US1181450A - Apparatus for pressure release. - Google Patents

Description

H. H. HOUSE & C E. BRUNELLE. APPARATUS FOR PRESSURE RELEASE. APPLJCATION FILED JAN.30.19I5.

1, 181 ,450. Patented May 2,1916.

2 SHEETS-SHEET l.

WITNESSES! INVENTORS ATTORNEY THE COLUMBIA PLANOGRAPH 60., wAsHlNuTON, D. C.

H. H. HOUSE & C. E. BRUNELLE. APPARATUS FOR PRESSURE RELEASE.

APPLICATION FILED JAN. 30. 1915.

'1 l 8 1 ,450, Patented May 2, 1916.

2 SHEETS-SHEET 2.

y F/. 6 I 1 f if WITNESSES/: INVENTORS i 4W1 CZ! E: e

ATTORNEY THE COLUMBIA PMNOURAPH ,c0., WASHINGTON,. D. 0

m'rnn s'rn'rns PATENT enema.

HUDSON H. HOUSE AND CHARLES E. BRUNELL-E, 0F PEEKSKILL, NEW YORK.

APPARATUS FOR PRESSURE RELEASE.

Specification of Letters Patent.

Patented May 2, 1916.

Application filed January 30, 1915. Serial No. 5,237.

To all whom it may concern Be it known that we, HUDSON H. I-IoUsE and CHARLES E. BRUNELLE, citizens of the United States, and residents of Peekskill, in the county of Westchester and State of New York, have invented certain new and useful Apparatus for Pressure Release, of which the following is a specification.

This invention relates to means for automatically stopping railroad trains; and has for its object an apparatus that shall operate to set the air-brakes of a train through the means of electrical currents transmitted to the train from the side of the track.

The object is attained by the means set forth in this specification and the accompanying drawings, in which like letters and figures refer to similar parts throughout the several views.

Figure l is an end elevation of the apparatus. Fig. 2 is a rear side elevation of the apparatus, showing the air valve in partial section. Fig. 3 is a plan of the apparatus. Fig. 4 is a front elevation, showing the air cylinder in section. Fig. 5 is a front elevation showing the parts of the apparatus in position for opening the release valve. Fig. 6 is a front elevation showing the positions of the movable parts when the pressure is off the brake system, after the apparatus has acted. Fig. 7 shows a section of the release valve. Figs. 1 and 2 are upon a somewhat larger scale than the other figures.

There are devices for placing on or by railroad tracks, for sending electric signals onto passing trains for operating various devices, such as closing the steam throttle, or setting the air-brakes.

This invention relates particularly to the setting of the air-brakes through the means of such current transmitting devices, but it has no immediate connection with such devices in the claims to be made herein. The action of this apparatus is dependent upon the closing of a three-way shut-0E in the main air supply pipe to. the air-brake system of a train, the shut-off being electrically controlled; the three-way shut-0E having a side outlet from the side of the shut-01f next the air supply tank, so that when the shut-ofi' is closed it-will supply a current of air from the supply tank to actuate this apparatus.

In all the figures shown the pipe m is the main air supply pipe from the air supply tank, to the brake system.

As particularly shown in Figs. 3 and 4 the valve 22 is the main engineers brake valve. which is under the control of the engineer: Between th1s valve and the air supply tank 1s a three-way stop 8 that is properly located between the engineers brake valve and the tank; otherwise, closing the brake valve would render the three-way stop inefifective. The three-way stop is operated with a bellcrank lever a, held in a normally open positlon by means of an armature 31 engaging, as at 52, with the end 33 of the crank lever. A spring 1) anchored at 34 connects with the short arm of the crank lever. A current through the magnet 30 will withdraw the armature from engagement with the end 33 of the crank lever, and the spring will pull the lever and close the stop, carrying the lever to the position of the broken line 20. A distinctive means for closing this three-way stop does not constitute a part of this invention.

In Fig. 4, which is partly in section, the apparatus will be seen to comprise a cylinder a that has direct connection as at 11, wlth the main air pipe :20. A piston 12, in the cylinder, through the piston rod 13, the link 6 and the pins 0', 0 has connection with the rocking arm I). The cylinder is an integral part of a frame comprising a base 3 and a super-base 2. Central of the super-base is a standard 9 slotted to carry a block j. On the end of the super-base opposite the cylinder is a standard 10 slotted to receive a sliding nut i. The arm I) is fast to the shaft 6, and the shaft constitutes a central pivotal support for the arm, the shaft having its bearing in the sliding block 7'. The nut 2' in the standard 10 is actuated by the screw 0 which screws through the nut. The nut is connected with the rocking arm 6 through the link 6 and the pins 0 c. The screw has a journal bearing in the base c at 15, and upon its lower end is a worm wheel 7. Upon the base 3 a fan-motor d is secured. Upon the end of the motor shaft h is a worm pinion g engaged with the wheel f. Rotating the motor causes a turning of the screw, and the consequent moving of the nut 0 up or down in its slot; the direction of movement of the nut depending upon the direction of rotation of the motor.

In the cylinder a, Figs. 4, 5 and 6 there is shown above the piston 12 a spring a. Normally the piston occupies the position shown in Fig. 4, by reason of the air pressure that prevails in the air-brake system. lVhen the pressure falls in the cylinder, as it does whenever the pressure falls in the air-brake system, the spring pushes the piston down accordingly. Fig. 6 shows the position of the piston when there is no pressure under the piston. When the piston falls and the nut 71 does not move, the pin 0 becomes the pivot for'the rocking-arm 7).

Figs. 1, 2 and 3 disclose the parts of the apparatus that are attached to the rear of the base 3 adjacent to the standard 15, which standard is secured to the base y. An air valve fast to the base, is connected to the main air pipe as by the branch pipe w. The outlet of the valve is at 18. A lever m is attached to the valve stem 0 and this lever engages with an arm Z that is secured to the shaft 16. The engagement of the two levers is by means of a stud n on the arm Z passing through a slot 19 in the lever on. Swinging the arm rotates the valve causing the valve to open or close.

A section of the valve 6 is shown in Fig. 7. It is a rotary valve and the seat 7 is shown to be perforated with a narrow radial slot a and the valve is has a corresponding perforation n. The normal position of the valve with reference to the valve seat is as shown, closed, and adapted to be opened by turning only in one direction. The pivotal shaft 6 is not a stationary pivot for the rocking arm 6. If the screw end of the arm be lowered, the block j and the shaft 6 will also drop, the pin 0, becoming the pivot upon which the arm moves. How this is accomplished will be understood by reference to Figs. 1 and 3. At the rear of the base i is the standard 15, and through the top of the standard is a shaft 16 that alines with the shaft 6 when the latter shaft is at the top of the standard 9. The shafts 6 and 16 are connected by telescoping parts 1 and at the part 4 entering the part 4: and the respective telescoping parts are connected with the end shafts by the universal couplings 1 and 5. A stud 2 in the part 4 engages in a slot 3 in the part 4. In lowering the rockingarm 5 the telescoping of the shafts admits of the lengthening of the shaft, and the univei'sal couplings admit of the rotation of the shafts in the angular positions produced by the changes in the positions of the rockingarm. The broken line 10 in Fig. 1 indicates the most acute angle the shafts will assume,

which will occur when the nut i is at its lowermost position, as in Fig. 6, and the piston 12 is in the position shown in Fig. 6.

Figs. 2, 3, 4 show the air pipe connections with the motor. Vhen the stop 8 is closed the air is cut off from the brake system, and at the instant of the closing the stop opens an outlet through the pipe 79, which sets the motor in motion, actuating the worm gear ing and the screw 0, causing the lowering of the screw end of the rocking-arm b, and the consequent turning of the shafts 6 and 16, which swings the arm Z and lever m to the left, as shown by the broken lines in Fig. 5, opening the valve 6. Opening the valve 6 releases the pressure from the air brake system. Following the loss of pressure under the piston 12, the piston will be depressed by the suitably adapted spring a, as in Fig. 6, which has theeffect of closing the valve 6 to give a proper reduction of the air pressure regardless of the volume of the air in the pipes. This valve will be closed whenever the rocking-arm is in a horizontal position. Air from the pipe 29 will cause a turning of the screw 0 in a direction to lower the nut i. Air from the pipe q will reverse the motion of the motor and cause the screw to carry the nut to the top of the standard 10. The air currents from the pipes 27 and Q will have suflicient force to turn the motor when the nut 2' is free to move, but will not have force enough to do any harm when the motor becomes stalled by the nut reaching the limits of its travels.

lVith this description of the various parts of this apparatus, the action will be clear. An electric current being transmitted to the train, the current will actuate the armature 31 to release the stop lever to. The closing of the stop causes a flow of air under pressure through the pipe 19 to the motor (Z. The action of the motor lowers the nut i, Fig. 5 showing the nut on the Way downward, and that the effect is to lower its end of the arm 7), turning the shafts 6 and 16, moving the arm Z and the lever M as shown by broken lines, causing the valve 6 to open and release the air pressure from the brake system, thus setting the brakes. As the air pressure leaves the brake system the piston in the cylinder will be depressed by the spring above it, until the several parts are in the positions shown in Fig. 6. Air will continue to blow through the motor with a noise that will attract the attention of the engineer who will regain control of the apparatus by resetting the stop 8. Opening the valve 7" will start the motor in a direction to restore the nut i to its normal position, as in Figs. 1, 2 and a, and the apparatus will again be ready for action.

This apparatus can be used in connection is more for the purpose of clearness of description than for adoption in manufacture.

Having described our invention, what we claim and desire to secure by Letters Patent, is-

1. The combination in an automatic apparatus for setting the air brakes of a train, of a signal controlled three-way valve in the main air supply pipe, a cylinder connected with the said main air pipe, the

rocking arm, a piston in the cylinder to operate one end of the rocking arm, a spring in the cylinder above the piston, a central standard and a screw standard, a nut and a screw in the nut working in a standard the nut connected with the other end of the rocking arm, a central pivotal shaft in said arm, the said rocking-arm adapted to rock upon either of three pivots, a bearing for the shaft in the arm vertically movable in said central standard between the cylinder and the screw standard, a worm wheel on the lower end of the screw, an air motor, a worm pinion on the shaft of the motor engaging with the worm wheel on the screw, a pipe connection from the three-way valve to the motor to supply air to turn the motor in a direction to lower the nut on the screw, a pipe connection from the main pipe to supply air to drive the motor in a direction to elevate the nut on the screw, an air outlet valve connected with the main air pipe, a standard contiguous to the said outlet valve alined with the central support of the rocking-arm, a shaft in the upper end of the standard, an arm on the outer end of the shaft, a lever on the valve stem said lever engaging with the said arm on the shaft, and a telescoping section of shaft and universal couplings uniting the said shaft with the shaft in the rocking arm.

2. In an apparatus for automatic pressure release, a cylinder to which the pressure is admitted, a piston in the cylinder responsive to the pressure, a spring above the piston, a rocking-arm and a sliding central pivot for the arm, a flexible shaft with a bearing in the sliding block that constitutes the central pivot for the arm, one end of the rocking arm connected with the piston in the cylinder, an outlet valve from the pressure system, a lever on said valve, a standard, a bearing for the outer end of said flexible shaft mounted in said standard contiguous to the outlet valve, an arm on the outer end of said flexible shaft the arm engaging with the lever on the outlet valve, a sliding nut, the other end of the rocking arm connected with the sliding nut, a screw through the nut, and means for automatically operating the screw.

8. In an apparatus for automatic pressure release the combination with a piston responsive to the pressure, a rocking-arm connected with the piston, and an outlet valve operated through the rocking arm, the means for operating the valve-opening end of the rocking-arm, comprising a sliding nut connected with the rocking arm, a screw through the nut, a fixed bearing for the screw, and means for automatically turning the screw.

- 4. In an apparatus for an automatic pressure release, the combination with a piston responsive to the pressure, an outlet valve, and a rocking arm through which the outlet valve is operated connected with the piston, means for raising and lowering one end of the rocking arm, comprising a screw and a nut, a fixed bearing for the screw, and means for turning the screw comprising an air motor, gearing connecting the motor and the screw, a three-way valve in the pressure main, and a pipe connection from one outlet of said valve to the air motor.

5. In an apparatus for automatic pressure release the combination with a piston responsive to the pressure, an outlet valve and a rocking arm for operating the outlet valve connected with the piston at one end, means for raising and lowering the other end of the said arm, comprising a sliding nut connected with the said arm, a screw through the nut, a fixed bearing for the screw, an air motor, gearing connecting the motor and the screw, a three-way valve in the pressure main, a pipe connection from one outlet of the three-way valve to the air motor to drive the motor in one direction, and a separate pipe connection from the main to the motor and a valve in said separate pipe to drive the motor in an opposite direction.

6. In an automatic pressure release the combination with an outlet valve, a rocking arm, means connecting the valve with the rocking arm, a piston connected with one end of the rocking arm the piston being mounted in a cylinder connected with the pressure system, the piston moving in accordance with the pressure, a spring above the piston opposed to the pressure in the system, the piston operating to close the outlet valve.

Signed at Peekskill, in the county of Westchester and State of New York, this 23rd day of January, A. D. 1915.

HUDSON H. HOUSE. CHAS. E. BRUNELLE.

Witnesses:

ELI CoNKLIN, HARRY A. PURDY.

Copies of this patent may be obtained forfive cents each, by addressing the "Commissioner of Patents, Washington, D. G.

Images