US1452199A - haskfcll - Google Patents

Description

B. HASKELL LOAD CONTROLLED AIR BRAKE Filed Aug. 20. 1921 2 Sheets-Sheet 2 1/6/17 64/? 6434/05 c rL/A/as/r Patented Apr. 17, 1923.

an is mi m BRODEEICK HASKELL, OF FRANKLIN, PENNSYLVANIA.

LOAD-CONTROLLED AIR BRAKE.

Application filed Au ust 20, 1921. Serial No. 193,802.

To all w/wme'z? may canoe 1'12 Be it known that I, BRODERLCK HAsKnLL, a citizen of the United States, residing at Franklin, in the county of Venango and State of Pennsylvania, have invented certain new and useful Improvements in Load- Controlled Air Brakes, of which the following is a specification.

This invention relates to fluid pressure brakes and more particularly. to what is known as load brake apparatus devised especially for use in connection with tank cars or containers for transporting fluids, or other'materials capable of actuating a float, whereby the braking power may be automatically adjusted according to the level of the fluid or weight of the load, in order that the braking power be correctly limited to a safe degree upon empty cars and properly and greatly increased uponfull or loaded tank cars. 1

The principal objects of the invention are to provide a simple and automatic device of the character herein indicated which is operative in both directions, by the changing of the level of the fluid or load, and avoid the use of springs or their equivalents. whereby alldanger of inoperativeness due to disarrangement or breaking of springs or the like is eliminated. I

Other objects and advantages of the inve'ntion'will appear from th detailed description of the construction and arrangement of parts and mode of operation to be presently disclosed.

The invention consists of structural characteristic and relative arrangements of elements which will be hereinafter more fully described and particularly pointed out in the appended claims;

In the accompanying two sheets of drawings in which similar reference characters indicate the same parts in the several. figures,

Figure 1 is a longitudinal section of the middle portion of a tank car with the presentinvention applied thereto;

Figure 2 is a plan view showing the manner of arranging theempty and load brake cylinders and train pipe connections with the present invention, and

Figure?) is a view similar to Figure 1, showinga modified form of the invention.

Figured is a modification of the valve shown in F ig. 1, when it is desired to operate theein'pty and load-brake cylinders simultaneously,

Referring to Figures 1 and 2 of the drawings, 10 represents the shell of the usual tank car which is provided with a stuffing or packing box 11, through which movably passes with a fluid tight fit a rod .12. 13 is a rigid standard secured to the inside of the tank car and is so arranged as to pivotally. support at 14; a lever 15, one end of said lever being connected by means of rod 16 to a float 17, while its other end is pivotally attached to the inner end of rod 12, as shown. 18 is a stop prefer-ab secured to the inside of the tank or shell 10 and is so constructed and arranged to engage the lever 15 to limitthe downward movement of the float 16. The end of said rod 12 without the shell 10 of the tank car passes into a valve chamber 19 having vent holes 20 and 21, in its heads and is connected with and reciprocates in said chamber 19 a double balanced distributing piston valve 22 having ends 23 and 2% as clearly shown in Fig. 1. Leadinginto and comnuinicating with the interior of the valve chamber 19 at the points illustrated are pipes 25. 26 and 27, said pipe 25 being in communication with the train pipe line 28, (see Fig. 2), pipe 26 by means of pipes 29 and 30 communicates with the empty brake cylinder 31, while the pipe 27 through the pipes 32 and connects with the load brake cylinder 3 1, said empty and load brake cylinders 31 and 341- being linked up with the usual brake gearing as is common in this class of devices and needs no further disclosure.

Referring to Figure 3, substantially the same invention as just described shown used in connection with the Vestinghouse empty and load brake system, as is illus' trated for example in U. Patent No. 1,131,- 967 to Turner and dated March 16, 1915, in which 101 is the tank, 121 a rod passing through stufling box 111, said rod 121 being operated by the lever 115 pivoted on standard 131 and actuated by the movement of Float 171 connected by link 161, and the same general arrangement and mode of operation as that disclosed in Figures 1 and 2 except the rod 121 oscillates a bell. crank 181 which reciprocates a rod 182 controlling a triple valve 191 operating the usual change-over valve of the compartment reservoir 120 in order to properly convey the brake pressure to the empty brake cylinder 121 to actuate piston rod 122, and to the load brake cylinder not shown, as is common in this class of Westinghouse brake systems referred to in til (ill

U. S. Patent No. 1,131,967 and needs no further description.

Referring to Figure 4 the end of the rod 12 without the shell 10 of the tank car passes into a valve chamber 192 having vent holes 201 and 211 in its heads and is connected with and reciprocates in said chamber a double balanced distributing piston valve 221 having ends 231 and 241 arranged as shown. Leading into'and communicating with the interior of the valve chamber 192 at the points illustrated are pipes 251, 261 and 2. 1. said pipe 251 being in communication with the train pipe line 28, pipe 261 by means of pipes 29 and 30 communicates with the empty brake cylinder 31, while the pipe 271 through the pipes 32 and 33 connects with the load brake cylinder 34. said empty and load brake cylinders 31 and 34 being linked up with the usual brake gearing as is common in this class of devices and needs no further disclosure, and the valve sections or ends 231 and 241 are spaced apart to such an ex tent that the pipe 251 can communicate with the pipe 261 a shown in Figure 4 and ap plies the brakes through the empty brake cylinder 31 or if the valve 221 is in the other extreme position or at the bottom of the chamber 192, said pipe 251 communicates with both pipes 261 and 271 and simul taneously operates the brakes controlled by both of the empty and load brake cylinders as will be readily understood and thereby enabled to satisfy conditions when it is desired to simultaneously apply the empty and load brakes.

The parts being constructed and arranged as shown in Figures 1 and 2, the operation of the invention is as follows:

Vl hen the car 10 is being transported empty and no fluid is within the tank to act on the float 17, the lever 15 assumes the position shown in full lines in Fig. 1 and rests on the stop 18. causing the rod 12 to adjust the valve 22 in such a position in valve chamber 19. so that the pressure from the train pipe 28 will. be conveyed into pipe between valve ends 23 and 24 through the chamber 19 into pipe 26 and thence by pipes 29 and 30 to the empty brake cylinder 31fand accordingly a tuate the brakes corresponding to the minimum load on empty car. lVhen the tank is filled with a fluid the float 17 with its attached lever 15 assumes the position shown in broken lines in Figure I and the rod 12 has adjusted the valve 22 into the other end of the chamber 19 from that shown in full lines in Figure 1. and the pressure in the train pipe 28 passes into pipe 25 through chamber 19 into pipe 27. in view of the pipe 26 having been cut off as will be readily understood. thence said pressure by way of pipes 32 and 33 will be conveyed to the load brake cylinder 34 and actuate the brakes under much greater pressure and to a degree required for the eflicient operation of a full tank car.

The operation of the modification shown in Figure 3 is substantially the same as just explained, except the rod 121 controls the position of the triple valve 191 which properly adjusts the changeover valve in the compartment reservoir 120 in such a posit-ion as to correctly admit the pressure in the empty and load brake cylinder for reasons already described.

From the foregoing disclosure of the construction and arrangement of the in'iprovement and mode of applying the same. it will be seen that all the ohjectsand advantages recited in the statement of invention have been fully and efficiently carried out, and while I have shown and described my -pre- 't'erred form of the load brake apparatus, many changes will readily suggest themselves without in any way departing from the salient features herein disclosed and embodied in the scope of the claims.

W hat I claim is:

1. A. load brake apparatus for a car comprising a device for varying the braking power and a float actuated by the fluid material forming the load on the car at Varying level for adjusting; said device.

2. A load brake apparatus for a car comprising a. device "for varying the braking power and buoyant means actuated by the fluid material forming the load on the car at varying levels. for adjusting said device.

3. A load brake'apparatus for a car, the combination with an empty brake cylinder, a load lnrake cylinder, a'valve device for controllng the brake pressure in either solely in the empty brake cylinderor simultaneously in the empty and load brake cylinders and a float actuated and controlled bythe fluid material at high or low level and forming the load on the car for adjusting: said valve device to convey the brake pressure in either ot said empty brake cylinder or simultaneously in said empty and load brake cylinders.

4. A load brake apparatus for a car. the combination with an empty brake cylinder, a load brake cylinder. a valve device for controlling the brake pressure in either solely in the enui ty brake cylinder or simultaneously in the emptw and load brake cylinders. and means actuated by the fluid material at varying: levels and forming the load on the car for adjusting said valve device to couveyizhe brake pressure-in either said empty brake cylinder or simultaneously in said empty and load brake cylinders.

In testimony whereof I afiix my signature.

BRQDEBICK HASKELL,

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