US1309612A - chapsal and a - Google Patents

Description

F. J. CHAPSAL AND A. L. E. SAILLOT. REGULATING DEVICE FOR THE AIR DISCHARGE IN COMPRESSED MR BRAKES- APPLICATION men MAR. a, 1915. 1 ,309 ,612 Patented July 15, 1919.

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REGULATING DEVICE FOR THE AIR DISCHARGE IN COMPRESSED AIR BRAKES. APPLICATION FILED MAR. 3| I915.

Patented July 15, 1919.

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F. J. CHAPSAL AND A. L. E. SAILLOT. REGULATING DEVICE FOR THE AIR DISCHARGE IN COMPRESSED AIR BRAKES.

APPLICATION FILED MAR.3.19I5.

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F. J. CHAPSAL AND A. L. E. SAILLOT.

REGULATING DEVICE FOR THE AIR DISCHARGE m COMPRESSED AIR BRAKES.

APPLICATION FILED MAR. 3.1915.

Patented July 15, 1919.

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F. J. CHAPSAL AND A. L. E. SAILLOT.

REGULATING DEVICE FOR THE AIR DISCHARGE IN COMPRESSED AIR BRAKES.

APPLICATION FILED MAR. 3. I9l5.

1 ,309 ,6 1 2, Patented July 15, 1919.

5 SHEETS-SHEET 5.

24 I I W five/230w TDIB COLUMBIA PLANUORAPH cu., WASHINGTON. n. c.

UNITE STATES PATENT OFFICE.

FRANQOIS JULES CHAPSAL, OF PARIS, AND ALFRED LOUIS EMILE SAILLOT, OF LA G-ARENNE-COLOMBES, FRANCE.

REGULATING DEVICE FOR THE AIR-DISCHARGE IN COMPRESSED-AIR BRAKES.

Specification of Letters Patent.

Patented July 15, 1919.

Application filed March 3, 1915. Serial No. 11,821.

To all whom it may concern.

Be it known that we, FRANgoIs JULEs Crrarsan, citizen of the French Republic, residing at Paris, Seine, and ALFRED Louis EMILE SAILLOI, citizen of the French Republic, residing at La Garenne-Colombcs, Seine, France, have invented certain new and useful Improvements in Regulating Devices for the Air-Discharge in Compressed- Air Brakes; and we do hereby declare the following to be a full, clear, and exact description of the invention, such as will enable others skilled in the art to which it appertains to make and use the same.

This invention relates to a regulating device for the compressed air discharged from the auxiliary reservoir to the brake cylinder of the vehicles of long trains. The regulating device hereinafter described is interposed between the control valve and the brake cylinder and is controlled by the air in the train pipe in such a manner that the discharge from the auxiliary reservoir into the brake cylinder takes place through an outlet of suitable and normal section when the depression of air pressure in the train pipe is less than a predetermined value, but through a small passage when the depression in the conduit is greater than this predetermined value.

We will describe with reference to the accompanying drawings, a construction in accordance with this invention, but we do not limit ourselves to the precise construction described and illustrated. The same references wherever repeated indicate the same parts.

Figures 1 and 2 are an elevation, partly in section, and a sectional elevation, and show by way of example, the application of a regulating device to an air brake with control valve provided With an interrupter of the rapid action.

This regulating device is controlled, during the time of the rapid action, by the air in the train-pipe which escapes by the accelerating or rapid action valve when it is raised, air being only discharged into the atmosphere after having acted on the piston of the regulating device to bring it from the position shown in Fig. 1 to the position shown in Fig. 2.

Figs. 3 and 4 show in section and in elevation, partly in section, a modification of the regulating device controlled by the air in the train-pipe in such a manner that the piston which is maintained by a loaded spring, in the position shown in Fig. 3, only comes into the position shown in. mg. 4 when the depression in the train-pipe has attained a predetermined value, equal, for instance, to that corresponding to the rapid action in the above-mentioned case.

Figs. 5 and 6 show a modification of the regulating device illustrated in Figs. 3 and 4, in which the piston can occupy, between the two extreme positions, a series of intermediate positions so as to control the restriction of the discharge passage leading to the brake cylinder, in relation to the value of the depression produced in the conduit.

Fig. 7 is a vertical section of a still further modified form of regulating device.

Fig. 7 is a diagrannnatie illustration showing the application of the regulating valve of Figs. 1 and 2 to an existing apparatus.

Fig. 8 is a diagram showing the application of the regulating valve of Figs. 3 to 6 to an existing apparatus.

Referring to Figs. 1, 2 and 7, 1 is the body of the regulator having an opening A which is connected by the pipes 18, 19 with the auxiliary reservoir 30 through the distributor 20, and C is an opening which is connected by the pipe 21 with the brake cylinder 22. P designates a piston having a double cupped leather-packing, the body of the piston being arranged to slide in a sleeve Q disposed in the body 1. B is an opening which is connected by the pipe 23 with the air exhaust of the train pipe 24 of the automatic interrupter of the rapid action.

2 designates an exhaust duct which allows the air from the train pipe to escape to the atmosphere, this duct passing through the body of the regulator and the sleeve Q. R is a loaded spring adapted to raise the piston into the position illustrated in Fig. 1 when there is no pressure on the upper face of the piston, that is to say, afterthe closure of the interrupter valve and consequent stopping of the rapid action. The orifices 3 and 4 have a normal section, and establish communication between the openings A and C. The opening A is connected to the auxiliary reservoir 30-and the opening C to the brake cylinder 22. 5 is a circular channel formed in the piston P and adapted to place the orifices 3 and 4 in communication. 7, 8, 9 and 10 are passages having a restricted section which are utilized instead of the orifices 3 and 4 when the piston is in the position illustrated in Fig. 1.

The operating conditions of the device are as follows During the first period of braking, when the rapid action valve device is operative, if the pressure in the train pipe 24 is reduced so as to apply the brakes partially or fully, the air in the train pipe 24 discharged by the said automatic interrupter 20 acts on the piston P, Fig. 1, to move it into the position shown in Fig. 2 and escapes to the at mosphere through the passages 2, until the rapid action device becomes inoperative. During this period, the auxiliary reservoir 30 is in connection with the brake cylinder 22 by the outlet passages 3 and 4, but when the depression in the train pipe, predetermined for limiting the operation of the rapid action valve device, is reached by the closing of the interrupter Valve, the air inlet to the piston P is closed and the said piston takes the position shown in Fig. 1 under the action of the spring R and remains in this position during the subsequent braking effected from the drivers valve until the maximum braking.

The first braking efiected during the period of operation of the rapid action valve, which corresponds to nearly one-fifth of the maximum braking, takes place without retardation of the inlet of air into the brake'cylinder 22 and. applies the brake throughout the whole length of the train; thereafter, further application ofthe brakes is retarded, so as to limit, to a given value, the maximum difference in the braking at both ends of the train. Full or partial release of the brakes takes place on refilling the train-pipe 24. V The brake cylinder 22 discharges air into the atmosphere only through the contracted passages 9, 10, and 7, 8 as the piston P remains in the position shown in Fig. 1. The graduation in release is thus rendered very easy, where a brake system having means for effecting su'chgraduation is employed.

The device illustrated in Figs. 3, 4, 5 and 8 difiers from that illustrated in Figs. 1 and 2, owing to the fact that the train pipe 24 is not placed in communication With the atmosphere by the piston P. The passage of the air from the opening A to the opening C is effected through a conduit placing these orifices in communication with the space D in the interior of the piston. The position and connections of this valve to the other parts of the usual apparatus is shown in Fig. 8.

As before, P is thepiston provided with two cupped leathers, which piston acts like a piston-slide-valve; B is an opening connected to the train-pipe 24 by the pipe 25. R is a spring maintaining the piston P in the position shown in Figs. 3 and 5, when the depression, due to the operation of the rapid action valve 20 produced in the trainpipe, is less than a predetermined value. Referring more particularly to Fig. 3, 3 and 4 are openings which, in the position shown,

connect the openings A and C, with the orifices 11 and 12 and space D in the interior of the piston P.

5-6-7-8 are restricted passages which replace the openings 3 and 4 in the position shown in Fig. 4, that is to say, when the depression in the train-pipe 24 exceeds the predetermined value, hereinbefore mentioned. I

The operating conditions of the device shown in Figs. 8, 4, 5 and 8 are as; follows When the pressure in the train pipe 24 is reduced so as to apply the brakes fully or partially, theair flows from the auxiliary reservoir 30 into the brake cylinder 22 by the openings 3, 11, the space D and theoutlets 12, 4 until the pressure in the train pipe is less than the predetermined value, the spring R is then compressed and the restricted passages 5, 6, 7 and 8 replace the openings 3, 11, 12 and 4 and this continues until the maximum braking. The braking thus checked until full braking takes place, as hereinbefore stated. Full or partial release takes place on refilling the trainpipe 24' and the brake cylinder 22 discharges the air into the atmosphere through the outlets 7, 8 and 5, 6 only when the piston P. is in the position shown in Fig. 4. The graduation of the braking is thus rendered very easy with a prolonged brakingduring release. 7

When the pressure in the train pipe 24 becomes higher than that existing in the train pipe when the spring R was compressed, the piston P is then raised and the end of the release is efiected through the passages 3 and 4.

Fig. 5 shows a modification ofthe regulating device just described. 7

As before, A is an opening connected t the auxiliary reservoir 30 through the distributer 20-.

C is a duct in connection with the brake cylinder 22, b the pipe 21.

The piston P is connected with a valve 11 which slides in a sleeve Q formed with a number of openings, 13, 14, 15 and 1(5. The opening A is connected, through passages 17 with the upper face of the piston P, this space communicating with the interior I) of the sleeve Q; the space E between the sleeve Q and the body 1 ot the regulator is in communicationivith the brake cylinder 22 by the outlet O and pipe 21.

The operating conditions of this device are as follows lVhen the pressure in the train-pipe 2-l is reduced so as to apply the brakes wholly or partially, the air is delivered from the auxiliary reservoir 30 first through the passages 13, 14, 15 and 16, and when the depression in the train-pipe 24: is increased, and the piston P, with the slide valve 1), has moved downwardly so as to close successively the passages 13, 14, 15 before the pisston P comes to the end of its stroke, which position corresponds to a fixed value of the depression in the. train-pipe, the air is then delivered through the passage 16, which is the only passage then connecting the auxiliary reservoir 30 with the brake cylinder 22.

The cross-section of the air passage from the auxiliary reservoir 30 to the brake cylinder 22 is thus caused tovary as an inverse ratio to the depression in the trainpipe 24 until the minimum section of the passage 16 corresponds to a predetermined value of the depression in the train'pipe. It results, therefore, in long trains, provided with a brake having an automatic interrupter of the rapid action, as described in the aforesaid specification, that a sudden depression in the train-pipe, due to the actuation of the drivers valve, reduces to a minimum, the cross-section of the air passage leading to the brake cylinders, on the vehicle in the foremost part of the train, While the filling of the brake cylinders of the vehicles in the rear part takes place, at first through the larger passages during the period in which the rapid action valve is operative, and this takes place before the braking. The advance in the braking for the vehicles in the rear part operates to prevent the compression of the couplings and to maintain them stretched until the train stops.

On full or partial release of the brakes, the train-pipe must be refilled gradually, the smaller passages being then utilized for the air discharge to the atmosphere from the brake cylinder, this being maintained on the whole length of the train until the pressure becomes higher than the pressure which displaces the piston P at the end of its stroke by the predetermined value of the depression. The releasing is thus restrained until that time, which renders the graduation very easy with a regulated braking for the release.

In Fig. 5 we also show in section, by way of example, a valve S, and in Fig. 6, an enlarged view thereof, which valve, when in the position shown in Fig. (3. places the triple valve directly in connection with the brake cylinder to permit of the inclusion of vehicles in passenger trains, the ellect of the regulating device being thus suppressed.

The regulating device of the air discharge shown in Fig. 7, comprises a small piston P held by a spring R and receiving upon its under face, the air of the train pipe which enters the device through the port D, and upon its upper face, the air which flows from the distributer or triple valve, that is to say, from the auxiliary reservoir to the brake cylinder. The port E is connected to the distributer or triple valve and the port F is connected to the brake cylinder.

The piston rod P acts as a cylindrical slide valve upon the air supply. In the position shown in the figure, the air flows through the port E, the orifice O, the upper chamber S of piston P, the channel (l drilled in the rod P, the orifice h and the duct F. One part of the air flows directly through the contracted orifice W, then flows around the rod and goes through the duct F to the brake cylinder.

On Fig. 7, the way 0 (l h is open to the air, but if, during the braking, the reduction in the conduit is sullicient so that the pressure of the conduit falls under the pres sure of the auxiliary receiver by an amount higher than the tension of the spring R, the piston P is displaced to the end of its stroke. The duct h, obstructed by the ring guide of the rod, then cuts off the passage of air going to the brake cylinders through the way 0 (Z h, and the passage takes place only through the small contracted orifice V, the result being a slow refilling of the cylinder.

If the reduction in the conduit is very sudden, the pressure difference. between the auxiliary receiver and the conduit for which the apparatus is regulated, is reached very quickly. If the reduction in the conduit is slow, this difference is only reached very slowly. The result is that during a sudden stop, the filling channel of the brake cylinders in the first vehicles is contracted immediately, while, in the last vehicles, it is only the case when the brake cylinders are filled with a maximum pressure.

Olaim In an air brake system, which includes a triple valve, a brake cylinder and an auxiliary reservoir, a regulating device interposed between the triple valve and the brake cylinder, said regulating device comprising a sliding piston controlled by pressure of the air in the train pipe, resilient means for controlling the movement of the piston whereby the passage of the air from the auxiliary reservoir to the brake cylinder is controlled, the resilient means being such that the size of the passage from the auxiliary reservoir to the brake cylinder remains constant When the pressure in the train pipe is above a predetermined value, and that the size of the passage is reduced when the pressure in the train pipe is les than said predetermined value. 7 In testimony whereof We affix our signatures, in presence of tWo'Witnesses.

FRANQOIS JULES CHAPSAL. ALFRED LOUIS EMILE SAILLO'l. Witnesses:

HENRI COHEN, DE W ITT G. Pooms, Jr.

Copies of this patent may be obtained for five cents each, by addressing the Commissioner of Patents. Washington, D. 0.

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