Year: 1889

page_text: A clerical error in the name of the Communicator, in the original Specification,
having been amended by the Patentee, with the consent of the Comptroller, the printed
Specification will now read as shown below:-

page_text: Date of Application, 3rd Dec., 1889-Accepted, 4th Jan., 1890
COMPLETE SPECIFICATION.
Improvements in and relating to Engineers' Valves, More Particularly
Designed for use with Air Brakes.
I, PETER JENSEN, of 77, Chancery Lane, in the County of London, Fellow of
the Institute of Patent Agents, do hereby declare the nature of this Invention (a
communication to me from abroad by Henry Jefferson Ubert, residing at number 111,
Broadway, in the City, County and State of New York, one of the United States of
America, Merchant) and in what manner the same is to be performed, to be
particularly described and ascertained in and by the following statement :-
My invention relates to an improved form of Engineer's valve for use in connection
with the air brake system and for a train of cars, the object being to provide a simple,
economical and durable device of such construction that it will be impossible to turn
it the wrong way when it becomes necessary to apply the brakes to stop the train.
Emergencies frequently arise where it is necessary to operate the brakes with rapidity,
and it is then more than ever necessary that no mistake be made in operating the
valve controlling the brakes.
Figure 3, a similar view, showing a modified construction by which the closure of
the valve is rendered automatic on the release of the valve lever or handle;
Figure 4, is an end view of an Engineer's valve, embodying the improved
features.
Referring more particularly to Figures 1, 2 and 4, the valve shell is indicated
by, 1, and is furnished with ports, 4, 4ª, 13, 13ª, and, 14, 14%. 2, is 'the valve
proper, which is recessed as shown, to form ways, 11, and, 12. 3, is the operating
handle for the valve. The valve is ground to fit the shell, 1, so as to make an
easy moving, but entirely fluid-tight joint, and it is held in place in its shell by the
washers, 6, and, 7, and a nut, 8, which last is screwed upon an extension, 5, of
the valve, 2, and held in place by a set screw, 9. Between the washers, 6, and, 7,
are interposed small spheres of metal, 10, 10, which rest in circular grooves cut in
the faces of the washers. By this means a tight joint between valve, 2, and its shell, 1,
is obtained, and yet the valve is free to turn in its shell with the least possible amount
of friction.
The ports or outlets, 13, 13, 14, 14ª, are arranged in projections, 15, 15, of the
shell.
The operation of the valve is as follows:
The port, 4, is connected to the source of power to be used, such as compressed
air in a main reservoir, and the port, 4, is connected to the brake system under
the cars. In the position shown in Figure 2, port, 4ª, is connected with port, 4,
by the ways, 11, 12; and the source of energy, such as compressed air, thus will be
conducted directly to the point of its application.
Now, if it be desired to set the brakes, the valve, when turned to either of the
positions shown in dotted lines in Figure 2, will shut off the source of power at
port, 43, from port, 4, and connect port, 4, directly with the ports, 14, and, 14, as
the valve may be turned as shown to exhaust into the atmosphere.
By this arrangement, it will be seen that it makes no difference which way the
valve is turned from the position shown in Figure 2, as in any case the connection
of port, 4, with ports, 14, and, 14, for exhaustion into the atmosphere for setting
the brakes is accomplished, so that in case of great emergency, no matter how excited
D977

page_text: the operator may be, it is impossible to turn the vale in the wrong way, either
direction accomplishing the desired result.
By a very slight change in the arrangement of the valve passages the operation
thereof when released will become automatic. This valve I have shown in Figure 3,
the only change being in the ways or passages, 11, and, 12. Way, 11, is entirely
at one side of the center of rotation of the valve, and its wall, 18, stands' obliquely
to the line of travel of the air and so offers but little resistance to it, while the
wall, 17, of way, 11, is on one side of the center of rotation and stands sub-
stantially at right angles to the line of travel of the air and so offers large resistance
to it, whereby the valve will be caused normally to rotate in the direction of the
arrow when the Engineer releases his hold of the handle. The valve handle, 3, in
actual use,
is held constantly by the Engineer in the position shown in Figure 3.
In this position, the pressure of the compressed air will be transmitted from port, 4ª,
through ways, 12, 11, and port, 4, and the brakes would be off, and would remain off,
so long as the Engineer kept his hand on lever, 3, and kept in the position shown in
Figure 3. If for any cause he should let go of lever, 3, the difference of pressure
area between, 17, and, 18, would cause the valve, 2, to rotate automatically in the
direction of the arrow, and it would then be in the position shown in dotted lines,
ports, 4, and, 4, being closed, the air exhausting to the atmosphere through ports, 14,
and, 14, and the brakes would be set. When the Engineer desired to apply the
brakes himself, he would move the lever, 3, and valve, 2, into the position shown in
dotted lines, ports, 14, and, 14ª, communicating with port, 4*, and against the pressure
tending to throw the valve to the position previously referred to. By this arrange-
ment the valve is always under the control of the operator, to be set by him as he
may choose, and yet, should anything occur to cause him suddenly to let go of the
lever, 3, the pressure of the air in use in the system will automatically throw the valve
and set the brakes.
It is obvious that described valve may be provided with packing if desirable or
necessary.
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―
First: An Engineer's valve for air-brake systems, comprising a shell having an
inlet and an outlet port and two exhaust ports, and a rotary plug or valve seated in
said shell and provided with two communicating ways, one of which co-operates with
either the inlet or any one of the exhaust ports in the shell and the other of which is
of an area adequate to co-operate with any two of the ports simultaneously to open
communication between the inlet and outlet ports, or to exhaust the main pipe,
whereby the valve will exhaust to set the brakes, whether it be turned to the right or
to the left substantially as described.
Second An Engineer's valve for air brakes, comprising a shell having an inlet
port and an outlet port, and a suitable number of exhaust ports, and a rotary plug or
valve having two ways, one of which passes through the valve on a chord of its circle,
and the other is a sector merging into the first end having a radial wall standing at a
sharp angle to the path leading from the inlet to the outlet, so as to interpose
abruptly a large area of resistance to the passage of the fluid, whereby, when the
valve is unrestrained, the fluid pressure exerting its force against the superior
resisting surface will automatically turn the valve, substantially as described.
Third: An Engineer's valve for air-brake systems, comprising a shell having an
inlet port and an outlet port, and two exhaust ports, and a rotary plug or valve
seated in said shell and provided with two ways, one of which extends through
the valve on a chord of its circle and in its normal position opens communication
between the inlet and outlet ports, and the other of which ways is a sector, opening
into the first way and having a wall extending crosswise, at a sharp angle, into

page_text: the path of movement of the fluid through the inlet and outlet ports and affording
an area of resistance superior to the first way to provide for the automatic
operation of the valve when manually unrestrained to open communication between
the main pipe and exhaust ports and so set the brakes, and also adapted to be
manually operated for the same purpose and also for opening communication between
the main reservoir and main pipe, substantially as described.
Dated this 3rd day of Danambar 1880
JENSEN & SON,
77, Chancery Lane, London, W.C., Patent Agents.