US572553A - Air-brake - Google Patents

Description

' (No Model.) 8 Sheets-Shet 1.v

W. MABLE.

AIR BRAKE. No. 572,555. Patented Dec. 8, 1896.

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3 Shets-Sheet 3. W. MABLE.

AIR BRAKE. I

Patented Dec. 8

(No Model.)

UNIT D. STATES PATENT OFFICE;

WILLIAM MABLE, OF FORT OoLLINs, COLORADO.

AIR-BRAKE.

SPECIFICATION forming part of Letters Patent No. 572,553, dated December 8, 1896.

Serial No. 555,275. (No model.)

To all whom, it may concern.-

Be it known that I, WILLIAM MABLE, a citizen of the United States, residing at Fort Collins, in the county of Larimer and State of Colorado, have invented a new and useful Air-Brake, of. which the following is a. specification.

My invention relates to air-brakes; and the. object in view is to provide means for maintaining a uniform and constant pressure of the brake-shoes upon the wheels during the time that the brakes are set without attention upon the part of the engineer to avoid lessening the pressure as a train descends a grade, such reduction of pressure being due to leakage and similar causes.

' It is well known among those conversant with the use of the ordinary air-brake system that while descending a grade constant attention is necessary to maintain the pressure of the brakes upon the wheels, the difficulty in maintaining this pressure being due to the reduction of pressure in the parts of the mechanism caused by leakage, this difficulty being experienced particularly when a train breaks or the coaches separate. The effect of the reduction of pressure is the increase of momentum acquired by the train or the parts thereof, and hence the necessity for watchfulness upon the part of the train crew.

Vith the above object in view the invention consists, essentially, in lockingmechanism designed to engage and secure the brake mechanism when desired with a given pressure of the brake-shoes upon the wheels, the locking mechanism being so constructed as to allow recharging of the auxiliary reservoirs for subsequent use while the brakes are set.

Various means for accomplishing the object of my invention may be employed, all

of which cannot be illustrated herein, those' particularly pointed out in the appended claims.

In the drawings, Figure l is a side view of a brake mechanism embodying my invention applied in the operative position to a car. Fig. 2 is a bottom plan view of the same. Fig. 3 is a transverse vertical section taken axially through the locking and Valve cylinders. Fig. 4 is a longitudinal section of the auxiliary reservoir, brakecylinder, valvechamber, and valve-cylinder, illustrating the connections and showing the parts in the positions which they occupy when the brake is off. Fig. 5 is a similar View showing the parts in the positions which they assume when the brake is set. Fig. (J is a detail transverse section of the valve mechanism for controlling the exhaust from the brakecylinder on the line (3 6 of Fig. 5. Fig. 7 is a detail section of a modified form of lockingcylinder valve mechanism. Fig. 8 is a longitudinal section of the brakecylinder, auxiliary reservoir, and brake-cylinder valve mechanism, showing a slightly-modified arrangement of parts Fig. E) is a detail section showing a slightly-modified form of valve for controlling the passage of air from the auxiliary reservoir to the brake-cylinder.

Similar numerals of reference indicate corresponding parts in all the figures of the drawings.

1 represents the main train-pipe, and 2 an auxiliary train-pipe; 3, an auxiliary reser- "oir; 4, a brake-cylinder, and 5 brake-cylinder valve mechanism. Said valve mechanism embodies a piston-valve 6,arranged in a valvechamber '7, which is cut away or channeled, as shown at 8, near its front end to form a passage for the air around the Valve into the reservoir, and said piston-valve carries a plugvalve 9, operating in a tubular conductor 10, ?extendin g axially through the auxiliary reservoirand controlling a port 11 in said conductor. The conductor communicates at one end with the brake-cylinder, whereby when the piston-valve is retracted sufficiently to open the port 11 the air from the auxiliary reservoir passes to the brake-cylinder to operate the brake 'cylinder piston 12. When the piston-valve G is in said retracted position, it closes the channel 8 and thereby cuts off communication between the auxiliary reservoir and the train-pipe 1. Said train-pipe communicates with the cylinder of the piston-valve by means of a branch pipe 13, and the passage of air from the train-pipe to the valve mechanism is controlled by means of a cut-oif valve 14, which is adapted to establish communication between the train-pipe and either of two passages 15 and 16. The passage 15 communicates with the cylinder of the piston-valve in front of said valve, or between the same and the auxiliary reservoir,

whereby direct communication of the air with the reservoir may be established, and the passage 16 communicates with said cylinder in rear of the piston-valve, whereby communication can be established between the trainpipe and the auxiliary reservoir only by the advance of the piston-valve sufficiently to open the communicating channel 8. A cushion 17 is employed in the rear of the pistonvalve to prevent jarring when the pressure is reduced suddenly in the train-pipe, and said cushion comprises an axial pin 18, arranged in suitable guides and carrying a stop-shoulder 19, between which and the end of the cylinder is arranged a coiled actuating-spring 20. A metallic packing-ring 21 is arranged upon the plug 9 near the extremity thereof to prevent the leakage of air from the auxiliary reservoir into the brake-cylinder when the reservoir is charged and the plug is in such a position as to close the port 11.

Formed in the conductor 10, adjacent to the brake-cylinder, are exhaust-ports 22, communicating with an exhaust-passage 23, and connected to the piston-valve by means of a stem 24 is a slide-valve 25 for controlling said exhaust-ports, said valve being so constructed as to allow passage of air through the conductor in either direction without reference to the position of the valve with relation to said exhaust-ports. In the construction illus trated said valve is longitudinally channeled to allow this passage of pressure, and in order to maintain it in operative contact with its seat, or that portion of the conductor in which the exhaust-ports are formed, I employ antifrictiou balls or rollers and pressuresprings therefor, said balls bearing against the side of the conductor opposite to the exhaust-ports. Hence when the piston-valve is in position to open communication through the port 11 with the brake-cylinder the exhaust-ports are closed by the valve 25 and the brake-cylinder piston is exposed to the pressure of the fluid, and when the piston-valve is arranged to close the port 11 the slide-valve 25 is disposed to open the exhaust-ports and thereby allow the exhaust of air from the brake-cylinder therethrough, the fluid within the brake-cylinder passing the valve 25 before reaching the exhaust-ports. The brakecylinder piston is provided with a sleeve 26, upon which is coiled a return-spring 29, where- This is a simple form of loose connection between the brake-cylinder piston and the brake-rod which may be modified in various ways without departingfrom the spirit of the invention. The brake-rod carries a rack 29, in operative relation with which is arranged a 1ocking-pawl 30, consisting of a lever pivoted at 31 upon a hanger or other suitable support 32, depending from the car-body, and in connection with said locking-pawl, in addition to fluid-operated mechanism hereinafter described, 1 preferably employ manually-operated means consisting of a hand-lever 33 and an intermediate lever 34, connected at one end to said pawl and at the other end by means of a link 35 with the hand-lever,

Connected by means of an interposed link 30 with the pawl 30 is the stem 37 of a locking-cylinder piston 38, operating in the locking-cylinder 39, which is in communication by means of a pipe 40 with a suitable fluid supply. In the construction illustrated said pipe is in communication with the brake-cylinder at a point contiguous to the auxiliary reservoir said cylinder being counterbored, as shown at 41., contiguous to the communicating extremity of said pipe to provide for exhausting the locking-cylinder through the brake-cylinder. Qommunication is also provided between the train-pipe and the locking-cylinder upon the opposite side of the piston 38 by means of a branch pipe 42, between which and the train-pipe is arranged a locking-cylinder valve mechanism 43. This valve mechanism embodies a casing 44, a valve 45, adapted to fit a seat 46 in the casing, and a piston-head 47, attached to the valve and adapted to be repressed to withdraw the valve from its seat by means of a retu rn-sprin g 48. Oommu nicating with a cylinder 49, forming a part of the casing 44, said cylinder being provided for the piston-head 47, is a branch pipe 50, extending from the auxiliary train-pipe 2, and it is obvious that by introducing pressure into said auxiliary train-pipe the piston 47 may be operated to force the valve 45 to its seat and therebycut off communication between the main trainpipe and the lockingcylinder. This valve mechanism therefore performs the function of a cut-out, and communication may be reestablished between the main train-pipe and the locking-cylinder by reducing the pressure in the auxiliary train-pipe. \Vhen said pressure is reduced, the valve 45 is opened by the spring 48.

Theobject of the cut-out-valve mechanism is to provide for recharging the auxiliary reservoir without'actuating the locking-cylinder piston to release the brake-rod. Under ordinary circumstances the introduction of pressure to the main train-pipe is communicated through the cut-out-valve casing and the branch pipe 42 to the locking-cylinder, whereby the piston 38 is operated to withdraw the pawl 30 from engagement with the rack29, this being the operation when it is desired to release the brakes and at the sametime recharge the auxiliary reservoir; but when it is desired to recharge said reservoir without releasing the brakes pressure is first introduced into the auxiliary train-pipe, thereby actu: ating the piston-head 47 to close the valve and thereby cut off communication between the main train-pipe and the locking-cylinder. With the parts in this position the main trainpipe may be employed to recharge the auxiliary reservoir in the usual way, and subsequently, if necessary, to reapply the brakes to again actuate the brake-cylinder piston to increase the pressure of the brake-shoes upon the wheels. 7

Suitable stuffing boxes are arranged at various points to prevent leakage from one chamber to another, and the necessary vents are also employed to avoid back pressure, as, for instance, a vent 51 for the upper portion of the cylinder 49 to allow the escape of any fluid passing the stuffing-box through which the Valve 45 operates.

In Fig. 7 I have shown a slightly-modified form of cut-out-valve mechanism consisting of a plunger 52, operating in a cylinder 53, intersected by the main train-pipe 1. iliary train-pipe communicates with the lower end of said cylinder by means of a branch similar to that employed in the other form of the invention. The plunger is adapted to be returned to its normal position by gravity.

In Fig. 8 I have shown a slightly-modified form of valve mechanism and connected parts in which the branch pipe for conveying the train-pipe pressure to the valve-chamber communicates with the end of said chamber instead of the side, as in the'construction illustrated in Figs. 1 to 6, and it is obvious that this,as well as various other changes in the form, proportion, and the minor details of construction, may be resorted to without del parting from the spirit or sacrificing any of the advantages of this invention.

In Fig. 9 I have shown another slightlymodified form of valve for controlling the passage of air from the auxiliary reservoir to the brake-cylinder, in which case the valve 9 is tubular in construction and fits over the tube 10, said tube being provided with a port which is adapted to be opened when the valve is in a prearranged position.

Having described my invention, what I claim isr 1. The combination with brake mechanism The auxand means for actuating the same, of fluidpressure locking devices for engaging and securing the brake mechanism in operative position, said locking devices being adapted to remain in operative relation with the brake mechanism after the reduction of pressure, substantially as specified.

2. The combination with fluidpressure brake mechanism, of fluid-pressure locking devices for the brake mechanism to secure the latter in operative position, said locking devices being actuated simultaneously with the brake mechanism and remaining in engagement therewith after the reduction of pressure, substantially as specified.

3. The combination with fluid-pressure brake mechanism, of locking devices for securing the brake-shoes at the desired adjustment, and means exposed to train-pipe and brake-cylinder pressure for respectively releasing and applying the locking devices, substantially as specified.

4. The combination with fluid pressure brake mechanism, of locking devices for securing the brake-shoes at the desired adjustment, and means for operating said locking devices including a piston exposed at one side to direct train-pipe pressure to disengage the locking devices from the brake mechanism and at the opposite side'to brake-cylinder pressure to apply the locking devices, substantially as specified.

5. The combination with a fluid-pressure brake mechanism, of locking devices for securing the brake mechanism at the desired adjustment, means for operating the locking devices including a piston exposed at opposite sides to train-pipe and brake-cylinder pressure to respectively release and lock the brake mechanism, and acut-out-valve mechanism for controlling the application of trainpipe pressure to the said piston, substantially as specified.

6. The combination with fluid-pressure brake mechanism including a train-pipe, of locking devices for securing the brake mechanism at the desired adjustment, means for operating the locking devices including a piston exposed to direct train-pipe pressure, whereby the piston is moved by said pressure to release the brake mechanism, a cut-outvalve mechanism for controlling the application of train-pipe pressure to the said piston, and means operated by fluid-pressure for actuating said cut-out-valve mechanism, substantially as specified.

7. The combination with a fluid-pressure brake mechanism including a train-pipe, of

locking devices for securing the brake mechanism at the desired adjustment, means for operating said locking devices including a piston exposed to train-pipe pressure and adapted to be moved thereby to release the brake mechanism, cut-out-va-lve mechanism for controlling the application of train-pipe pressure to said piston, and means including:

IIO

an auxiliary train-pipe for actuating the cutout-valve mechanism and thereby prevent the application of train-pipe pressure to the piston, substantially as specified.

8. The combination with a fluid-pressure brake mechanism including a train-pipe, of locking devices for securing the brake mechanism at the desired adjustment, means for operating the locking mechanism including a piston exposed to train-pipe pressure and adapted to be moved thereby to release the brake mechanism, a cut-out-valve mechanism for controlling the application of trainpipe pressure to the piston, the same including a valve, a cylinder, and a piston-head connected to the valve and operating in the cylinder, and means for applying fluid-pressure to the piston to close said valve, substantially as specified.

9. The combination with a fluid-pressure brake mechanism having a train-pipe, of looking devices for securing the brake mechanism at the desired adjustment, means for op erating the locking devices including a piston exposed to train-pipe pressure and adapted to be moved thereby to release the brake mechanism, cut-out-valve mechanism for controlling the application of train-pipe pressure to the piston, the same including a valve, a cylinder, a piston connected to the valve and operating in the cylinder, and a spring for retracting the valve and allowing the application of train-pipe pressure to the piston, and means for applying fluid-pressure to the piston to close the valve, substantially as specified.

10. The combination with a fluid-prcssi'ire brake mechanism having a brake-cylinder, of locking devices for securing the mechanism at the desired adjustment, means for operatin g the locking devices including a piston exposed to fluid-pressure in the brake-cylinder, whereby said piston is moved to bring the locking devices into engagement with the brake mechanism, and means for moving said piston in the opposite direction to release the brake mechanism, substantially as specified.

11. In a fluid-pressure brake mechanism, the combination with an auxiliary reservoir, a brake-cylinder, a train-pipe, brake-cylinder valve mechanism interposed between the train-pipe and the auxiliary reservoir, and a brake-rod, of locking devices for securing the brake-rod at the desired adjustment, a brakecylinder piston loosely connected to the brake-rod and adapted to move the latter in a direction necessary to apply the brakes and to move in the opposite direction independently of the brake-rod, and means for operating said locking devices, substantially as specified.

12. In a fluid-pressure brake mechanism, the combination with an auxiliary reservoir, a brake-cylinder, a train-pipe, brake-cylinder valve mechanism interposed between the train-pipe and the auxiliary reservoir, and a brake-rod, of a brake-cylinder piston loosely connected to the brake-rod to communicate motion thereto in one direction and move independently thereof in the opposite direction, locking devices for securing the brake-rod at the desired adjustment, means for operating said locking devices including a locking-cylinder in communication with the brake-cylinder, and a piston operating in the lockingcylinder and having its stem connected to the locking devices, whereby the locking-cylinder receives pressure from and is exhausted through the brake-cylinder, substantially as specified.

13. In a fluid-pressure brake mechanism, the combination with a train-pipe, an auxiliary reservoir, a brake-cylinder, and a piston operating in the brake-cylinder, of a conductor in communication at one end with the brake-cylinder and provided at the other end with a port communicating with the auxiliary reservoir, a brake-cylinder valve mechanism interposed between the train-pipe and the auxiliary reservoir and including a valvechamber in communication with the trainpipe by means of a plurality of passages, a cut-out valve for controlling said passages and adapted to open communication through either passage with the chamber, a valve for controlling the port in the conductor, a piston-head arranged in the valve-chamber to operate between the outlet ends of said passages, the valve-chamber having a channel controlled by the piston-head for communicating pressure from the chamber to the auxiliary reservoir, and a slide-valve controlling brake-cylinder exhaust-ports and connected to the piston-head for operation thereby, substantially as specified.

lat. In a fluid-pressure brake mechanism, the combination with a train-pipe, an auxiliary reservoir, a brake-cylinder, a brake-piston operating in said cylinder, and a brakecylinder valve mechanism interposed between the train-pipe and the auxiliary reservoir and including a valve for controlling communication between the auxiliary reservoir and the brake-cylinder, of a conductor for conveying pressure from the auxiliary reservoir to the brake-cylinder, said conductor being provided with brake-cylinder exhaust-ports, a slide-valve controlling the exhaust-ports and a connecting-rod 24 between the slide-valve and the valve controlling the communication of pressure from the auxiliary reservoir to the brake-cylinder, substantially as specified.

15. In a fluid-pressure brake mechanism, the combination with a train-pipe, an auxiliary reservoir, a brake-cylinder, a brake-piston operating in the cylinder, and brake-cylinder valve mechanism interposed between the train-pipe and the auxiliary reservoir, of a conductor arranged axially in the auxiliary reservoir communicating at one end with thebrake-cylinder and provided with a port comthe brake-cylinder into the conductor and through the exhaust-ports to exhaust the I0 brake-cylinder, substantially as specified.

In testimony that I claim the foregoing as my own I have hereto affixed my signature in the presence of two Witnesses.

XVILLIAM MABLE. Witnesses: I

JOHN A. O. KISSOOK, VERNER U. WALL.

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