Triple Valve Page: 4 of 5
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1,035,297
single stem 15 and operate together or in
unison.
The operation of our improvement or at-
tachment is as follows: After the brakes
5 have been set and the main piston 4 has
moved to "lap position" wherein the ports
1 and 2 are on opposite sides of the piston,
the engineer's brake valve handle is moved
forward to a "running position " where the
10 air from the main reservoir is permitted to
flow through the feed port or passage in the
engineer's valve to the trainpipe by which
this air is conducted to the trainpipe side of
the piston chamber in the triple valve. This
15 air then passes through the port 2 into the
casing 5 of the attachment and opens the
valves therein and passes through said cas-
ing 5 and out through the port 6 thereof
and through the port 1 in the triple valve
20 casing back into the piston chamber at the
auxiliary reservoir side of the piston and
thence passes through the slide valve cham-
ber of the triple valve and into the aux-
iliary reservoir thus restoring the pressure
25 therein without moving the piston 4 from
its "lap position " between the ports 1 and 2.
In this manner it will be seen that the aux-
iliary reservoir is recharged to its maximum
pressure without releasing the brakes and
30 that the necessity of the usual pressure re-
taining valve is entirely dispensed with.
When the brakes are to be released the
handle of the engineer's brake valve is
moved into "full release" position thus
35 permitting the excess pressure carried by
the main reservoir to pass directly into the
trainpipe and this excess pressure of air
thus applied to the piston 4 will move the
latter back to its "full release" position
40 wherein both of the ports 1 and 2 will be
on the trainpipe side of the piston which
will render our attachment inoperative.
The valves 12 and 13 of our attachment
serve both as feed valves and check valves
45 and being both on the same stem will act
simultaneously. The valve 14 of the at-
tachment is provided as a balance for the
weight of the valves thereby assisting the
valves 12 and 13 to open with a very low
50 pressure of air which will permit the air
from the trainpipe to pass through the pis-
ton chamber and the valve casing 5 of the
attachment without disturbing or moving
the piston 4 which remains in "lap posi-
55 tion" until the engineer's valve is operated
to throw the excess pressure from the main
reservoir onto the piston as hereinbefore de-
scribed. It will also be seen that by means
of our attachment or improvement that the
60 present mode or manner of operating the
brake mechanism is in no way interfered
with nor is the arrangement of the brake
apparatus in any way changed. It will be
further seen that with the auxiliary reser-voir thus charged to its maximum pressure 65
the brake mechanism is always under full
control of the engineer.
From the foregoing description taken in
connection with the accompanying draw-
ings, the construction and operation of the 70
invention will be readily understood with-
out requiring a more extended explanation.
Various changes in the form, proportion
and the minor details of construction may
be resorted to without departing from the 75
principle or sacrificing any of the advan-
tages of this invention as defined in the
appended claims.
Having thus described our invention what
we claim is: 80
1. In a triple valve, the combination with
a piston chamber having ports in its side
arranged out of alinement, and a piston
working therein, of a valve casing on the
side of the piston chamber connecting said 85
ports, a plurality of valve seats within said
casing, and a plurality of simultaneously
acting valves arranged to move to and from
said seats under the pressure in the piston
chamber and thereby permit or cut off the s0
flow through the chamber around the piston.
2. In a triple valve for air brake appara-
tus, a piston chamber communicating with
the trainpipe and with the auxiliary reser-
voir of said apparatus, said chamber hav- 95
ing formed therein air feed ports, a piston
arranged in said chamber and adapted to
occupy a position between said ports, a
valve casing arranged on said piston cham-
ber and connecting said ports, valve seats 100
arranged in said casing, and simultaneously
operating valves engaged with said seats
and adapted to be opened to permit the pas-
sage of air from the trainpipe side of said
chamber through said valve casing and into 105
the auxiliary reservoir side of the chamber
and from thence to said reservoir thereby
-restoring the maximum pressure therein
after the brakes have been set and while
the same are in a set position. 110
3. In a triple valve for air brake appa-
ratus, a piston chamber communicating at
one end with the trainpipe and at its oppo-
site end with the auxiliary reservoir of said
apparatus, said chamber having formed 115
therein air feeding ports, a piston slidably
mounted in said chamber, said piston when
in "lap position" being disposed between
said ports, a valve casing secured to said
piston chamber and connecting the feed 120
ports therein, valve seats arranged in said
valve casing, a valve stem having arranged
thereon feed valves and a balancing valve
adapted to engage said seats and adapted to
open by the pressure in the trainpipe side of 125
the piston chamber when the piston therein
is in "lap position" between the feed ports
of said chamber whereby the air admitted
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Reference the current page of this Patent.
Anderson, Williamson D. & Shearer, Edward J. Triple Valve, patent, August 13, 1912; [Washington D.C.]. (https://texashistory.unt.edu/ark:/67531/metapth511454/m1/4/: accessed June 30, 2024), University of North Texas Libraries, The Portal to Texas History, https://texashistory.unt.edu.; crediting UNT Libraries Government Documents Department.