Improvements in Engineer's Brake Valves for Railway Brakes.
Year: 1893

page_text: Date of Application, 7th Nov., 1893-Accepted, 9th Dec., 1893
COMPLETE SPECIFICATION.
Improvements in Engineer's Brake Valves for Railway Brakes.
I, WILLIAM THOMPSON BOTHWELL, of 90 Kinsington Avenue, Jersey City, in
the County of Hudson, and State of New Jersey, United States of America,
Gentleman, do hereby declare the nature of this invention and in what manner
the same is to be performed, to be particularly described and ascertained in and
by the following statement :-
This invention relates to improvements in engineer's brake valves as used in fluid
pressure brake systems and its novelty will be fully understood from the following
description and claims when taken in connection with the drawings, in which:
Fig. 1 is a perspective view of my improved device with the exhaust, the train
or line pipe, and the pipe for connecting with the main reservoir partly broken
away.
Fig. 2 is a horizontal sectional view of the same.
Fig. 3 is a vertical sectional view through the valve casing and a part of the
exhaust pipe, illustrating the valve in elevation.
Fig. 4 is a perspective view of the valve removed with the operating handle
attached.
Fig. 5 is a horizontal sectional view, illustrating the valve turned in a position
to let air pass from the main air reservoir into the train pipe so as to release the
brakes and
Fig. 6 is a similar view illustrating the valve turned so as to bring the small
passage into communication with the train pipe and the exhaust and let the air
pass slowly from the train pipe so as to effect a slow or gradual application of the
brakes.
Referring to said drawings, A indicates the valve casing. This casing is provided
with a central, vertical, tapering or conical bore a, to receive the plug or valve.
The casing A, is provided at diametrically opposite points with ports or
apertures b, c, and communicating with these ports are enlarged apertures which
are screw tapped as shown at d, and e, which receive the externally-threaded ends
of pipes B, and C. The pipe C, is the exhaust pipe and the pipe B is designed to
connect with the train or line pipe, which leads to the brake mechanism, which
latter may be of any approved construction such as at present in general use.
The valve casing is furthermore provided in one side at a suitable point between
the ports b, c, with a port or passage f, which also communicates with an enlarged
aperture D, which is internally-screw-threaded to receive the externally-threaded
end of pipe E, which is designed to connect with the main air reservoir or source
of supply.
Findicates the valve. This valve is of conical form so as to bear snugly in the
conical bore of the casing and it is held within the casing by means of washers h,
and i, and headed screw y, or other suitable fastening devices. This valve which
is provided at its upper end with a suitable handle G is provided about midway of
its length, or at a suitable point therein, with a transverse supply-passage H, and
at one end of this supply-passage a recess k, is formed on the outer side of the
valve, for a purpose which will presently appear.
Leading from this supply passage H is a port or passage l, which communicates
with passage H obliquely as shown. It will be observed that in Fig. 5 the
recess k, and port or passage l, have communication with the main supply passage.
I indicates a small passage which extends diametrically through the valve, and
in a plane relatively at right angles to the supply passage H, and crosses the latter
but is free from communication therewith, as shown. This passage I is preferably
obtained by the employment of the tube K inserted in a hole or aperture in the
valve

page_text: The handle G of the valve is provided with a spring stop L, and the body of the
valve casing is provided with studs or lugs M to limit the range of movement of
the handle, and the valve casing is provided between these studs or lugs with
recesses or notches m, n, p, and q, to receive the spring L so that the handle may
be secured in the desired position in the turning of the valve.
In Fig. 1, of the drawings I have illustrated the handle in the position which it
assumes when the valve is in the position shown in Fig. 2, with the main supply
passage H, connecting the exhaust pipe C, and the train or line pipe B. When
thus placed, the valve will permit a large volume of air to pass from the line or
train pipe to the open air so as to reduce the pressure in the train pipe below that
in the auxiliary reservoir or reservoirs (embodied in the usual brake systems) and
quickly and powerfully apply the brakes and make a quick or emergency stop.
When the handle is moved so that the spring will engage the notch or recess p, the
valve will be in the position shown in Fig. 5, so as to effect communication between
the train pipe and the main air reservoir pipe E, and let a head of air pass from
the main air reservoir to the train pipe and release the brakes. When the handle
is moved to the next notch n, the valve will be entirely closed, and when it (the
handle) is moved to the notch m, the valve will assume the position in Fig. 6 and
the small or minute passage I will effect communication between the pipes C and B,
and will allow a small volume of air to pass from the train pipe to the open air so
as to apply the brakes slowly and gradually as in making a service stop.
The normal running position of the valve is shown in Fig. 5, the handle G being
in engagement with the notch p. Now it will be seen that if the engineer desires
to make a quick or emergency stop, it is only necessary for him to move the handle
to the notch when the passage H will effect communication between pipes C and B
and will permit a large volume of air to rush from pipe B so as to quickly reduce
the pressure therein and apply the brakes. With the valve in its normal running
position and the handle G in engagement with the notch p, when the engineer
desires to make a gradual or slow service stop it is only necessary for him to move
the handle to the notch m, when the minute passage I will effect communication
between the pipes C and B, and will permit a small volume of air to pass from the
train pipe to the open air.
Having now particularly described and ascertained the nature of my said inven-
tion and in what manner the same is to be performed, I declare that what I
claim is :-
1. In an engineer's brake valve for pneumatic brake systems, the combination
with a valve casing, having the three ports or passages, as described, of a plug or
valve arranged in the casing and having the main supply passage, the port or
passage connected with the main supply passage and also having the recess leading
from the main supply passage and the port or passage free from communication
with the other ports or passages of the valve and adapted to connect the exhaust
port or passage of the valve casing with the passage which receives the train or
line pipe, substantially as specified.
2. In an engineer's valve for brake systems, the combination with a valve casing
constructed as described, and having a conical bore, of a plug or valve arranged
in said bore and carrying an operating handle, said valve having a main supply
passage extending diametrically through it, and a smaller passage extending diametri-
cally and relatively at right angles to the main passage and free from communication
therewith and also having a port or passage leading from the main supply passage,
substantially as specified.
Dated this 7th day of November 1902
W. P. THOMPSON & BOULT,
Agents for the Applicant.