US241331A - Air-ejector - Google Patents

Description

(No Model.)

' 2 Sheets-Sheet 1. F. W. BAMES.

Air Ejector.

Patented May 10, 18 81.

N. PETERSv Phuio-Lithngnpher. Washingion, D C.

(No Model.) 7 2 Sheets--Sheet 2.

F. W. EAMES.

Air Ejector.

No. 241,331. Patented May10, |88I.

N. PETERS. Fhoto-Lithngraph ar, Washington, D. C.

UNTTEID) STATES PATENT OFFICE.

FREDERICK W. EAMES, OF XVATERTOXVN, NEW YORK.

Al R-EJ ECTO R.

SPECIFICATION forming part of Letters Patent No, 241,381, dated May 10, 1881.

Application filed October 29, 1880.

To all whom it may concern Be it known that I, FREDERICK W. EAMES, a citizen of the United States, residing atWatertown, in the county of Jefferson and State of New York, have invented certain new and use ful Improvements in Air-Ejectors, (Case I and I do hereby declare the following to be a full, clear, and exact description of the invention, such as will enable others skilled in the art to which it appertains to make and use the same, reference beinghad to the accompanying drawings, and to letters or figures of reference marked thereon, which form a part of this specification, the same having been patented to me by the government of Great Britain by Letters Patent No. 225, dated January 20, 1879.

Figure 1 represents a front elevation of an ejector to which my improvements have been applied. Fig. 2 represents a side elevation of the same, and Fig. 3 a top-plan view of the same. Figs. 4: and 5 represent, respectively, a face and vertical sectional view of the gage for indicating the pressures in the brakepipes. Fig.6 represents a modified form of gage.

My invention relates to air-ejectors for vacuum-brakes.

My present invention consists in a novel construction and arrangement of two ejectors of different comparative capacities and two lines of brake-pipes connected therewith, the smaller ejector having communication with but one line of pipes, and the larger ejector so arranged as to have communication with one or both lines of pipes.

It further consists in providing the controlling steam-valve of the larger ejector with a device consisting of a system of levers and a spring (or equivalent) and diaphragm acting in opposition to each other, the diaphragm being connected by a pipe to the brake-pipe of the smaller ejector, whereby upon air being admitted to said brake-pipe it will cause the steam-valve of the larger ejector to be turned on automatically.

In the drawings, A represents the larger ejector, and B the smaller. The construction of the ejector device proper of both are substantially alike, the parts differing only in regard to their size. They are fitted to theboiler in any known and suitable way, and with which ,they communicate by the steam-pipe a.

(No model.) Patented in England January 20, 1579.

The construction of each of the ejcctors is well known, my present invention being in constructing them of comparative different sizes and capacities in connection with a double line of brake-pipes and valve apparatus, whereby a vacuum is automatically maintained in one line of pipes, B, by the continuous action of the smaller ejector B, and upon the reduction of the vacuum-pressure in said pipe a vacuum is created in the pipe A and the steamvalve of the larger ejector turned on, so as to re-enforce the vacuum thus established in said brake-pipe A, thereby applying the brakes. It should be understood, however, that ordi narily the brakes are put on by creating a vacunm in the brake-pipe A by means of the ejector A independently of the use of the brakepipe B and its ejector B, the pipe B and its attached automatically-operating device for opening the steam-valve of the larger ejector A serving only where a more effective and instantaneous application of the brakes is. required, a s in cases of emergency.

A special description Will be omitted of such parts of an ejector and brake apparatus as are old and not necessary to be here described.

The ejector A communicates with the brakepipes A and B, but the ejector B has connection with the brake-pipe B only.

b represents a valve, by means of which, if desired, communication between pipe B and the ejector A maybe cut off. Below this valve 1) the pipe B turns into a valve-box, b, which is fitted with a stop-valve, c, the dropping of which onto its seat will prevent any air admittcd into the pipe above the valve passing down along pipe B. Below the stopvalve 0 the air-ejector B communicates with the brakepipe B by means of the pipe B and by the continuous action of the ejector B, which is kept continuously blowing, a vacuum is maintained in the pipe B. Below the point of connection of the pipe B with the ejector B the pipe is fitted with a valve, (1, for admitting air thereto when the brakes are required to be put on in cases of emergency. This valve dis operated by the engine-driver.

The supply of steam to the ejector A is controlled by a valve mounted upon a vertical spindle, which carries at its upper end a handlever, D. For the purpose of operating this apparatus automatically or without the assistance of the engineer, and at the same time without interfering with its proper manipulation by hand, I provide the handle D with a tail-piece extension, (1. From this tail end projects a pin, that enters and is free to play within a slotted horizontal link, 0, which is jointed to the upper end of a vertical rocklever, f, having for its fulcrum a pin projecting from the ejector-casing. This lever receives through its shorter arm a tendency from a spring, g, to pull upon the link 6, and thereby to open the valve and admit steam to the ejector. To prevent this action a spring-latch, h, is provided, which serves to lock the lever f and hold it back against the pressure of its sprin E represents an air-chamber attached to the wall of the cab or other suitable point, and is provided with a diaphragm, O, on one side of which is an air-chamber having communication with the brake-pipe B through the tube B and B To the diaphragm 0 is secured a piston-rod, It, having a spring, 1?, bearingagainstacollar on the rod and against the wall of the diaph raginshell, the cfiect of which is to propel it in an opposite direction to that in which the vacuum acts.

To the rod k is attached a lever, l, suitably fulcrumed, which serves to operate the retaining-latch, whereby the hand-lever for turning on the steam to the ejector A is controlled. By this arrangement, when air is admitted to the pipe B it will also be admitted to the pipe B leading to the diaph ragm-ch amber, destroying the vacuum therein, when the spring 7: will be released from pressure, when it will expand, causing the lever l to throw the retaining-latch it into action and allow of the steam-valve of the ejector A to be turned on, as has been set forth. his automatic device for operating the valve does not interfere with its use under ordinary circumstances, the pin of the tail-extension piece ofthe hand-lever working freely within the slotted link, which latter is allowed for this purpose a horizontal vibratory movement upon its pivotal point.

The outward movement of the rod attached to the diaphragm 0 may be employed to set a steam-whistle or other alarm in action, for the purpose of calling the attention of the engineer to the brakes.

The brake-pipes A and B have, under certain conditions, communication with each other and with a reservoir and flexible vessels under each ear of the train. In ordinary use the brakes are applied by creating a vacuum in the pipe A and the flexible vessels by the ejector A, the brake-pipe B and the reservoir being cut off by a valve device. In the brakepipe B a vacuum is constantly maintained by the continuously-acting ejector B, and which also exhausts the reservoirs and closes the valves connecting the brake-pipes A and B.

\Vhen, however, a more instantaneous action of the brakes is required than that furnished by the employment of the ejector A and pipe A, air is admitted to the exhausted brake-pipe B, the effect of which is to open communici tion with the brake-pipe A and the flexible vessels and reservoirs under the several cars, and at the same time air being admitted to the flexible chamber E of the automatic valve device causes the diaphragm to move and sets the ejector A in action by turning on its steamvalve, thereby re-en forcing the vacuum in the pipe A, already established by having been connected with the reservoirs located on the cars of the train.

The ejector B is made ot'comparatively small size, and a jet of steam is kept constantly blowing through it sutficient to keep the brake-pipe B and the reservoirs in a constant state of exhaustion. These ejectors A and B may be made to operate independently or in conjunction with each other, as also are the brakepipes A and B.

In order to show to the engineer the degree of exhaustion in the two brakepipes, I provide a compound Bourdon gage with two index-h ands and two scales upon the same dial. These index-hands are operated by sector-racks actuated by the motions of the gage-tubes, with which they are respectively connected. Thus the motions of the two hands over their respective graduated scales upon the same dial will show at a glance the state of exhaustion in the two vacuum-brake pipes. I can also use a single gage, which may be alternately put into communication with the pipes A and B by a double-ended self-acting check-valve at the point of junction of the tubes. This arrangement is shown in Fig. 7.

Having described my invention, what I claim 1s 1. The ejcctors A and B, the former having communication with the double line of pipes A B, and the latter with brake-pipe B, substantially as and for the purpose set forth.

2. The ejectors A and B, arranged foroperation substantially as set forth, the ejector A being adapted for intermittent and the ejector B for continuous action, for the purposes de scribed.

3. The ejectors Aand B, of comparatively different sizes and capacities, as herein described, in combination with a double line of brakepipes, substantially as and for the purpose set forth.

4. The controlling-valve of the ejector A, adapted to be automatically operated upon the admission of air to the brake-pipe B, substantially as and for the purpose set forth.

5. An automatically-operating valve device, consisting of lever D d, slotted link 0, lever f and its spring, catch it, with a diaphragm, 0, and its spring, whereby, upon admission of air to the pipe B, the ejector of the pipe A is set in action, substantially as set forth.

6. A diaphragm connected to the pipe B,

IIO

and arranged so that on air being admitted to said pipe the controlling-valve of the ejector A will be automatically turned on, for the purposes set forth.

"'7. A retaining-catch for holding the lever 9 against the drag of its spring, in combination with an automatic device for setting the catch in aotion,whercby the steam-"alve ofthe ejector A is turned on upon air being admitted to the brake-pipe B.

8. The combination of two ejectors, A and B, substantially as described, with a double line of pipes, A and B, and the valve 1), whereby the ejector A may have but a single connection with its ejector, substantially as and for the purpose specified.

9. The combination of two ejectors, A and B, of comparatively different sizes and capacities, as herein set forth, and a double line of brake-pipes, A and B, the ejector B of which is kept in continuous action to maintain a constant vacuum in the brake-pipe B, substantially as set forth.

10. The combination of the ejectors A and B and brake-pipes A and B, in which the appiication of the brakes is effected ordinarily by the ejector A and pipe A, and in cases of emergency by the admission of air to the brakepipe B and the action of ejector A, substantially as herein set forth.

In testimony whereof I affix m y signature in presence of two witnesses.

F. W. EAMES. Witnesses:

CHAS. DEBINGHAM, E. D. EAMES.

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