US266684A - Automatic air brake for railway cars - Google Patents

Description

(No Model.) 5 Sheets-Sheet 1. W. J. FORD.

AUTOMATIC AIR BRAKE FOR RAILWAY CARS.

No. 266,684. Patented 0013.31, 1882.

%KJ ATTORNEY (No Mode 1.) 5 Sheets-Sheet 2. W. J. FORD.

AUTOMATIG AIR BRAKE FOR RAILWAY CARS. No. 266,684. Patented 001;. 31, 1882.

TTORNEY N. PETERS, Phoio-lzlhographar. WashmglumD, c.

(No Model.)

5 Sheets-Sheet 3 W. J. FORD.

AUTOMATIC AIR BRAKE FOR RAILWAY CARS. No. 266,684.

Patented Oct. 31, 1882.

WITNESSES DIVENTOR.

W pwdflwm WMATTORNEY PETERS Phaw-uma n m. Washington. D. c.

5 Sheets-Sheet 4.

(No Model.)

W. 'J. FORD. AUTOMATIC AIR BRAKE FOR RAILWAY'G ARS.

Patented Oct. 31, 1882.

WITNESSES @XW fi (No Model.) 5 SheetsSheet 5.

W. J. FORD.

AUTOMATIC AIR BRAKE FOR RAILWAY CARS. No. 266,684. Patented 0013.31, 1882.

In El I WITNESSES INVENTOR.

UNTTED STATES PATENT "EEIcE;

VALTER J. FORD, OF CONCORD, TENNESSEE.

AUTOMATIC AIR-BRAKE FOR RAILWAY-CARS.

SPECIFICATION forming part of Letters Patent No. 266,684, dated October 31, 1882.

Application filed May 24, 1882. (No model.)

To all whom it may concern Be it known that I, WALTER JOHN FORD, of Concord, in the county of Knox and State of Tennessee, have invented a new and useful Improvement in Automatic Air-Brakes for Railway-Oars; and I do hereby declare the following to be a fail, clear, and exact description of the same, reference being had to the accompanying drawings, and to the letters of reference marked thereon.

In the known improvements in automatic air brakes for railway-cars experience has demonstrated that they are deficientin the following particulars: first, in economy of construction and simplicity of operation; second, in that their construction and operation are so complex as not to be adapted to the skill and intelligence ot'theaverage train-man third, in not being adapted to safe and certain manipulating of the brakes when the train is in motion on varying grades at different alti-. tudes; fourth, in not being able to apply the brakes and release them without a jerking and jarring of the-train and its braking mechanism fifth, in not having at all times and under all conditions when the train is in motion a suflicient supply of compressed air to apply or release the brakes to meet any emergency that a train may be subjected to; sixth, in not being able to maintain a maximum of force for manipulating the brakes; seventh, in sub jecting the air-compressing mechanism and valves connected therewith to undue wear by the induction of dust and gritty matter into the air-compressor, air-reservoir, and into and through the valve-chambers, and around the valves and their seats eighth, in undue waste of the compressed air and ot' the power employed t'or compressing it.

My invention has for its object the overcoming of the disadvantages due to the foregoing-recited deficiencies in air-brakes; and it consists in the method of operating such brakes, as hereinafter described, to wit compressing air and transmittingit to the brakecylinders, and subsequently returning the compressed air back to the air com 'n'essmg mechanism for reuse, maintaining a maximum of pressure of air in the train-pipe, balancing the piston of the air-cylinder, and controlling the distribution of the compressed air to the air-cylinders [and its return back to the air-compressing mechanism, and cause it to rapidly escape in case of any sudden emergency at the will of the operator, which method and its advantages and the means for carrying it into effect will hereinafter more fully and at large appear.

To enable others skilled in the art with which my invention is most nearly connected to make and use it, I will proceed to describe its construction and operation.

In the accompanying drawings, which form part of this specification, Figure 1 is a side elevation of my improvement in automatic air-brakes for railway-cars. Fig. 2 is a side view of the air-cylinder and train-pipe, represented partly in section. Fig. 3 represents a section of the air-cylinder, train-pipe, and an auxiliary air-reservoir combined therewith. Fig. 4 is a vertical section of the relief-valve for the train-pipe. Fig. 5 is a transverse section of the same at line 3 y of Fi 4. Fig. 6 is a vertical section of the control-valve and check. Fig. 7 is a top view of the controlvalve. Figs. 8,9,10, 11, and 12 are horizontal sections at line y y of Fig. 6, representing the various positions of the ports of the valve in the operating of it.

Reference being had to the accompanying drawings, A represents the locomotive steamboiler, B the air-compressing mechanism, O the reservoir for the compressed air, 1) the pipe which connects the air-compressing mechanism with said reservoir, E the air or brake cylinder, F the train-pipe, and G Gr the couplings of said pipe, all of which parts are of ordinary construction and operation, and are arranged with relation to each other, and secnred on the locomotive and cars in the' usual manner; but combined with said parts is a relief-valve, II, and control-valve l, of peculiar construction and operation, and also checkvalves, whereby I am enabled to reuse the compressed air, maintain a maximum of pressure of air in the train-pipe, balance the piston of the air or brake cylinder, and control the distribution of the compressed air.

The construction of the air or brake cylinder E and its connection with the train-pipe F is clearly shown in Fig. 2, which also represents the branch pipe J of the train-pipe F provided with a check-vaive,K,havingastopcock, L,interposed between it and cylinder E, and communicating therewith, for exhausting .the air from the end M of the cylinder E in the air or brake cylinder with an auxiliary airreservoir, N, for the supply of additional air required for long trains, in which case the auxiliary air-reservoir is arranged between the stop-cock L and check-valve K, as shown in Fig.3. The spring end of the airor brake cylinderE communicates with the train-pipe F through the medium of a branch pipe,P. The piston Q, of the air or brake cylinder E is connected with the brake mechanism in the usual manner.

The relief-valve H (represented in Figs. 4: and 5) is for the purpose of maintaining the maximum of air-pressure in the train-pipe F, and consists of a case, to, having valve-chambers l) a, chamber b having a base, d, with a series of openings, 0, therein, said base being secured in the case a. by means of screw-threads f, which base forms a rest for the main valve g, having a double seat, It and t, forming an annular space, j, which is directly over the openings 0 in the base (I, which base, by means of screw-threads 7c, is secured in the train-pipe, as shown in Fig. 1. The valve 9 is fitted in the chamber I) so that it will move easily, yet so that but little air can escape around its periphery, and its weight adjusted to suit the desired working-pressure. In a cavity, 1, in a valve, g, is placed a spiral spring, at, for loading the valve by tension of the spring m, just sutficient to balance the pressure of air acting on the annular space j of the main "alve g at working-pressure. In the valve 9 is an opening, a, which communicates with the cavity Z, and in the upper end of the case a is an opening, 0. In the chamber 0 is fitted a valve, 19, so that but little air can escape around its periphery at q, said valve being recessed or made smaller in diameter at 1", so as to form an annular recess, 8, above its seat t, which communicates with openings 1min thecasea. (Shown in Fig. 5.) In the seat of the valve 1) is an opening, 1:, which communicates with a cavity, 10, which communicates with an annular recess, .r, in the case a, surrounding the lower part of the main valve 9. The chamber 0 is provided with a screw-cap, y.

The operation of the relief-valve H is as follows: As soon as the working-pressure is obtained or exceeded in the train-pipe F the air admitted through the openings eleaks through the seat 1' and aperture end to the upper side of the valve 9, and thence escapes to the atmosphere through the openingo. At the same time the air leaks through the seat It, and since the exits v anda are closed by the valve p,aud the main valve gis fitted in the chamber b so that but little air can escape around its periphery, it is confined, and acting on a larger area of the main valve than the annular space 2, for which the springm was calculated, the main valve is thereby raised, a portion of the air escaping through openings at and 0 but the valvep not being loaded to sustain a greater pressure than a leak, the greater portion escapes through the space or w and openings 17 u u, thus obtaining a rapid exit. As the opening 0 is smaller than the opening a, when the air is escaping more can pass through the opening a thancan pass through the opening 0. The pressure on the top of the main valve g is thusincreased, while its pressure on the bottom is decreased by its rapid escape through the space to and openings on u. The closing of the valve 9 at the pressure determinedupon is thus secured to any degree of accuracy required by the relative sizes or diametersof the openings at and 0.

I do not claim the relief-valve H herein shownand described, but reserve the right to make it the subject-n'iatter of another application for Letters Patent of the United States.

The control-valve I communicates with the train-pipe F, inlet-pipe R of the air-compressing mechanism B, and reservoir 0, and is furnished with acheck-valve, S, for maintaining a less pressure of air in the train-pipe F than in the reservoir 0. Said control-valveis employed for the purpose of returning thecompressed air in the train-pipe (at the will of the operator) to the inlet-pipe R, provided with a-check-valve, T, and throughit to the air-compressing mechanism 13, which forces it through pipe D into the reservoir (J, from which it passes through pipeWto the control-valve Land from itback into the train-pipe F, for reuse for operating the braking mechanism and the operator can also by said valve cause the compressed airto rapidly escape from the train-pipe and the end 0 of the air or brake cylinder E for applying the brakes in case of any sudden emergency. Theoperator can so allow the escape of the compressed air from the end 0 of the brake-cylinder E and conduct it back to the compressor that thepiston Q will be balanced in the brakecylinder, and at the same time relieve the brakes.

The control-valve I consists of-a case, a, having a valve-chamber, b, for the coniform valve 0 and two ways, d and c. ()n the stem ofthe valve 0, resting on a shoulder, is a washer, g. The stem f is fitted in a hollow nut, h, in the neck t", on which is a lock or jam nut,j, for securing the nut h in afixed position, and the washer g and nut h are for the purpose of adjusting the valve 0 in its chamber b for avoiding undue friction. On the upper end of the stem f of the valve 0 is secured a lever, l, for operating the valve. A part of the neck t" of. the case a is cut away, so as to leave a segment, at, the vertical faces a of which serve as stops for thelever l. the lower end of the valve-chamber b is acap, 0, which may be supported by a bracket, at 19, arranged in any convenient position and secured to said bracket by means of the nut q.

To the way d of the control-valve I, by means of a union, r, is attached the train-pipe F, and to the cap 0 is attached, by means of a union, 8, a pipe, NV, which communicates with a reservoir, 0, and to the way 6 is attached, by means of a union, t, a pipe, U, which communicates with the inlet air-pipe R of the aircompressor B. Experience has demonstrated that in very long trains the friction of the air in the train'pipe F causes it to move slowly, and that the pressure therein is therefore reduced slowly, which is due to the construction of the cheek-valve ordinarily employed in connection with the train-pipe and control-valve. The check-valve, being nearly balanced, does not seat itself firmly, and the air leaks through itat about the same rate as the airis exhausted from the train-pipe. To obviate this difficulty, I employ a diaphragm-valve, S, which is more sensitive to the fall of pressure in the ratio of the area of the diaphragm to that of the valveseat. Said valve is constructed as follows: Its case consists of three parts, a b and 0 secured together,as indicated atf The valve (I has a vertical opening through it, and has secured to it, by means of nuts 75 and 1 two diaphragms i and j constructed of leather or other suitable material. The peripheries of said diaphragms are secured between gum washers m in recesses formed in the part b of the ease, and the part a and c are screwed against said washers, thereby thoroughly packing the peripheries of said diaphragms. The valve (7 should be of suflicient weight to produce the desired pressure in the reservoir C over that of the pressure in the train-pipe F. The seat h 'ot' the valve is an annular ring or short cylinder, so that it will not increase in size or require readjustment as it wears, therefore when once regulated will remain always of the same size and rest upon the seat ot' the part c of the case. The valve 61 has a vertical opening, 9 through it. In the side of the part b of the case is an opening, a, which admits the atmosphere into the interior between the diaphragn'is '5 and j The part a has a port, 0 and the part c has a port, if. The part a is secured to the T (marked V) on the train-pipe, and to the part c is attached, by means of a union, n, the lower end of the pipe 0, the upper end of which communicates with the control-valve at P, as shown in Figs. 7 to 12, inclusive.

The operation of the check-valve is as follows: Air enters from the pipe 0 through the port a to the under side of the diaphragm i", thereby operating and raising-valve d from its seat, and then passes through the port g to the uppcrside of the diaphragmj and through port 0 to the train-pipe F. \Vhen the area of the diaphragm j multiplied by the airpressure in the train-pipe F is less than the area of the diaphragm i multiplied by the pressure in the reservoir 0 the valve will rise and permit the air to flow from the reservoir O to the train-pipe F until the larger diaphragm j with less pressure balances the smaller diaphragm 41 with greater pressure, so that the pressure in the reservoir 0 will exceed that in the train-pipe F inversely as the areas of the diaphragms acted on, and the diaphragms may be varied in size to produce any desired difference of pressure.

The operation of the control-valve is as follows: WVhen the lever or handle l is in the position indicated by the dotted line a in Fig. 7 that will be the position of the lever or handie I when the train is in motion. The port 1 in the valve 0 is always in communication with the main reservoir 0 by way of the pipe NV, and is also in connection with the pipe 0, leading to the bottom of the check-valve S, and feeding air into the train-pipe F when ever the pressure in the said pipe plus that due to the valve (1 is less than the pr ssure in the reservoir G. then the lever or handle I is in the position indicated by dotted line I) in Fig. 7 port l of the valve 0 communicates with the large port 2 in the case a of the control-valve I, as shown in Fig. 9, leading to and filling the train-pipe F with compressed air from the reservoir l, thereby releasing the brakes by the pressure of the air from the reservoir passing through the train-pipe F and entering the end ot' the air or brake cylinder E. The lever orhandlc l is then moved back to the dotted line a to maintain the pressure therein. \Vhen the lever l is in the position indicated by the dotted line 0 the ports in the valve 0 will be in the position shown in Fig. 11, in which position communication through port 1 is cut off from the reservoir 0, and direct communication will be had through port 5 with the train-pipe F and the pipe U communicating with the inlet-pipe R of the air-compressing mechanism, which inlet pipe It is provided with a check-valve, T, for preventing the escape ot'the returning compressed air out through the screen month Z'ot' the inlet-pipe it. With the valve in the position shown in Fig. ll the compressed air will be withdrawn from the train-pipe F, and the end O of the air-brake cylinder E, passing through the controtvalvc l and pipe U to the inlet pipe It and to the air-compressing mechanism B, which will force it into the reservoir 0 for reuse. The brakes at this time will be applied in full, and thus the compressed air can be used over and over again continuously. This method of using the compressed air over again instead of allowing it to escape from the end 0 of the air or brake cylinder E into the atmosphere, as in the ordinary practice, will he very advantageous when the train is passing over sandy or dusty railway s, by avoiding the drawing into the air-com pressing mechanism, sand, dust and othergritty matter, having a tendency to clog and unduly wear the valves, pistons, and chambers forming part of said mechanism. Another very great advantage in not allowing the compressed air to escape from the end 0 of the air or brake cylinder E and train-pipe F into the open atmosphere, but,

in eontradistinction thereto, returning it to the air-compressing mechanism B for reuse, consists in the fact that it adapts my improvement in automatic air-brakes equally well for trains running onvrailways on the plains, lowlands, and at the highest altitudes at which railways are or may be constructed.

The efficiency of the air-brakes hitherto known has been found to bemuch less and more difficult to be made efficiently operative on cars of railways at a great altitude, for example, in the mountainous parts of the west, north-west, and south-west of the United States.

It will be apparent to the skilled mechanic that it is much more difficult and requires many more strokes of the air-compressing mechanism B, and more time to charge the reservoir 0 when empted at a great altitude than when at or near the level of the sea, and this loss of time on railways in the mountainous parts of the country, with grades varying from five feet to the mile to two hundred and more feet to the mile, makes it a necessity to have some means provided for the rapid, frequent, and eflicient manipulation of the brakes with the least possible loss of compiessed air, and to have at all times suflicient supply of it in the air or brake cylinders, train-pipe, and reservoir for use in case of emergency, and thereby be able at all times to apply and release the brakes as may be required on heavy or light trains, and on ever-varying grades of the railways. This is especially so on steep up and down grades of railways at great altitudes. These conditions and requirements are fully' and efficiently provided for by the method and means hereinbet'ore described.

\Vhen it is necessary to make a quick stop in an emergency the lever or handle l is moved from the dotted line a to the dotted line f Then the port 4 of the valve 0 will he in communication with the port 2, and the port 5 in communication wi h the opening 1 in the case a, as shown in Fig. 12, thereby allowing a sufficient amount of the compressed air in the end 0 of the cylinder E and train-pipe-F to discharge into the atmosphere for efiiciently applying the brakes. The graduating position of the lever l is at the dotted line 0 in Fig. 7. the lever or handle l being in thatposition, all the ports are closed, as shown in Fig. 10. If then the lever or handle 1 is moved to the dotted line a for a second and then brought back to the dotted line 0 a little air will be exhausted from the train-pipe and the brakes will be applied lightly. Arepetition ot'thisprocess will set them still tighter, audit the lever or handle lis allowed to remain at dotted line- 0 the brakes will be applied full; but if the said lever or handle is moved from the dotted line 0 to dotted line b and after a second of time brought back to dotted line 0 the brakes will be eased to a corresponding extent by the admission of air from the reservoir 0 through port 1 of the valve 0 to the trainpipe F, and will be thus held so long as the lever or handle l is at the dotted line 0 and thus, through the medium of the control-valve I, the brakes can he graduated on or oft to any degree of nicety at the will of the operator.

I am aware that a portion ofthe compressed air has been exhausted from a brake-cylinder through the medium of a pump and forced into an air-reservoir.

Having thus described my invention, what I claim as new, and desire to secure by Letters Patent, isi 1. In an automatic airbrake for railwaycars, the method of operating the same herein described, viz., compressing the air and transmitting it to the brake-cylinders and automatically returning the compressed air back to the air compressing mechanism for reuse, substantially as and for the purpose set forth.

2. In an automatic air-brake for railwaycars, the method of operating the same, viz: compressing air and transntitting' it to the brake-cylinders and returning the same to the compressing mechanism for reuse, maintaining a maximum pressure of the compressed air in the train-pipe through the medium of a relief-valve and controlling the distribution thereof to the brakecylinders and its return to the compressing mechanism and its rapid escape into the atmosphere in case of emergency by means of a control-valve at the will of the operator, substantially as and for the purpose set forth.

3. An automatic air-brake provided with a valve adapted to control the transmission of substantially as herein described, and for the purpose set forth.

5. In an automatic air-brake, the combination of the air-brake cylinder E, valve L, auxiliary reservoir N, cheek-valve K, and trainpipe F, communicating with air-compressing mechanism, substantially as herein described, and for the purpose set forth.

6. In an automatic air-brake,acontrol-valve, I, communicating with the train-pipe F, airreservoir- 0, and the inlet-pipe R of the aircompressing mechanism B, substantially as herein described, and for the purpose set forth.

7. In an automatic air-brake, aeontrol-valve, I, communicating with the train-pipe F, airreservoir 0, and the inlet-pipe of the air-compressing mechanism B, in combination with the cheek-valve S and pipe 0, substantially as herein described, and for the purpose specified.

8. In an automatic air-brake, the controlvalve I, consisting of the case a, having ways (1 6, opening T, segment of a cylinder, m, having vertical faces a, valve 0, having ports 1 4, and 5, cap 0, and adjusting-nut h andjamnutj, constructed and arranged substantially as herein described, and for the purpose set forth.

9. In anautomaticair-brake,the check-valve S, the ease constructed in three parts, a b 0 secured together by screw-threads at J", the part a having port 0 and part 0 having port a, part b having opening 1", the valve d having port and cylindrical seat ]L2, and nuts k 1 and the diaphragms i j constructed, arranged, and operating substantially as herein described, and for the purpose set forth.

10. In an automaticair-hrake, the combination of the control-valve I, train-pipe F, pipe U, inlet-pipe 1%,having check-"alve T, air-compressing mechanism B, pipe D, and reservoir 0, communicating with said controlvalve, substantially as herein described, and for the purpose set forth.

11. In an automatic air-brake, the air or brake cylinder E, having the end M, communieating with the train-pipe F through the medium of the branch pipe J, provided with stopvalve L, and check-valve K, and the end 0, communicating with said train-pipe through the medium of branch-pipe P, substantially as and for the purpose set forth. 3o

12. In an automatic air-brake, the auxiliary reservoir N, interposed between the checkvalve K and stop-"alve L, and communicating with the brake-cylinder E and train-pipe 1*, substantially as herein described, and for the purpose set forth.

13. In an automatic ainbrake, the combination of the brake-cylinder E, control'valve I, train-pipe F, pipe U, inlet-pipeIt, having checkvalve T, air-compressing mechanism B, pipe 40 D, and reservoir 0, communicating with said con trol-valve,substantial1y as herein described, and for the purpose set forth.

\VALTER J. FORD.

Witnesses:

JAMES J. JOHNSTON, T. D. D. OURAND.

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