USRE10298E - Automatic air-brake for railway-cars - Google Patents

Description

5 SheetsSh eet 1. W. J. FORD.

AUTOMATIC AIR BRAKE FOR RAILWAY CARS.

No. 10,298. Mar. 27, 188.3. n

WITNESSES IN VENTOR.

a r Man-y -5 Sheets-Sheet 2'.

I W. J. FORD. AUTOMATIQAIR BRAKE FOR RAILWAY CARS. No. 10,298.

Reissued Mar. 27, 1883.

INVBNTOR,

ATTORNEY WITNESSES dfidemm 5 Sheets-Sheef3,

W. J. FORD. AUTOMATIG AIR BRAKE FOR RAILWAY CARS. No. 10,298.

Reissued Mar. 27, 1888.

EZE

yE ZM ATTORiVBY WITNESSES 'filSh'eets-Sheet 4. W! J. FORD.

AUTOMATIC AIR BRAKE FOR RAILWAY CARS.v No. 10,298.

Reissued Mar. 27, 1883.

I N VBNTOR.

ATTORNEY THE NORRIS PETERS co., wasumcrou, u, c

5 Sheets-Sheet 5.

W. J. FORD.

AUTOMATIC AIR BRAKE FOR RAILWAY CARS.

No. 10,298. Reissued Mar. 27, 1883.

WITNESSES: Z21

INVENTOR.

summon. n c

UNITED STATES PATENT OFFICE.

- \VALTER J. FORD, OF CONCORD, TENNESSEE.

AUTOMATIC AIR-BRAKE FOR RAlLWAY'-CARS.'

SPECIFICATION forming part of. Reissued Letters Patent No. 10,298, dated IvIarch 27, 1883.

Original No. 266,684, dated October 31,3882. Application io'r reissue filed Februaryfl, 1883.

.To all whom it may concern:

lrtailway-Oars; and I do hereby declare the fol-- I lowing to be a full, clear, and exact description of the same, reference being bad to the accompanying drawings and the letters of reference marked thereon.

In the known improvements in automatic air-brakes for railway-cars experience hasdemonstrated that they are deficient in the following, particulars: first, in economy of construction and simplicity of operation; second, in that their construction and operation are so complex as not to be adapted to the skill and intelligence of the ordinary train-man ,7 third, in notbeing adapted to safe and certain manipulation of the brakes when-the train is in motion on varying grades, at different ultitudes; fourth, in not being able to apply the brakes an drelease them without a jerking and jarring of the train and its braking mechan-,

ism; filth, in not having at ail. times and under all conditions when the train is in motion asufiicient supply of compressed air to apply orjreleasethe brakes to meet any emergency the train maybe subjected to; sixth, innot being able to maintain a maximum'of forcefor manipulating the brakes; seventh, in subjectin g the air-com pressing mechanism and valves connected therewith to undue wear by the ini duction of dust and gritty matter into the air- 35- compressor, air-reservoir, and in to and th rough the valve-chambers, and around thc'valves and their seats; eighth,in undue waste of-the compressed air and of the poweremployed for compressing it.

My invention has for its object the overcoming of the disadvantages due to the foregoing-recited deficiencies in air-brakes; and it consists in the method of o'peratin g such brakes, as hereinafter described, to wit: compressing air and transmitting it to the brakecylinde'r, wherewith-to apply the brakes, and subse-- qucntly returning the compressed air back to 'theair-compressing mechanism for reuse,

maintaining a maximum of pressure of air in the train-pipe, balancing the piston of the aircylinder, and controlling the distribution of the com pressed air to the air-cylinders and itsreturn back to the air-compressingmechanism,

.part of this specification, Figural is a side elevationof my improvem ent-in-auton'iatic airbrakes for railway-cars. Fig. 2 is a side view of the air or brake cylinder and. train-pipe,

represented partly in section. Fig. 3 represents asection ot' the briike cylinder, trainpipe, and an auxiliary air-reservoir connected therewith.' Fig. 4 is a yertical section of the relief-valve. Fig.5 is a transverse section of the same at line 3 y of Fig. 4; Fig. 6 is 1. Vertical section of tlie-control-valve and its checkvalve. Fig. 7 is a top view of the controlvalve and check. Figs. 8,9, 10, 11, and 12 are horizontal sections at line 3 y of Fig. 6, representing the various positionsof the ports of v the valvia'inthe operating of it.

R"eferen'ce being bad .to the accompanying drawings A represents the locomotive steamboiler, B the air-compressing mechanism, 0;

the reservoir for the compressed air, D the pipe which connects the air-com pressin g mechanism with said reservoir, E the air or brake cylinder, F the train-pipe,fan d G.G.the couplings'of said pipe, all of which parts are ofordinary construction and operation, and are ar ranged with relation to each other, and secured'on the-locomotive and carsin the usual manner; .but combined with'said parts is a relief-valve, H, and control va'lvo I, of peculiar construction and operation,- and also checkvalves', whereby I am enabled "toreuse the compressedair, maintain a maximumof pressure of air in the train-pipe, balance thepiston *of the brake-cylinder, and control the distribution of the compressed air.

are clearly shown in Fig. 2, which also repre- The construction of the air or lirakecylin' dcr E and its connection-with the train-pipe F sents the branch pipe- J of the train-pipe F. 1

- as shown in Fig. 1.

J by the branch I.

provided with a check-valve, K, having a three-way stop-cock interposed between it and cylinder E, and communicating therewitlnfor exhausting the air from cylinder E, when required in making up trains, or to prevent the action of the brakes on any car of the train. In some cases it may be desirable to connect the end M of cylinder E with an auxiliary reservoir to increase its capacity and adapt it to heavy cars, in which case the auxiliary air-reservoir is arranged between the three-waystopcock L and the check-valve K, as shown in Fig. 3. The spring end 0 of the brake-cylim der E also comm unicates with the train-pipe F The piston Q of the brake cylinder is connected with the brake mechanism in the usual manner.

The operation of the brakes through the medium of the apparatus just described is as follows: Uom pressed air, being admittedinto thetrain-pipe F from the reservoir (J on the locomotive, passes into reservoir end M of brake cylinder '19 through branch J and check-valve K, and also intocud O- of the cylinder through branch I, thus acting on both sides of piston Q, with equal pressure. The brakes will therefore be released and held oft by the spring 0. If, new, the air-pressure in train-pipe F be reduced, either by themgineer or by the train parting, the pressure in end 0 of the brake-cylinder is also reduced,

while such reduction is prevented in end -M cylinder retained, and continually reused without loss except by leakage.

- The relief-valve H (represented in Figs-4 and 5) is for the purpose of maintaining the maximum of air-pressure in the train-pipe F, and consists of a case, a, having valve-chant bers b c, chamber b having a base, (I, with a series of openings, 0, therein, said base being secured in the case aby meausof screw-threads j, which base forms a rest for the main valve g, having a double seat, It and i, forming'an annular space, j, which is directly over the openings e in the base d, which base, by means of screw-threads'k, is secured in the train-pipe, The valve is fitted in the chamber 12 so that it will move easily-,Jyet so that but little air will escape around its periphery. .ln a cavity, 1, in the valve 9 is placed a spiral spring," m, for loading the valve to working-pressure by tension just snfficient to balance the pressure of air acting on the annular space j of the'main valve 9. In the valve 9 is an opeuingm, which communicates with the cavity 1, and in the upper end of the case-a is an opening, 0. In the chamber 0 is fitted a valve, 12, so that but little air can escape around its periphery at q, said valve being made smaller, at r, in diameter, so as to form an annular recess, 8, above its scat t, which recess communicates with opcnin gs a it in the case a. (Shown in Fig. 5.) In the seat of the valve ptisan opening, a, which communicates with a cavity, w, which communicates with an annular recess, 00, in the case a, surrounding the lower part of the main valve g. The chamher a is provided with a screw-cap, y, in which is an opening, to allow any air to escape which may leak around valve 1).

The operation of the relief-valve H is asfollows: As soon as the working pressurc is attained or exceeded in the train-pipe 1* the air admitted through the openings 0 leaks through the seat '5 and aperture a to the upper side of the valve g, and thence escapes to the atinosphere through the opening 0. At the same time air leaks through the seath, and since the exits v'u are closed by the valve p, and the main valve 9 is fitted in the chamber b so that but little air can escape around its periphery, it is confined, and, acting on a larger area of the main valve than the annular space j, for which the spring on was adjusted, the main valve 9, is thereby raised, a portion of the air escaping through the openings or and 0; but the valve 11 not being loaded to sustain agreater pressure than a leak, it is also raised from its seat, and the greater portion of the air'escapes through the space and and the openings 1: rm,

thus providing a rapid exit; and as the .opening 0 issmaller than the opening a. more air can pass through a than'can escape through 0. The pressure on the top of the main valve 9 is thus increased, while the pressure on the bottom is decreased by its rapid escape through the openings '0 u'u. The closing of the valve 'at the pressure determined on is thus secured The control-valve I communicates with the train-pipe F, inlet-pipeB of the air-compressor B, and reservoir 0, and is furnished with, a

check-valve, S, for'inaintaining aless pressure in the train-pipe F than-in the reservoir 0. The said control-valve is employed for the pur pose of operating the brakes, applying them by returning the compressed air from the end 0 of the brake-cylinder E, through the trainpipe F, to the inlet-pipe 1t, (provided with a check-valve, T, opening inw ard,) and through it .to the aircompress0r B, which forces it through the pipe D into the reservoir (3, from which it again passes through the ,pipe W to the control-valve I, and thence to the train-' pipe and end 0 of the brake-cylindertorelease the brake. The operat'ohcan also by said control-valve cause the compressed airin the end 0 of the brake-cylinder to escape to the atmosphere, thus applying the brakes ra-pwasher, g.

ator can also by said valve so regulate the amount of air returned from the brake-cylim der to the compressor, or from reservoir 0 to the brake-cylinder, that the brakes may be graduated to control thespeed of the train as desired.

Thecontrol-valve consists of a case, a-, having a valve-chamber, b, for the coniform or plug valve 0, and two ways, d and c. On thestein of the valve 0', resting on a shoulder, is a Thestem f is fitted'in a sleevenut, h, in the neck 11', on" which sleeve-nut h is a lock or jam nut, j, for securing the nut h in its adjusted position, and the washer g and nut h are for the purpose of adjusting the valve in its chamber b for avoiding undue friction. On the upper end of the stem jof the valve 0 is secured a lever or handle, l, for operating the valve. A part of the neck 1" of thetcase a is cut away, so as 'to" leave a segment, at, the vertical faces a of which serve as stops for the lever. l. 0n the lower end of the valve-chamber b is a cup, 0, which may be supported by a bracket at 1), arranged in any convenientposition and secured by the nut q'.

Tothe way (1' ot' the control-valve I is attached the train-pipe F by means of a union L nut, r, and to the cap 0 is attached a'pipe, W,

by a union-nut, s, which communicates with a reservoir, (3, and to the way 8 is attached,

by means of a union, t, a. pipe, U, which com-.

municates with the inlet air-pip'e Rot the aircompressor B.

In order to store moreair in the reservoir 0 of limited capacity, and also that the brakes in along train may be more quickly released by increasing the velocity of theair by increasing its pressure, I employ a double diaphragm check-valve, S, which is constructed as follows: Its case is constructed in three parts, c 1)., and c, secured together as "indicated atf. The valve (P has an opening, g", through its axis, and has secured to it, by means of nuts k and Z two diaphragms, 1'. and j, constructed of thin metal or other suitable material. The peripheries of said diaphragms are secured air-tight by a gum washer in the jointsot' thecase b. The seat h of the valve is an annular ring or end of a short cylinder, so that it will not increase in size or require readjust- 0, the upper end of which communicates with the control-valve at P, as shown in Figs. 7 to mentt'or wear. ,It-rests upon the seat 2 (which may be. a disk of leather) of the part c of the case. In the/part I)? of the case is an opening, a, to the atmosphere, to provide an escape for any possible leakage through or around the diaphragms i and j. r The part a has a port, 0, and the part has a port, a. The part a. is screwed into a T-coupl-ing, V, on the trainpipe, and to the part c is attached, by means of a union nut, n, the lower end-of the pipe 12, inclusive. 4

The operation of the check-valve S is as follows: Air enters from the pipe 0' through the port a to the under side of the diaphragm 1",

thereby operating and raising the valved from its seat, and then passes through the port 9 to the upper side of the diaphragm j, and through .port 0 'to the train-pipe F. When the air-pressure in the train-pipe F multiplied by the area of the diaphragm jis less than the air-presssure in the reservoir 0 multiplied by the area of the diaphragm t the valve d will rise and allow the air .to flow from the reset-- voir C to the train-pipe F until the larger diaphragm, j, with less pressure balances the smaller diaphragm, i, with a greater pressure, so that the pressure in the reservoir 0 will exceed that in the train-pipe F inversely as the areas of the diaphragms acted on, and the dia- .phragtns may be made any size to produce any desired difference of pressure. p

The operation of the control-valve is as fols lows: When the lever-handle l is in the position indicated by thedottcd line marked a,

Fig. 7,-that will be its position when the train is in motion. The port 1 in the valve 0 is 9.1- ways in communication with the'reservoir'O by way of the pipe W, and is now also'incon-v nection with the pipe 0, leading to the bot tom of the check-valve-S, and feeding air into the train-pipe F whenever the pressure within it plus that due to the action of the valve (1 is less than the-pressure in reservoir 0, thus supplying automatically the-loss of air by leakage throughout the train while in motion. When the lever l is in theposition indicated by the dotted line b in Fig. 7 port 1 n": of the valve 0' communicates with the large port 2 in the case a ofthe control-valve I,

as shown in' Fig. 9, leading to and filling the train-pipe F 'uith compressed air from; the

reservoir, G, which, entering the end 0 of the x05 11, in which position communication with'reservoir 0 through port 1 is cut 05', and direct communicationopened-between the pipe U, communicating with the pipe It ot' the air com- 1 is. pressing mechanism, and the train pipe F, throughwhich the compressed air in' the end 0 of the brake-cylinder will return, and by its own pressure will rush into the inlet-pipe R and through the induction-valves of the air- :20 compressor, closing the check-valve T, which prevents the escape of the returningcom pressed air through the screen-nozzle Z of the inlet, pipe R. The air is then returned by the aircompressor by the pipe D to the reservoir U I: 5 for reuse. The brakes are now fully applied,

and thus the compressed air can be used over and over again continually. This methodot reusing the air will betveryadvantageouson railways of {sandy districts of country by 0 formingparto'fsaid mechanism. Anothervery great advantage in not allowing the compressed air to escape after use in thebrake-cylinder, asusual,-but ,-in co-ntradistinction thereto, returning it to theair-compressing mechanism for reuse,'consistsin the fact that it adapts my improvements in automatic air-brakes equally.

4 strokes of the air-compressor to compress a given amount of. air must be inversely as the height of the barometrical column, and as the greatest altitudes are always associated with the most dangerous and longest gradients the necessity hasarisen for some method by which the air-reservoir cannot be exhausted, and to have at all times a sufiicient supply of compressed air in the brake-cylinders and air-reservoir for constant in anipnlation of the brakes on varying downgrades without loss of air, or for use in sudden emergency. These conditions and requirements are fully and eliieientl y provided-for by the method and means hereinbet'ore described.

When it is necessary to make a quick stop in anemerge'ucy the lever Z is moved from a to theposition f. The port 4 of the valve 0 will then be in communication with the port 2, and the port 5 in communication with the opening Tin the case a, as shown in Fig. 12, thereby allowing the compressed air in the train-pipe F and end ()of the brake-cylinder E to discharge rapidly into the atmosphere by its own velocity and the pressure of the piston Q behind it, thus applying the brakes rapidly and fully, the same result beingattained, in

case of the train parting, by the escape of the air by the parted hose.

The graduation of the brake is accoln plisbed thus: \Vhen the lever l is at the position 0 in Fig. 7 all the ports of the valve oare closed, as shown in Fig. 10, if then, the lever l is moved to e fora second, and then brought back to c ,.a. little air will be exhausted from the train-pipe'aud end 0 of the brake-cylinder E, and'the brakes will be applied lightly." A

long as lever t remains at the position 0 and thus, through the medium of the control-valve 1, the brakes can he graduated on or oil to any degree of niccty atthe will of the operator.

I am aware that a portion of the compressed air has been axhausted from a brake-cylinder through. the medium of a purpose set forth.

into an air-reservoir.

Having thus described myinvention, what'l and desire to' secure Letters claim as new, Patent, is-- 1. In an automatic air-brake for. railwaycars, the method of operating the same here- 'in described--viz com'pressingthe air and" transmittin g it to the brake-cylinders, and auplum an d forced tomatically returning the compressed air back to the air-compressing mechanism for reuse, substantially asand for the purpose set forth.

2. In an automatic air-brake for railwaycars, the method of opjerat'ing the same-via, compressing air and transmitting it to the brake-cylinders and returning the same to the compressing mechanismfor reuse, maintaining amaximum pressure of the compressed air in the train-pipe through the medium ota reliefvalve, and controlling the distribution thereof to thebra ke-cylinders and its return to the compressing mechanism and its rapid escape to the atmosphere in ca-scof emergency by means of a control-valve at the will of theoperator, substantially as and for the purpose set forth. I

3. An automatic air-brake provided with a valve adapted to control the transmission of compressed air to'the brake-cylinder, maintain anequilibrium of pressure therein,aud then return the same to the compressing mechanism, substantially as described,aud t'orthe purpose set forth, I I

4. An automatic air-brake provided with a valve adapted to control 'the transmission of compressed air to the brake-cylinder, balance the piston therein,and in an emergency to suddenly relievethe cylinder of pressure and return the air to the compressing mechanism, substantially as herein described, and for the 5. In an automatic air-brake, the combina- Qtion of'th'e air-brake cylinder E, valve L, auxiliary reservoir N, check-valve 'K, and train-' pipe I, communicatingwith air-compressing mechanism, substantially as herein described,

and for the purpose set forth.

6. In an automatic air-brake,a control-valve, I, communicating with the train-pipe F, airreservoir (J, and the inlet-pipe It ot' the air-compressing mechanism B,'substantially as herein described, and for the purpose set forth.

7. In anautomaticair-brake, acontrol-valve, I, communicating with the train-pipeF, airreservoir 0, and the inlet-pipe ot the air-compressing mechanismv B, in combination with the check-valve S and pipe 0',substantially as described herein, and'for the purpose specified. 8'. In an automatic air-brake, the controlvalve I, consisting of the case a, havingways d e,opening'T,segnient of acylinder,m,having vertical faces a, valve 0, having ports 1,

'4,a11d 5, cap o, and adj usting-nut h and jam:

nut'j, constructed and arranged substantially as herein described, and forthe purpose set forth. I 1

9. In an automatic air-brake, the check-valve 10.999 v I 1 i 5- tion of the control-valve I, train-pipe F, pipe U, inlet-pipe R, having check-valveT', air-compress" mechanism B, pipeD, and reservoir 0, com u-uicating with said control-valve,substautialiy as herein described,and for the purpose set forth.

'11. In an automatic air-brake, the air or brake cylinder E,having the end M, communicating with'the train-pipe F through the medium ot' the-branc pipe J, provided with stop 20 valve If and checka a'llve K, and the en H communicating with said train-pipe through the medium of branch pipe P,suhstantiallyas and for the purpose set forth.

12."In; an automatic air-brake, the auxiliary reservoirNfin terposed between the check-val ve K andstop-vaive L, and communicating with the brake-cyliuder'E and train-pipe F, substantially as described, and for the purpose set forth.

13. In an automatic air-brake, the combination of the brake-cylinder E, control-valve I, train-pipe F, pipe U, inlet-pipe R,having checkva-ive T,vair compressing mechanism B, pipe D, and reservoir 0, communicating with said control-valve,substantiallyashereindescribed,

for the purpose set forth.

- WALTER J L FORD,

Witnesses:

JAMES J. J onNs'roN,

A. 0. JoHNsTom' a

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