US723359A - Controller for street or railway cars. - Google Patents

Description

No. 723,359. Y PATENTED MAR. 24, 1903.

' G. A. BROOKS.l

CONTROLLER FOR STREET 0R RAILWAY GARS. APPLIoATIoN FILED Dnc. z3, .1901.

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PATENTED MAR. 24, 190s;

G. A. BRQOKS. CONTROLLER EoR STREET 0R RAILWAY GARS.

APPLICATION FILED DEO. 23, 1901.V

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UNITED STATES- PATENT OFFICE.

GUSS A. BROOKS, OF COVINGTON, KENTUCKY.

CONTROLLER FOR STREET OR RAiLlNY CARS.

SPECIFICATION forming part of Letters Patent No. 723,359, dated March 24, 1903. Application filed December 23, 1901. Serial No. 86,876. (No model.)

To all whom, it 70m/,y concern:

Be it known that I, GUSS A. BROOKS, a citizen 'of the United States, residing at Covington, inthe county of Kenton and State of Kentucky, have invented certain new and useful Improvements in Controllers for Street or Railway Cars; 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.

My invention relates to improvements in controllers 'for railway and street cars.

One of its objects isA to provide a controller which will automatically maintain the air in the brake-cylinder at any desired pressure, depending upon t-he point at which the controller-lever is set, and so that any movement of the controller; lever will automatically establish and maintain a correspondingly higher or lower pressure in.the brake-cylinder.

Another object is to provide a controller which will be more economical in the consumption of air. A

Another object is to provide a more reliable, simple, and efcient air-brake controller and one which is not liable towget out of order.

Another object is to provide in connection with the controller-lever an alarmcontrolling mechanism by means of which the operator without removing his hand from the lever can sound a gong or whistle.

Another object is to provide in a controllerlever in connection with an air-brake controller mechanism for controlling the tracksander, so that the track-sander can be actuated by the operator without removing his hand from the controller-lever.

Another object is to provide a combined controller by means of which the air-brake, the alarm, and the track-sander may all be operated by the same controller-lever and so that they may be simultaneously or independently operated, as required.

My invention also consists in certain details of form,combination, and arrangement, all of which will be more fully set forth in the description of the accompanying drawings, in which- Figure 1 is a central vertical section through my improved controller on line z z of Fig. 2.

Fig. 2 is a central vertical section through the same on line o c of Fig. l. Zontal section on lin'eof- Fig. 2. Fig. 4. is an enlarged central vertical section through the controller-lever. Fig. 5 is an enlarged end elevation of thesame, partly in section.

A represents the air-brakc-controller cylinder or chamber.

B represents the valve-stem; B' B2 B3, plungers or lslide-valves mounted on the stem and adapted lo be .simultaneously reciprocated endwise in the cylinder.` l have shown these plungers composed ot' leather cups b, clamped between the metal followers ZJ' and disks b2 and held or lockedY in place by means of the nuts b3, the several plungers being adjusted to the proper distance apart on the screwthreaded stem B. These leather cn ps remain soft and pliable, do not leak, and are not liable to get out. of order. It desired, however, metal plungers and metal packing-rings may be employed instead.

C represents a passage through which air is admitted under Vpressure from the air-storage tank-or-pump to the controller and from which it enters through 'the small openings c into the cylinder between theplungers B B2 and from thence passes "through openings el into chamber D.

E represents a spring which normally holds the stem B and plungers in theirupward position, so that the plunger B2 uncovers the small openingsd andpermits the air from chamber D to pass into that portion of the cylinder between the plungers B2 B3, from whence the air through openings]c2 enters the passage F, which has a pipe connection F leading to one end ofthe brake-cylinder,where it operates the brakefplunger and throws the brakes on the wheels in the usual manner.

f represents a branch from passage F leading to that portion of the cylinder A above the plunger B', Where it acts upon the plnn ger B to counteract the effect 'of spring E and to depress the plungers, causing the plunger B2 to close the openings d and cut o the airsupply from chamber D. While the plungers are in the elevated position the plunger B3 closes the openings g to the chamber G and prevents the escape of air from between the plungers B'2 B3, except to Vthe passage F f and brake-cylinder. When the air-pressure above Fig. 3 is a horiv ICO plunger B counteraots the spring E, the plu ngers first descend, so as to cut off the air-supply at d', but not sufficiently to open the passage g, thereby maintaining a uniform pressure in the brake-cylinder, since any further increase of pressure on plunger' B will cause it to descend still farther, so as to open the passageg and permit the escape of air into the chamber G, from whit-.hit escapes to the atmosphere through pipe G'. The escape of air through'g, however, in turn lessens the pressure on the brake-cylinder and ou top of plunger B', which causes the plungers to rise and cut off the escape g.

H represents a spring bearing against the top of plunger B'.

H represents a sleeve seating over the upper end of the valve-stem and secu red thereto by a key h, traveling in a slotted opening h' in the sleeve. The upper end of the sleeve passes through a stuffing-box ct in the top of the chamber and is pivoted to the slotted arm I of the controller-lever J, which is pivoted, by means of the journal-bar K, to the head A of the cylinder. A segment A2 and springpawlj serve to hold the lever J in any position lto which it may be adjusted by the operator, while the pawl yields under the pressure of the operator on the lever and rides over the inclined faces of the segment. rlhe upper end of the spring H seats against the ring h2 of the sleeve H'. It will thus be seen that within the limits of the slot h' the valvestem B and plungers are free to move independently ot' the sleeve H' and that they are acted upon from beneath by the spring E to raise them and from the top jointly by the spring H and pressure of air through passage f tending to depress the plungers; also, that the movement of the controller-lever backward and forward increases and de'creases the pressure of the spring H upon the plunger B',

while at the extreme movements of the controller-lever the sleeve engages the key h to positively move thestem and plungers up and down. This insures a positive control of the plungers through the controller-lever in case they should fail for any cause to act automatically.

I represents a plunger of less diameter than the plunger B located at the extreme lower end of the valve-stem, which is preferably employed, but may be dispensed with, if desired. Its object is to relieve the spring E from excessive strain or from a Wide range of strain, and it is acted upon from the under side by air supplied from passage F through the openingf.

g represents an opening from beneath the plunger B3 to escape any air which may pass plunger I or otherwise enter this portion of the cylinder. The plunger I therefore acts to assist the spring E and relieve it from excessive strain.

The operation ofthe controller is as follows: When the con troller-lever, Fig. l, is at the extreme right-hand position, the sleeve H' will act on the key h to positively lift the stem and plungers, and the full pressure from the storage-tank-say eighty pounds per square inch-Will be admitted into the brake-cylinder. When the controller-lever is moved to a middle position, the key h rides freely in the slot in the sleeve H. The spring E will at first hold the plungers in their upper position until a maximum pressure in the brakecylinder corresponding to that position of the controller-lever-say forty pounds per square inch--is reached, when the spring H and pressure of air above the plunger B' will jointly balance or overcome the spring E and lower the plungers to close the openings d and maintain an even pressure of forty pounds on the brake-cylinder as long as the lever is allowed "to remain in that position and will establish. and maintain the same pressure whenever the lever is returned to that position, since if the pressure through leakage or otherwise be reduced the spring E will reopen the passage d until the pressure is restablished, and if' from any cause the pressure ot forty pounds is exceeded in the brake-cylinder the plungers would be further depressed to escape the, excess pressure through passage g. In like, manner a pressure of greater or less degree can be secured and maintained by moving the lever farther to the left or right, and thus any pressure between atmospheric and that of the storagetank can be applied and maintained on the brake-cylinder. By pulling the lever to the extreme left the key will be acted on by the sleeve II to positively hold the plungers depressed to entirely cut off the air-supply to the brake-cylinder. The brakes are released in the usual manner by means of a spring acting to withdraw the brake-shoes from the Wheels. In order to operate the alarm, which may be either a gong or whistle of any approved pattern, the operator presses his thumb upon the button M at the top of the lever-handle, which in turn depresses the valve m and permits the passage of air from the branch air-su pply pipe M into the passage N, from which it is conducted to the alarm, which it operates, and then escapes. N represents a spring to return the valve to closed position. In operating the track-sander the air is preferably employed as an air-blast sander, in which the current of air is utilized to blow the sand upon the track; but the air may be employed simply to open the gates of the sander to permit the sand to gravitate upon the track. In either case the valve O is operated by pressing the lever P with the forefinger of the hand operating the lever to open a passage for the air from the supply-pipe M to the passage O', from whence it is conducted through the journal K to passage ll and thence by pipes to the sanders. The valve O is operated by the lever P through link P', which When the lever is pressed toward the handle increases the distance between the centers p p and opens the valve O. P2 represents'a spring IOC IIO

which returns the parts to position. Thus the brake can be perfectly controlled, the alarm sounded, and the track sanded by the operator either conjointly or 'independently without removing his hand from the controller-lever. IE desired, one of these levers on the controller-handle may be employed to release or operate a life-saving device, dropfender, or other similar device instead of for operating an alarm or track-sander. The air for the alarm and sander enters from the storagetank through the passage R, which is preferably formed by inserting a tube in the mold and casting the body of the cylinder- Wall around it. From the upper end of this passage another passage l conducts the air to one end of the seat or box of the journal K, from whence it enters a passage 2 in the journal and passes to the passage M in the lever. The lower end of the lever is split and is clamped by bolt e tightly around the journal K, so that the journal turns with it, rotating in the boxes 4 5. The air for the alarm after entering passage Nis cond ucted down through passages 6 7 in the journal and cylinder-head tothe tube 8 and thence to the alarm by pipes. The air for the sander passes down passage O through passages 9 10 in the journal and cylinder-head and enters tube ll, from whence it passes by pipes to the sander. l2 represeuls a stuffing-box formed between the cap 13 and journal K to separate the air-passages 7 and lO. I am thus enabled to turn the controller-lever on its axis without interfering with the air-passages to and from the alarm and sander.

If desired, the air under pressure from the storage-tank maybe admitted direct through lthe passage D d' and the plunger or valve B2 dispensed with,.in which case the plunger B receives the pressure of the upper spring and air through the passage f, While its lower end serves in place of plunger B2 to control t-he passage d.

Having described myinvention, what I claim is 1. In a controller, a lever adapted by its movements to control the brakes of a street or railway car; a lever mechanism mounted on the handle of said controller-lever and adapted to be independently operated by the hand employed to move the lever and a valve controlled by said lever mechanism to open and close an air-passage, for the purpose of the brake-cylinder; a yielding pressure controlled by the controller-lever acting on the valve to cutoff the air-supply to the brakecylinder; and means for positively moving the valve by means of the controller-lever at opposite ends of the lever movement.

4. In a controller, a cylinder; a series of valves operating thereinA in unison; a pressure acting on said valves to throw them to the position to admit air to the brake-cylinder; and a counter-p ressu re controlled by the controller-lever acting on the valves to move them to a position to cutoff the air-supply to the brake-cylinder.

5. In a controller,a chamber; admission and exhaust ports thereto; a valvelocated therein; a pressure acting on the valve to normally open the port admitting air `to the brake-cylinder, and to close the exhaust-port; and a pressure controlled by the con troller-lever acting on the valve to cut off the air-supply to the brake-cylinder, and to open the exhaustport.

6. In a controlle`r,a cylinder;admission and exhaust ports thereto; a series of valvesoperating therein in unison and adapted to control said ports; a pressure acting to move said valves in one direction to admit air to the brake-cylinder; a counter-pressure acting to move the valves in the opposite direction; and an operating-lever adapted to vary the amount of said counter-pressure.

7. In a controller, a chamber; a series of admission and exhaust ports thereto; a series of valves adapted to operate in said chamber in unison, and to open and close said ports; a pressure acting on said valvesin one direction to open the'ports admitting air to the brake-cylinder; a fluctuating pressure corresponding to that in the brake-cylinder acting on said valves to move them in the opposite direction; and a variable pressure controlled by the operating-lever, also acting to move the valves to cut 0E Vthe air-supply to the brake-cylinder.

8. In a controller,a chamber; admission and exhaust ports through the side walls of the chamber, a series of valves sliding in unison within said chamber and adapted to cover and uncover said ports; a pressure acting on said valves in one direction to open a passage for the air to the brake-cylinder, and to close the exhaust-ports; and a variable force acting on the valves in an opposite direction to cut off. the air-supply to the brake-cylinder, and to open the exhaust-ports.

9. In a controller,a chamber; admission and exhaust ports through the side Walls thereof; a series of valves sliding within said chamber in unison, a conduit leading from between two of said valves to the brake-cylinder3a spring acting on said valves in one direction to open a passage for the air to the brakecylinder; a spring controlled by the controller-lever acting in the opposite direction on said valves; and a branch passage leading air from the brake-cylinder conduit to act upon IOO IIO

the valves to cut olf the air-supply to the brake-cylinder.

l0. In a controller, a chamber; supply and exhaust ports through the side walls thereof; a series of valvessliding therein in unison; a spring acting upon said valves to normally hold them in position to admit air from the storage-tank to the brake-cylinder; an airpressure corresponding to that in the brakecylinder acting on the valve to cnt OEE the airsupply to the brake-cylinder; and ayielding pressure controlled by the movements of the controller-lever acting on the valves to cut olf the air-supply to the brake-cylinder.

l1. In a controller, a chamber; admission and exhaust ports thereto; a valve adapted to control said ports; a spring acting on the valve to normally open the port admitting air to the brake-cylinder; an air-pressure also acting on the valve to open the port to admit air to the brake-cylinder; an air-pressure corresponding to that in the brake-cylinder acting on the valve to cut o the air-supply to the brake-cylinder; and a pressure controlled by the controller-lever also acting on the valve to cut off the air -supply to the brake-cylinder.

v12. In a controller, a chamber; admission and exhaust ports thereto; a valve controlling said ports; a controller-lever controlling the movements of said valve; a valve located in said controller-lever; air-passages leading to and from said valve in the controller-le` ver; and means for actuating the valve by the hand employed to operate the lever.

13. In a controller, a lever adapted by its movements to control the brakes of a street or railway car; a lever mechanism mounted on the handle of said controller-lever and adapted to be independently operated by the hand employed to move the lever, andavalve controlled by said lever mechanism to open and close an air-passage; for the purpose of operating an alarm or track-sander.

14. In a controller, a .lever adapted by its movements to control the brakes of a street or railway car, two separate lever mechanisms monnted on the handle of said controllerlever and adapted to be independently operated by the hand employed to move the lever for the purpose of sounding an alarm and sanding the track.

l5. In a controller, a chamber; admission and exhaust ports thereto; a valve controlling said ports; a controller-lever controlling the movements of said valve; two independent valves located in said lever; air-passages leading to and from said valves; and mechanism located on the controller-lever adapted to be operated by the hand employed in moving the lever to actuate the valves in the lever to sound an alarm and to sand the track.

16. In a controller, a lever adapted by its movements to control the brakes of a street or railway car; two separate devices located at the end and side of the controller-lever handle adapted to be operated independently by the hand employed to move the lever for the purpose of sounding an alarm and sanding the track.

17. In a controller, a lever adapted by its movements to control the brakes of a street or. railway car; an alarm-sounding mechanism mounted on the handle of said controllerlever; and a track-sanding mechanism also mounted on said controller-lever handle, and both adapted to be operated by the hand employed to move the lever.

In testimony whereof I have aflixed my signature in presence of two witnesses.

GUSS A. BROOKS.

Witnesses:

J os. J. SoHoRR, C. W. MILES.

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