US899427A - Air-brake system. - Google Patents

Description

'J. D. NIGHOL.

AIR BRAKE SYSTEM. APPLIOATI-ON FILED APR. 1, 1908.

899,427. Patented Sept. 22; 1908.

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'M/Zi wwaym UNITED JAMES D. NIOHQL, OF AMADORE, MICHIGAN.

AIR-BRAKEv SYSTEM.

Specification of Letters Patent.

Application filed April 1, 1908. Serial N 0. 424,581.

Patented Sept. 22, 1908.

To all whom it mag concern.

Be it known that I, JAMES D. NICHOL, a citlzen of the United States of America, resid ing at Amadore, iii the county of Sanilac'and; State of Michigan, have invented new and useful Improvements in Air-BrakeSystems, of which the following is a specification.

My invention relates to improvements in air brake systems, and its primary object is the provision of means by which the pressure retaining valve can be placed under the full control of the engineer.

A further object ofmy invention is the provision of means of the above stated character which is simple, durable and efficient, which may be used in connection with any form of air brake system, and which can be manufactured and sold at a low cost.

With the above and other objects in view, the invention consists in the construction, combination and arrangement of parts hereinafter fully described, claimed and illustrated in the accompanying drawing, where- 1n:

Figure 1 is a sectional view illustrating the construction and application of my improved controller, and Fig. 2 is a sectional View on an enlarged scale of fragmentary portions of the controller, illustrating the relation between the valve and the head of the cylinder/ Referring to the drawing by reference characters, A designates a pressure retaining valve of the usual construction and form, B

the exhaust pipe of a triple valve and C my improved pressure retaining valve controller.

The pressure "retaining valve comprises a cylinder 1 which is open at one end, and a cap 2 which closes the open end of the cylinder and which is provided with anextension 3. The extension 3 is provided with a passage 4 which is adapted to receive the end of the exhaust pipe of the triplevalve. A weight 5 is movably mounted within the cylinder 1, and is rovided on its under side with a tapered valve 6 which when seated cuts 01f communication between the passage 4 and an exhaust port 7 in the cap 2. Rising vertically from they upper surface of the weight 5 is a guide rod 8 which works in a socket9 in the cylinder 1. A plug valve 10 is mounted in the extension 3 and provides means by which communication may be established between the exhaust pipe of the triple valve and the pressure retaming valve or between said pipe and the atmosphere. 7

As is well understood the pressure retain ingvalve maintains a certain pressure within the brake cylinders and that they are not at the present time under the control of the engineer, but have to be operated by a train hand, and that they are only utilized when it is desired to maintain a constant even pres- ,sure within the brake cylinder while descending long grades.

As before stated, the primary object of my invention is the provision of a device by means of which the pressure retaining valve can at all times be under the full control of the engineer.

My improved device hereinafter termed controller consists of a cylinder 11 which is fully open at one end, said cylinder being provided at its open end with a flange 12 and is closed by means of a cap 13. The cap 13 is provided with a flange 14, through which and the-flange 12 bolts 15 are passed. Nuts 16 are mounted on the bolts to secure the cap to the cylinder. The cap 13 is formed to provide a coupling 17 by means of which the controller is interposed in the exhaust pipe B of the triple valve. The cap is also provided with a passage 18 which communicates with the cylinder, the exhaust pipe and the atmosphere, the communication with the atmosphere being through a small port 19. A diaphragm 20 is securecf across the cylinder 11 betweenthe flanges 12 and 14, said diaphragm dividing the cylinder into a chamber 2lwhich'is in direct communication with the train pipe through the medium of a pipe section 22, and a larger chamber 23. A head 24 is secured to the diaphragm 20, and rising vertically from the head is a guide rod 25, the free end of the guide rod working in a socket 26 formed in the closed end of the cylinder. The under side of the head 24 is formed to provide a valve chamber 27 having a tapered valve seat 28. A passage 29 leads from the valve seat 28 to the chamber 23, thereby establishing communication with the chambers of the cylinder. A nut 30 is threaded in the passage 18 and is provided with a bore 31 slidably receiving the stem 32 of a'valve which com rises the said stem and heads 33 and 34. T e valve 34 is mounted in the passage 18 and is adapted to control the port 19, while the valve head 33 is mounted in the valve chamber 27 and is adapted to control the passage 29. The valve head 33 has a sliding engagement with the head 24 by means of a pin 35'which projects laterally in opposite directions from the valve head,

mounted on the stem 32 between the nut 30 and the valve head 33, said spring being designed to normally retain the valve head 34 3 off of its seat.

Under normal conditions, the head 24 rests upon the valve head 33, thus cutting oil communication between the chambers of the cylinder. Upon the initial closing of the engineers valve, compressed air enters the chamber 21 through the pipe 22. The en trance of compressed air into the chamber 21 raises the head 24 thus moving the seat 29 off of the valve-head 33 and allowing compressed air to enter the chamber 23. When the engineers valve is open to apply the brakes, the pressure in the chamber 21 is immediately reduced. As the passage 29 is small, the air in the chamber 23 will expand upon the reduction of the pressure in the chamber 21 and move the head downwardly, thus placing the seat 28 on the valve 33 and cut ofi communication between the chambers and the cylinder. The head 24 will continue to move downwardly under the influence of the expanding air in the chamber 23 until the valve head 34 has been seated to close the port 19. Immediately upon the closing of the port 19, the exhaust of the triple valve is connected with the pressure retaining valve A, whereby a predetermined pressure will be maintained in the brake cylinder. Upon the closing of the engineers valve to release the brakes, compressed air will again enter the chamber 21. When sufficient pressure has accumulated in the chamber 21 to overcome the pressure in the chamber 23, the head 24 will be moved upwardly out of engagement with the valve head 33, thus allowing the spring 37 to return the valve 34 to its normal position, that is, move it into position to uncover the port 19. Then the port 19 is uncovered, the triple valve is in direct communication with the atmosphere, thus allowing the immediate release of the brakes.

Should the engineer wish to release the valve and at the same time retain fifteen pounds pressure in the brake cylinder, he should recharge the train pipe sufliciently to release the triple valve. This pressure will not overcome the pressure in the chamber 23 of the cylinder, whereby the triple valve is maintained under control of the pressure retaining valve. It should thus be apparent that the engineer can maintain a constant even pressure of any degree in the brake cylinder.

It should be apparent from the above description taken in connection with the accompanying drawing, that I provide means by which the pressure retaining valve is at all times under full control of the engineer, thereby enabling the engineer to keep a constant even pressure in the brake cylinder while descending long grades; that the device may be applied to the usual construction of air brake system; and that it is simple, durable and eflicient, and that it may be manufactured and sold at a low cost.

Having fully described and illustrated my invention, what I claim is:

1. An air brake system including a triple valve, a pressure retaining valve, a pipe connecting the retaining valve with the triple valve, said pipe being provided with a port, a cylinder, a member movably mounted within the cylinder and dividing the same into compartments, said member being provided with a port to establish communication between the compartments of the cylinder, a valve carried by said member and adapted to close the ports when the member is moved in one direction and open the ports when the member is moved in the reverse direction, and a pipe communicating with the train pipe and with the cylinder at a point below said member.

An air brake system including a triple valve, a pressure retaining valve, a pipe connecting the retaining valve with the triple valve, said pipe being provided with a port, a cylinder, a member movably mounted in the cylinder and dividing the same into compartments, said member being provided with a port to establish communication between the compartments, a valve movably connected with said member, said valve being adapted to close the ports when the member is moved in one direction and open the ports when it is moved in the reverse direction, and a pipe communicating with the train pipe and with the cylinder at a point below the member.

3. An air brake system including a triple valve, a pressure retaining valve, a pipe connecting the retaining valve with the triple valve, said pipe being provided with a port, a cylinder, a member movably mounted in the cylinder and dividing the same into compartments, said member being provided with a port to establish communication between the compartments, a valve adapted to close the ports and passage when the member is moved in one direction, a spring adapted to move the valve to uncover the port in said pipe when the member is moved in the reverse direction, and a pipe communicating with the train pipe and with the cylinder at a point below the said member.

4. An air brake system including a triple valve, a pressure retaining valve and a pi 0 connecting the retaining valve with the triple valve, said pipe being provided with a port, a cylinder communicating with the pipe, a member movably mounted within the cylinder and dividing the same in two compartments, said member being provided with a port to establish communication be tween the compartments of the cylinder, a

some? valve adapted to close the ports when the member is moved in one direction and to open the ports when the member is moved in the reverse direction, and a pipe communicating with the train pipe and with one of the compartments of said cylinder.

5. An air brake system including a cylinder provided with a port, a member movably mounted in the cylinder and dividing the same into communicating compartments, a

valve mounted in the cylinder and adapted to close the port when in one osition, and a spring adapted to normally old the valve in opened position, the member being adapted to move and hold the valve in port closing position.

6. An air brake system including a cylinder provided with a port, a member movably mounted in the cylinder and dividing the same into compartments, said member being provided with a port establishing communication between the compartments, a valve mounted in the cylinder and adapted when in one position to close the port in the cylinder and the port in the member, and a spring adapted to normally hold the valve in opened position, the member being adapted to move the valve to port closing position.

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

JAMES D. NICHOL. Witnesses:

A. R. SoHELL, JNo. P. NIZZEMAN, Jr.

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