US1186918A - Air-brake-applying device. - Google Patents

Description

H. J. LAUZON.

MR BRAKE APPLYING DEVICE. APPLICATION HLED MAY15,'1914.

Patented J 11116 13; 1916.

2 SHEETSSHEET 1.

H. J. LAUZON.

AIR BRAKE APPLYING DEVICE. APPLICATION HLED MAY 15. 19x4.-

Patented June 13, 1916.

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STATES PATENT OFFICE.

- -HENRY J'. LAUZON, F BATHGATE, NORTH DAKOTA.

To all whom-it may concern:

v Be'it known thatI, HENRY. J. LAUzoN, a

citizen of the United States, residing at "l B'athgate, in the county of Pernbina, State 0f North Dakota,- and useful Improvements in Air-'Brake-Aphave invented certain new plying Devices; and I do hereby declare the following to be a full, clear, and exactlde- 'scription of the invention, such as will en-- able others skilled in the art to which it appertains to make and use the same.

This invention relates to an air brake applying device.

An object of the invention is to provide for-theautomatic stopping of a train when the'engineer thereof fails to regard a stop a s gnal.

A further object of the invention is to provide means which maybe set with the stop signal to operate the said train stopping device. v v .With these and other objects in View, such as will appear as the descrlption progresses,

4 my invention comprises the combination and .525;

arrangement of parts as herein set forth and subsequently claimed.

- I Referrin to the drawing: Figure 1 is a 1 rear elevatlon of a locomotive, showing my gla'o device in place thereon.

larged sectional view of the device showing I the valve gate for allowing the airto flow from the air inlet mechanism in open position. Fig. 3 1s a similar view, showing the gate in closed- J35" Fig. 5 is a section on line 55 of Fig. 3.

pipe to the brake applying position. Fig.4 is a plan view of the device;

Fig. 6 is anenlarged view of the trip mechanism showing the same in operative posi- I tron in full lines and in inoperative position in dotted lines. Fig. 7 is asideelevat ion of the device, showing the trip lever in engagement with the trip rod previousto the operation of the said trip rod. Fig. 8 is a bottom plan view of thedevice. 45

Referring to the drawing by reference characters wherein like parts are indicated by like numerals throughout the several views, the air inlet pipe is indicated by the reference character 1 to which-is attached by 0 a cross pipe 2 the pipe 3 through which the air is allowed to flow to the air brake applymg mechanism. In the pipe 2 is shown conventionally the present applying device 4 which is controlled by the engineer. My device is located directly beneath this present applying device 4 and comprises a valve 5 Specification of Letters Patent.

certain of their endsto the Fig. 2 is'an en-' Patented June 15,1916.

" Applicationflled m 1 5, '1914. Serial No; 838,735. a

connected between the said pipes 1 and 3 b short pipesfiand 7 which y are connected at valve and at their other'ends' to'T joints 8 and 9 of the pipes 1 and 3. This valve constitutes a casing 10 h'avlng apertures 11 and 12 which are in c'ommunlcation with -the apertures in the pipes 6 and 7 to the valve at the .proper time. On the upper portion of the casing is formed a cylindrical pro ection 13 which is closed at the'top and has an aperture 14 therein. Located directly beneath said projection is a downwardly extending projection 15 having a centrally located longitudinal hole 16 therein which communicates with achamber 17 in the casing 10 andwith the chamber 18 in the pro ect1on 13.

gate 19 to the lower end of which is attached an,v operatlng rod 20 which extends down through the hole 16 in the portion 15 and out beyond said portion through an aperture 21 in the lower end thereof. The lower end of this projection 15 is reduced in diameter and has mounted therein packing which, surrounds the rod 20 and prevents the escape of air from the valve. The rod 20 is reciprocably'mounted within the casing to cause the valve gate to be either pushed upwardly into the chamber 18 or downwardly into the chamber 17 to close the communication. between the pipes 1 and 3 through the valve 5.

. In order that the valve gate may be ordinarily kept within the casing 18 in its uppermost position there is formed on the outer side of the projection 15 at diametrically op posite points two hooks 22 and 23 to are attached coil springs 24 and 25 which springs are at their ends attached to a cross arm 26 secured to the rod 20 at its lower end, the tendency of which is tokeep the valve gate in its upper positio On the lower end of the rod 20 is formed a spring clip 27 which cotiperates with the trip rod 28 to hold the valve gate in its lowermost position or to releasethe clip 27 to allow it to be pulled upwardly by the springs 24' and 25. This trip rod-28 is rotatably mounted in a box 29 on the frame of a locomotive. 1

On the inner end of this rod 28 and projecting upwardly therefrom 'is'a rod 30 having on its end an enlarged spherical portion 31 which is engaged bythe clip 27 to hold Slidably mounted in these chambers 17 and 18 is a cylindrical valve.

in. inoperative position whichallow air to flow through the said clip and consequently the rod 20 in its lowermost positign.

' a member 36 adapted to be secured to the v I tie beneath the rail and to the outside of the On the opposite end of the rod 28 isformed a downwar ly projecting lever 32 ha vi'ng an enlarged lower end 33 which cooperates with a trip lever 34 made of spring steel and pivoted as at 35 to a rigid vertical said rail when the member 34.is thrown in its horizontal position it will extend across the path or movement of the lever 32 and engage the same and causethe rod 28 to. be oscillated .to operate the valve gate 19.

However, when this'trip lever 34 is in its vertical position, it will not be in the path of movement of the lever 32 and therefore Y the valve gate 19 will'not be operated. It

is to be understood that this trip lever 34 may be operated "inthe same manner and together with a semaphore signal .so that when the signal is set to stop atrain the lever will also be thrown into suc positidii' that the lever 32 will be engaged to operate the valve gate.

On either side of the valve 5 and in the,

pipes 6 and 7 is located a hand valve 3'7 by means of which air may be shut oitfrom said valve from either of the pipes 1 or 3.

' In operation, assumingthat the-valve is in such position as shown in Fig. 3, .that is with the gate 19 withinthe chamber 17 to close the communication between the {pipesl and 3 and is held in such position A the engagement of the rod 30 with" the clip 27, as the train passes the trip lever 34 which has been previously set into its horiout of the chamber 17 in'the casing 10 up-- wardlyinto the chamber 18 in the projection '13 andiconsequently communication between the pipes 1 and 3' through the valve 5.is

' opened, it being understood thatthe hand valve 37 has been previously opened. In order that there may be no compression of air I between thegate19 and, theupper end of the pro ection 13 the aperture v14 is provided there which. allows the escape of air there'- tam-.1 this time may be 0mm in through and thus does not counteract the effect of the springs25 and 24. The opening of this valve 5 and passing of air from'the air supply pipe 1 through the pipe 3 to the brake operating mechanism causes the said brakesto be applied and the train thus automatic'fally" stopped. After the brakes have been'a'pplied and it is desired to again return the gateto its position in the chamber 17 so that it closes the communication between thepipes 1 and 3 the valves 37 are closed, which closes the communication between the said pipes 1 and 3 and thus releases. the pressure of air from the said valve gate and the tendency thereof to hold it in its uppermost 7 position. The gate may thenbe lowered'and the remainder of the valves reset by the engagement of the rod 30 with the clip 27 in which the parts of the device are again in operative relation.

Fromthe foregoing description it may be seen that I have provided a device which will automatically stop a train, and I have further provided a lever operating a trip rod carried by a locomotive to open the valve between the air supply pipe and the air brake applying mechanism to apply said brakes.' ,I have further provided additional valves on. each side of said first mentioned valves by means 9f which pressure within the said valve may be relieved so that the same may be readily operated to reset the mechanism. V

I do notgwishf-to be limited to the particular'embodiment of any invention shown, but only so tar asis neces'ary by the claim.

v. v Vhat 'isclaimei Inan air brak with a casiflgjiajv mga opposite sides 'thereoigjofa plunger mounted in said casing 'a-n'tl-E'having a rod extendingyoutwardly th 1'fough" one end thereof, a pair of resilien-t'jaws-on one end of the plun ger rod adapted-to be-engagedby a suitable member to maintain the plunger in alinement with the said ports, a cross arm secured-to the plunger rod and springs secured to the ends of the cross arm and to the case ing, which springs are adapted to move the plunger out of alinement with the ports upon the release of the spring arms.

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

' HENRY J. LAUZON.

the combination Witnesses v WILLIAM QUIGLEY, Torrmn ELEY.

five cents each, by addremng the c on nilssioner of Patents, wuhlngtomllc."

pair of ports atthe'

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