device for establishing communication between said pipe and said by-pass when said device is in an operative and in an inoperative position and further provided with means for shutting off the pas-v sage of pressure to-said train pipe when said device'is in an inoperative position.

4. An. attachment for the purpose set forth comprising a housing formed with a slide valve chamber and a piston chamber, said housing formed with a port leading from said slide valve chamber and :turther with a port leading from the first mentioned port to the piston chamber, an equalizing pipe leading from said housing to the automatic brake valve of the rear engine when double-heading, a train line pipe leading from the automatic brake valve of the rear engine and provided with a closed cutoff, an upper pipe leading from said train pipe above said cutoff and opening into the top of said housing, a lower pipe leading from said train pipe below said cutoff and opening into the bottom of the housing, a slide valve operating in said housing and provided with means fol estab lishing communication between said equalizing pipe and said upper pipe when said slide valve is in its operative and inoperative position, and a piston carried by said slide valve and formed with a valvular element for seating when the slide valveis moved to operative position to shut off communication between the ports of said housing and said lower pipe.

5. A double-heading attachment for fluid pressure railway brakes comprising the combination with the automatic brake valve of the rear engine of the double-header, and a train line pipe leading from said valve and provided with a closed cutoff, of a by-pass opening into said pipe above and below said cutotl, a valved equalizing pipe leading to said automatic brake valve, and afluid pressure operated valve mechanism interposed-1n said by-pass and connected to said equalizing pipe and provided with means when in operative and in inoperative position for establishing communication between said equalizing pipe and the train pipe above said cutoff and for shutting off communication between the train pipe below said outoff and the equalizing pipe.

6. A double-heading attachment for fluid pressure railway brakes comprising the combination with the automatic brake valve carried by the rear engine of the double-header, and a train line pipe leading from said valve and provided with a closed cutoff, an upper pipe communicating with said train line pipe above said cutoll, a lower pipe communicating with said train line pipe below said cutoff, an equalizing pipe leading to said automatic brake valve, and a fluid pressure operated valve mechanism connected to said upper, lower and equalizing pipes and provided with means when inactive to establish communication between said upper pipe, lower pipe and equalizing pipe and when active to establish communication between said upper pipe and equalizing pipe and to shut of? communication of the lower pipe with the upper and equalizing pipe.

7. A double-heading attachment for fluid pressure railway brakes comprising the combination with the automatic brake valve carried by the rear engine of the double-header, a train line pipe leading from said valve and provided with a closed cutoff, an upper pipe communicating with said train line pipe above said cutoff, a lower pipe communicating with said train line pipe below said eutofi", an equalizing pipe leading to said automatic brake valve, a fluid pressure operated valve mechanism connected to said upper, lower and equalizing pipes and provided with means when inactive to establish communication between said upper pipe, lower pipe and equalizing pipe and when active to establish communication between said upper pipe and equalizing pipe. and to shut oil communication of the lower pipe with the upper and equalizing pipe, and a check valve in said equalizing pipe.

In testimony whereof, I affix my signature hereto.

JOHN J. OBRIEN.

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