USRE10993E - Baltimore - Google Patents

Description

3 Sheets-Sheet 1. G. A. BOYDEN. V

or of one-halfto G. B. MANN. FLUID PRESSURE BRAKE.

No. 10,993. R eissuedApr. 2-, 1889.

QR g 1" Q WITNESSES: INVENTOR:

M a OW George JiB I dn No. 10,993. Reissued Apr. 2, 1889.

fmpct MW 37 -fi yden, m Q I M attorney? 3 Sheets-Sheet 3. G. A..BOYDBN.

' Assignor of one-halft0 C. B. MANN. FLUID PRESSURE BRAKE.

No. 10,993. Reissued Apr. 2, 1889.

g "*2 7 II R -wl/numm- WITNESSES: 'INVENTOR:

Georc/c .2. lieu/den, gdi a, u U

B hzlv .atwrm a UNITED" STATES PATENT OFFICE.

GEORGE A, BOYDEN, OF- BALTIMORE, MARYLAND, ASSIGNOR or ONE-HALF To CHARLES B. MANN, or SAME PLACE.

FLUID-PRESSURE BRAKE.

IPIOIEIGA'HON formingpsrt' of Beissued Letters Patent No. 10,993, dated April 2, 1889. original I0. 280,285, dated June 26, 1883. Application in reillus died-January 11, 1888. Sci-i. No. 260,436-

To all whom it may concern.-

Beit known that I, GEORGE A. Boronn, a citizen of the United States, residing at the city of Baltimore, in the State of Maryland, have invented certain new and useful improvements in Fluid Pressure Brakes, of which the following is a nce being bad therein to the accompanying drawings.

My invention relates to certain improve-' ments in fluid-pressure brakes for railwaytrains.

The objects of the invention are, first, to

' provide for replenishing, while the brake is 2 lessened by leakage.

on, the air-reservoir on each car or the brakecylinder when the pressure therein has been and to accomplish this through a single line of train-pipe and by means which shall at all times be wholly under the control of the engineer, and also to .lI'OVldG for the more rapid charging than eretoforc of the air-reservoir on the car, and also to obviate the necessity of applying the brakes with suchh high pressure as heretofore has been necessary with the automatic brake, the effect of which is to slide the wheels and "atten them; second, to provide for dispensg with the main sir-reservoir on or near the locomotiie, and therebv simplii and cheapen the a maratusr-third, to prov de for the quicker re ease of the brake.

M invention consists, first, in the several com inations, hereinafter specified, with a b 'ake-cyiinder and anair-reservoir on the car of means whereby the said brake-cylinder "and air-reservoir may be replenished or rcohsrged with comsresscd air while the passages or ports lea ing from the reservoir to i re brake-cylinder are open and while the lzrakes'are ap lied; second, in the combination, with an a r-reservoir on the car and airspecification, refor-v meut of said valve mechanism, whereby, when the train-pipe contains the maximum fluidpressure, the brakes will be released quickly, it being understood that all the parts and combinations referred to are operated through asilngle line of train-pipe, as hereinafter specifie.

Figure 1 is a view of the parts properly assembled of a brake apparatus embodying my invention. Fig. 2 is a sectional view showing one plan of constructingthe valve mechanism, the passage 1), the valve which quickens the movement of said valve mechanism, and the air-chamber. Fig. 3 is a sectional view showing another plan of crmstructing the same parts.

The letter A designates 1110 case of the valve, B the drip-chamber attached at the bottom, (see Fig. 2,) and A packing intcr- Eosed between these parts, which are united y bolts A. (See Fig. 1.)

, At the port P the train-pipe i" is attached.

From this port a passage,l",icudsio the dripchanibcr ll. Ad oining this chamber is a cylinder,- B, fitted with a piston. G, which connects with a slide-valve, il by means of a stem or rod, g. Instead oi a slide-valve an ordinary three-way cockmny be used. The slide-valve H has a cavity, a, long enough to uncover the passage and tho exhaust-port E and put them in communication. The passage has an outlet at the port 0. from which the pipe counccis'with the brakecylinder C At the )ort R is conncctcd the pipe it, which ion as to the nir-rescrvoirll" on the cur. R isn passage direct from this port to the valveichmnber.

A four-way cock, h, with ports I. It", is urra-ngcd in line of the fluid-pressure communication io'provide for opcrutiu the brakes oi the car by either the uutomnt t'system ortbe direct com ircsscd-air system. according as the train 01 which the our forms part may happen to be titled out.

7 l0 four-way cock K is ihc sumo us heretoforc used in air-brakes, but is-not the means herein referred to by which the advantages of the said two systems of brakes are obtained. V

The slide-valve ll is'tbc brake-applying and brake-releasingvalve, and is the one referred to as openingand closing communication with the brake-applying devices vhich consist of the brake-cylinder C nd its ,con-..

' sage. D, provided with a check-valve, (1,

adapted to allow compressed air from the train-pipe P to reach the air-reservoir and r brake cylinder on the car, but preventing its return therefrom-whereby no loss of fluidpressure from reservoir R or brake-cylinder can occur'in case of accidental separation of the-car from the train, and serving also, as zohereinafter explained, to allow compressed air from thetrain-pipe to reach the brakeglinder C while the brake is applied. As e fluid-pressure can take but one direction in.this passage, I call it an open one-way :5, A passage substantially like this,

open for fluid-pressure toreacli the air-reservoir and brake-cylinder on the car, in connection with a valve moved both ways by airressure to open and close communication tween the said air-reservoir and brake-cyL iliider, constitutes one feature of my inven- The check-valve 8 may be constructed in .any suitable manner, In the present case it has crossed wings df, which fit in the passa e I and adapt it to slide like a piston,so that t e valve ma leave its seat. In Fig. 2 a shankor rod, projects from the valve and has attached a head, d,.which fits in a cylinder.

or a bore, (7!. A spiral spring, '6, bears'on the head-in such manner as to keep the checkvalve normally to its seat. At the other end of the piston stem or rod 9 and connected thereto is a second piston, I, fitting and arranged to move in a cylinder provided with a gornj, adapted to be closed when the'piston in one position and to be opened when the piston is 11 another. This port connects with an air-chamber, L, which constitutes a feature of my invention. The air-chamberL may be constructed without any opening, port, or 1 valve whatever other than the one which is opened and closed by the iston This airechamberisemployed'torece vecompressed air transmitted throu h the train pe at the maximum ressure. hen the scare oil, the piston is in the position shown, and the fluid-pressure in the air-chamber, which is on the outer side of the piston, is the same as the pressure on the inner side of the piston; but when the fluid-pressure in the train-pipe P is reduced such reduction of course is felt on the v I inner side of the piston, and thereupon the maximum pressure existin gin the air-chamber presses the piston I back, and through the stem g shifts the slide-valve H, closing the exhaust-port E and opening direct communicaarm of which carries a pivoted trl tion between the airassage-R' and the-brakecyliuder passage 0 therebyapplying the brakes. It will thus beseen the first effect produced by the fluid-pressure in the airchamber is to shift the valve H, which applies the brakes. Heretofore in the Westinghouse brake the shifting of the valve has been effected wholly by the back action'of the fiuid- 7 5 pressure in the auxiliary air-reservoir. Now,- after a lessening of the fluid-pressure in the reservoir on the car or brake-cylind er byleakage has occurred, the maximum pressure-in the chamber L has the further effect to actas an air-cushion to hold the valve H in the sameposition while the engineer manipulates the cock q on the locomotive to allow compressed-air from the compressing apparatus to be transmittedthrough the open one-way passage D under a'less pressure than the maximum, or less than that in the chamber L, to recharge and to continue charging the reservoir and brake-cylinder while the brakes are applied; This is a new' and an important 0 achievement through a siugle'line of trainpipe, and enables me to dispense with the customary main air-reservoir on or near the locomotive. As long as the rechargingis continued with the fiuid undera less pressure'95 than the maximum or less than that in the chamber L, there will be no relaxation of the grip of the brakeshoes on. the wheels.

Instead of a. piston, I,,for the fluid-pressure in the. air-chamber L to press against, a fiexi- X00 ble or elastic diaphragm, with suitable 'valves, might be substituted. So far'as concerns the air-chamber,- of which the piston I is a part or necessary adjunct, I include as within my invention all known equivalents for the piston 5 which will operate substantially as herein set forth. v

It has been stated that thegiir-chamber may .be constructed without otheropening, port,

or valve than that which is opened and closed 1 to by the piston I; but in the present instance avalve, N, is provided to quicken the movemeut of the valve mechanism which opens and closes communication with the brake-applying devices. This valve produces the said 1 15 result by exhausting the air which is in immediate resistance tosaid'valve mechanism,

and constitutes another feature of my invention.' This exhaustevalve consists, as shown in-Fig. 2, of the esoape-portf, a rightfiangled ra'o lever, 10, one arm of which'carries the valve N, which closes the escape-porgandthe'o i her 'r.' h 5 arm isadapted to move lateral y. 'Wheu' pressed down at one side, the trigger-"will :25 yield, but whenpressed upward on the sauna side it is unyielding.- A spring, t, is arranged to-ke'ep the trigger normally in a given posi-' tion. The piston-stem g has its upper end,

g, projecting past the iston I and into the, 1- 0 shack-"amber. -A head, ,is onthe. projecting From this description of the drawings 'it' will now be understood that when, on apply 40 against the pistons G-and fleece I a ing't-he brakes, the piston LispreSsed back, by themaximum fluid-pressure in the Chfllll". ber L the trigger. 1' will yield. as the head 9? ,on. the stem; passes down, thereby allowing.

I 5 the head. to pass. When the maximum fluid-- brake now would be-releasedslowl'y. This tardy release of the brake is a difficulty. alsosometimes experienced in-wthe'lvestinghouse- I5 automatic brake on aecount'of the resistance of. the air in the auxiliary reservoir. To rem+' edy this, therefore, when the stem starts on" its upwanlfmovementthe head 9 at once comes in contaenwith tlie trigger-r, which, not yielding, causes one arm, p, of the lever to move. laterally, thereby removing the valve. N from-its seat overthe escape-port andin-ul stantly allowing the-fiuid pressure in the.

- chamber .to exhaust. There being thenne'- longer any resistance to the-valve mechanisni,j

it will move. quickly, and the brakes-will I .releascd instantly. i. 5'; To charge that part-of thebrake apparatus on the car withiluid-pressure, compressed air 0 from the compressing apparatus is transmit-, ted through the tra'impipe to thevalve mech;

' ,anismand moves the shifting part I; H I-iofj the-same one way andthenpassesthr'ough \'0ir. Iu charging, ashere described, ih'eciri cuitous and smaller; or pfqthe \Vesti nghouse triple valve heretofore used are avoided. .The fluid-pressure thus transmit- .ted from thecompressingv-a paratus coming. forcesthemup, therebycausing the valve H to close the brakecylinder passage C and opening the portj, which allows themaximum fluid-presture to of the. shifting part of the valve mechanism. Now, to apply the brakes. the engineer, by slightly opening the cock q, reduces the pressure in the train-pipe below the maximum stored in the air-chamber, whereupon'the effect of the air in v the chamber L is to press pistons I G and valve ll down, thus allowing the fluid-pressure in the reservoir R to pass through the passages R and G into the brakecylindcr and apply the brakes. It will be seen by the foregoing that the shilting part G H I of the valve mechanism is moved both ways by air-pressure.

When, through alesseningof the fluid-'press-' ure by leakage, it is desired to replenish or recharge the brake-cylinder without either releasing the brakes or relaxing the grip of the shoes on the wheels, the engineer may manipulate the cock q to transmit air from the the tragn'pipe' to the air-reservoir, under a less than that stored up in the air cham invention.

1 vantages unimpaired ",i n icopn'ectio' main-haste ed e err irl n il gas now employed .bythewes'tmghousejsysg Y the -open one-way; passage. to "the air reserfi ,teatures in; bot-h lsaidl systeinsn' In; the" t of the .aeeidental'separatioin'qft e a s them tic b akesyisem.

suits are attained, t wit; A brakejis p .whi hafim the Pr cipa dvantages-0 9 ;au tomat i'c .jsystenl, as well asfthepri'ncipal ".cnlfti es heretoforeexperienced llll i lhr'; I enter the air-chamber L. The same pressure v at the outset will therefore exist on-both sides.

y de n es th dsi e IPI' SS PT Q there maintained notwithstanding the at- .ence of leakagetherein while the car is passber; By thismeans a constant s upplyg'ot .fluidpressure is maintained in l. llt\l ll f $Ql 'V-Qilfi0llg "the canand there isn o longei -netxl for va nain. 7o es rv ir .onthe locomo ive, s iheiatotore; M 3 h w -en m pMs ge-D and.

check-valve d are shown .throughlthe-pistpnr "G, instead of entirely at one side, as in 113g, 2.. The case A -drip-chamber-l i,aud air-chamber. 7 5* :L are here shown, unitedin a single casting,

in'steadof being composed oftthy 'ee pie es, n, Fig; -B s edversea. e. i u e op fi- -t a r ush enuchembee As -shown in this morecheaplyconstructed.-

already explained, the formrand elp, some. 7 extent the arrangement, of -l.'h6 ;V8'1VQ8,- p0 t, a passages m y b ar ed h sedfl hr ut mate y. e ngthebp m en' a a parts herein combined,. and.l hereby include 0 imodifi lts, 8. ith lhfl wp fl t:-

; While-t m ss ons. nd invention are addp qand especial y'flqfilfl 9.

so without reference teanliindreniiut theless', befus'edwith: .al eir result],

"tam oti brakes; gt ierefpregniyelangs her a s' .v. pp1y .1 an cover, and, I

m nke.bmkas'wiliistdn anned;

.By y impr ement aw,

advantages of t lie-qflircfiif system, .withont '-the disadvantages or, dim;

.4 passage 'wh i' by smp esseiiai f' i' e transmitted from-the train-pipe the brake ing down a long-grade. wAs this passage is employed in combination-with valve'mechanism whose shifting parts, toopen, and close brakeecylinder, aremoved both waysby air-'- pressure,'it is possible by simply discharging j the air which is pressing one way to remove resistance from. said shifting 'parts when a quick movement thereof is desired. 0bvi-- "5 ously this cannot be accomplished where aspring. is used to more the said shifting parts one way. I therefore disclaim any combination wherein the shifting parts of the valve which controls communication :between-the. reserv'olrand brake-cylinderare moved one way; bya spring. a train-pipe to the brake-cylinder, and-also from avlng described in desire'tosecnre by- United Statql".-

figure, the. dc'viee can I. In a fluid-pressure brake, the combination of a single line of train-pipe, an air-reservoir on the car, a brake-cylinder, a valve moved both ways by air-pressure to open and close communication between the said reservoir and brake-cylinder, and a passage from the train-pipe to the same end of the brakecylinder which communicates with the air- -reservoir, which passageis opened and closed by varying the pressure in the train-pipe.

2. In a fluid-pressure brake, the combinatlonpf a single line of train-pipe, an air-reservoir on the car, a brake-cylinder, a valve moved both ways by air-pressure to open and close communication between the said reservoir and brake-cylinder, a passage through which air passes from the train-pipe to the brake-cylinder, and a check-valve which allows air to pass one way only in said passage.

3. In a fluid-pressure brake, the combinm t on of an air-compressing apparatus, a single line of train-pipe, a cock to control the compressed air in the train-pipe, an air-reservoir on the car, a brake-cylinder, a valve moved both ways by air-pressure to open and close communication between the said reservoir and brake-cylinder, a passage through which air passes from the train-pipe to the brakecyhnderfand a check-valve which allows air to pass one way only in said e.

4., In a fluid-pressure brake, the combination of a single line of train-pipe, an air-reservoir on the car, a brake-cylinder, a valvecasing provided with a passage to admit air from thetrain-pipe to the same end of the brake-cylinder which com municates with the air-reservoir, which passage is opened and closed by varyingthe pressure in the trainpipe, and a valve moved both ways by airpressure to open and close communication between the said reservoir and cylinder.

6. In a fluid-pressure brake, the combination of'the single line of train-pipe abrakecylinder, an air-reservoir on the ear, valvemechanism to open and close connection between said cylinder and reservoir, a chamber .for air to, resist the movement one way of the shifting parts of the valve mechanism, and an exhaust-valve separate from the shifting parts of said valve'mecha'nism which discharges the resisting air.

6. In a fluid-pressure brake, the combination of the single line of train-pipe, an airreservoir on the cans brake-cylinder, a valve moved both ways byair-pressure to open and close communication between the said reservoir and brake-cylinder, a chamber for air to resist the movement one way of the shifting parts of the valve mechanism, and a passage which opens one way only to allow fluid-pressure from the train-pipe to enter the brakecylinder while the brakes are applied, as set forth.

7. ha fluid-pressure brake, the combination of a brake-cylinder, an air-reservoir on the car, valve mechanism to open and close the said appliances on the car, whereby the' usual main air-reservoir on or near the locomotive is dispensed with, as set forth.

8. In fluid-pressure brakes, the combinationof the single line ottrain-pipe, the'brakeapplying devices-on the car, valve mechanism which opens and closes communication with the brake-applying devices, and an exhaust-valve to discharge airthat is in immediate resistance to the shifting parts'of said valve mechanism, whereby the movement of the latter is quickened.

, In testimony whereof I affix my signature'in the presence of two witnesses.

GEORGE A. BOYDEN. Witnesses:

' JOHN E. Momus,

ROBERT L. CLEMMI'I'I.

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