US312991A - g-resham - Google Patents

Description

3 Sheets-Sheet '1., J. GRESHAM.

(Model.)

Patented Feb. 24, 1885.

N. PETERS. Phux 3 sheets-sheer, 2.

(Model.)

J. GRESHA-M. EJECTOR FOR VACUUM BRAKES.

Patented Peb. 24, 1885.

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(Modenl.) 3 Sheets-Sheet 3. J. GRESHAM.

EJEGTOR POR VACUUM BRAKES.

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JAMES GRESHAM, OE MANCHESTER, COUNTY OF LANCASTER, ENGLAND.

EJECTOR FOR VACUUM-BRAKES.

SPECFICATION 'forming part of Letters Patent No. 312,991, dated February 2%, 1885.

Application tiled June 30, 1884.

(Model.) Patented in England November $13, 1881, No. 5,109; in France March 6, 1883, No. 154,136;

in Belgium March 7, 1883, No. 60,676; in Italy March 14,1883, No. 15,231, and in Austria-Hungary July 11, 1853, No. 9,791 and To @ZZ whom, t may conca/frz:

Be it known that I, JAMES GREsHAM, a citizen of Great Britain, residing at- Manchester, in the count-y of Lancaster and Kingdom of Great Britain, have invented certain new and useful Improvements in Mechanism used in Actuating and Controlling Vacuunr Brakes, (for which I have obtained a British pat-ent, No. 5,109, dated November 23, 1881, a French patent, N o. 154,136, dated March 6, 1883, a Belgian patent, No. 60,676, dated March 7, 1883, an Italian patent, No. 15,231, dated March 14, 1883, and an Austro-Hungarian patent, No. 9,791, and No. 29,725, dated July 11,1883 and I 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, reference being had to the accompanying drawings, and to letters or figures of reference marked thereon, which form a part of this specification.

My invention relates to and consists in an improved combination of ejector apparatus for producing the partial vacuum (hereinafter called the vacuum") required for 4actuating vacuum-brakes for railway-trains with mechanism for bringing the ejectors into and out of action, and for admitting air to and excluding it from the pipes communicating with diaphragms, pistons, or other apparatus giving movement to the mechanism which applies and withdraws the brakes `from the wheels of the train.

The object of my invention is to combine all the apparatus for actuating and controlling the brakes in one connected apparatus opern ated by one handle.

My improved mechanism is applicable for either simple or automatic vacuunrbrakes. By simple vacuum-brakes7 is meant those in which the vacuum is formed in the pipe passing along the train, commonly termed the train-pipe, when the brakes are to be applied to and in which the vacuum is destroyed in the train-pipe when the brakes are to be Withdrawn from the wheels of the train; and by automatic vacuum-brakes is meant those in which a vacuum is maintained in the train-pipe when the brakes are Withdrawn from the wheels, and in which the brakes are applied when such vacuum is destroyed by the severance of the train or otherwise, or by admitting air into the train-pipe when the brakes are to be applied.

For both the simple and automatic brakes a small ejector is used within a large ejector; but the small ejector in each case is proportioned in capacity to the work it has to perform.

For simple vacuum-brakes the large ejector is for forming the vacuum to apply the brakes, and the small ejector is in constant use t'ortest purposes or as a tell-tale, to show that the simple vacuum-brakes are in order, and this small ejector only requires to be of a capacity to produce a partial vacuum equal to a few ounces per squareinch. The manner in which this small ejector acts as a tell-tale is described in specifications of English patents granted to me.

For automatic brakes thelarge cj ector is for quickly forming a vacuum in the train-pipe, and the small ejector is in constant use (eX- 'cept as hereinafter explained) for maintaining the vacuum when formed by the large or the joint action of both ejectors. The small ejector has power enough to form the vacuum alone, as well'as maintain it, but not to do it quickly enough. Small and large ejectors are used because there would be a waste of steam if the ejectors were not proportioned in capacity to the steam to be used and the work to be done.

Figure 1 is alongitudinal section in aline,1 2, Fig. 3, with the disk-valve and handle shown in longl and short dotted lines. Fig. 2 is a longitudinal section on the line 3 4, Fig. 3, but showing an outside view ofthe internal parts of theejector, and the handle for operating the disk-valve (cut away by the section) is shown in peculiar dotted line. tion on the line A B, Fig. 1, and Fig. 4 a secj tion on the line C D E, Fig. 1. Fig. 5 is a lon gitudinal section, on an enlarged scale, ofan internal part of the ejectors which screws into Fig. 3 is a secshown by Fig. 5. Fig. 7 is a half section on the line F G, Fig. 5, the other half of the section being a duplicate on the opposite side. Fig. 8 is a longitudinal section ofthe cone-nozzle that screws into the part shown by Fig. 5. Fig. 9 is asection on the line H I, Fig. 2, lool;- ing toward the seating of the disk-valve of the apparatus when used for automatic vacuumbrakes, and Fig. 10 is a similar view when used for simple vacuum-brakes. Fig. 11 is the face view of the dislrvalve, and Fig. 12 the face view of the disk-valve seating for automatic brakes. Fig. 13 is the face view of lthe disk-valve, and Fig. 14 the face view of the disk-valve seating for the simple vacuumbrakes.

a is the main external casing, which may be secured by bolts passing through a flange, al, to any convenient part of the locomotive, a pipe, p, being connected by a union-coupling with the casing a,to convey the steam and air to the smoke-box or blast-pipe of the locomotive. In some cases the casing is or may be secured to the re-box end plate, w, of the locomotiveboiler, part of the easing passing, inside the boiler, and the pipe p from it thus goes through the boiler to the smoke-box or blast-pipe. This arrangement, with a long pipe between the ejector and the smoke-box, deadens the noise caused by the ejectors when working. The part a is the contracting-cone, where the steam and air combine. a is a parallel part, and cl3 is the expanding cone, of the large ejector. The casing has a branch, al, to which the steamsupply pipe q is connected by a union-joint. The casinghas also another branch, a2, to which a pipe, r, communicating with the train-pipe, is connected. This branch c2 has a seating formed init for a valve, c, faced with leather or india-rubber, secured to the valve by a screw, this valve being hinged or jointed on a pin, e', carried in the two arms of a lid, el, which is secured to and made to cover a hole air-tight in the casing, through which the valve is inserted. (See Figs. 1, 3, and 4.)

In the cover a screw-tapped hole, e3, is made, in which the end oi' a small pipe is screwed, and the outlet end of this small pipe is in any convenient position, and has a small hole constantly open to allow any moisture formed in the ejeetors to drain away. The valve c acts to prevent air passing from the ejectors to the train-pipe,but allows air to pass from the trainpipe to the large ejector.

From the chamber of the valve e there is apassage leading to an annular cavity, t,'formed around the part c, and between it and the interior of the casing.

c, as shown best in Fig. 1. This cone b has two ilats formed upon it on opposite sides, (seen best in Fig. 8.) for a screw-key to screw it in and unscrew it from the part c". There is an annular space left between the exterior of the cone b and the interior of the casing a, for steam to pass which comes from the cavity a', formed in the casing around the cone b. This cavity a communicates with ports in a disk-valve seating (see Fig. 3) formed in the casing and the space outside this disk-valve f communicates with the branch for the steampipeal, as seen best in Fig. 3. The disk-valve f is partly sunk and fitted in and ground to the seating, so as to partly rotate, and there are two ports, cx, in the seating and two corresponding ports in the disk-valve, (hereinafter referred to.) so that when the latter is moved to one position the ports come opposite and steam can pass, and' when moved i'nto another position the ports in the seating are covered, and the steam is shut ofi' from the large ejector.

The screw-plug f4, Fig. 3, is for oiling the valve f.

Into the interior of the part c the central part, d, is screwed for the small ejector. This part d is tubular, closed at one end, and formed with a screw-head, and it is prepared in its interior with a seating for a small cone-val ve, d, having ordinary guiding-wings on both sides, and when the valve is in its place the cone-nozzle c is screwed in, as shown. Vhen the part d is screwed in its place, it fits air and steam tight where it comes in contact with the interior ofthe part c. There is space formed in the interior of the part c which forms an annular cavity, di, round the exterior of the part d, and small holes d3 are formed through the sides of the part d, so as to allow air to pass from the cavity d on the exterior to the interior of the part cl above the small valve d- The internal annular cavity d2 communicates by small holes c3 with a groove,c5, round the exterior of the part c, thus forming an annular cavity between it and the in- IOO IIO

terior of the casing a, and this cavity communic'ates by a passage, iX, with the valveseating for the air-disk valve, as shown best in Fig. 2, hereinafter further referred to. The

part c where its exterior comes in contact with the interior of the casing a iits air and steam 1 tight, and there is an annular cavity, c6, in the interior of the casing round the cylindrical part c4,- and there are holes c2 in the ribs, connecting the cylindrical part c4 and the interior part, to allow the steam to pass to a cavity, c7, to supply steam to the exterior of the nozzle c for the small ejector, which escapes through a small annular space left between the exterior of the nozzle and the interior of the part c. The annular cavity c6 is connected by a passage with the steam-branch a7, (see Fig. 1,) a seating being formed in the casing for a valve, hX, that hasa stem that can slide freely in a hole vinthe axis of a spindle, h, that screws into the casing, a packing gland beingV formed IZO round the spindle h to keep it steam-tight. By means of a handle, h, on the end of the spindle 7L, it can be screwed in or out. Vhen screwed in, the valve hxis shut and steam cannot pass; but when screwed outward the steam can pass to the small ejector. In ordinary workingthis valve hK is constantly open to supply steam to the small ejector.

The casing is formed with passages or cavi-4 formed to tit easily a slot in the disk-valvef `forsteam. Ahelical spring,f2, is placed round the boss of the valve j', and between it and the shoulder at the inner side or back of the cone on the spindlef to keep the steam-disk valve j" against its seating. The spindle f passes through a boss in the disk seating i, which boss also acts as a packing-gland; and the disk-valve ,n has a cavity that tits on the exterior ofthe boss, and the boss otl the diskvalveg has a square hole to tit Asquares i'ornicd upon the outer end ol' the spindlej", and is secured bye screw, as shown. (See Figs. 2 and 3.) The disk-valveg has a handle, g, by which it is oscillated, along with the spindle f, which thus gives motion at the same time to the disk-valvef for supplying to and sluitting steam from the large ejector. The handle g' has a tlat steel spring, g, secured to it` by a screw; and the end ot' the spring has a pin, g2, riveted in it, which passes through a hole in the handle g, the end ot' the pin being conepointed,so that when the handle is moved from one cxtreme position to another the conepointed pin gt will enter or pass over. as rcquired, a hole, il, in the lace ofthe disk-seating. The object of this arrangement is to enable the operator to feel when the handle gis in what is termed the running position, and to hold it i-n that position when required. There are also projections i5 and 6in the diskseating which limit the two extreme movements of the handle. The disk -valve ,r/ is formed by two disks connected at their edges with a cavity or space between them, (see Fig. 2,) and through the inner disk there are port-holes which correspond with ports in the disk-seating, and there is also a cavity-port in the disk. The outside disk ofthe diskvalve is perforated with small holes y, to admit air freely into the cavity between the two disks of the disk-Valve.

In Fig. 9 the .handle r/ (for automatic vacuum-brakes) is shown in the ruiming position x-that is, in the position when the train is traveling and the brakes arc not acting on the wheels. ln this position of the handle the steam-portsfs in the disk-valve for steam are not opposite the ports ax in the casing, consequently no steam is passing to the large ejector. The three ports g4 in the disk-valve g are not (when the handle g is in the position so) opposite the three ports 2 in the seating, which communicate with the cavityV or passage a in the casing, and through said cavity or passage with the train-pipe, as shown in Fig. 3. Consequently no air is admitted to the train-pipe. The cavity-port c5 corresponds and communicates with one ot' the ports i2, and with the ports i3 and i in the disk-seating i, one ot' which, i3, communicates with the passage i2* leading to the small ejector, the other, t", with a passage, al", to which a pipe is coupled leading to the upper side of the sacks or cylinders on the locomotive and tender, to keep those brakes applied if those ofthe train should leak off.

In the position x, in which the handle g is shown, the cavity-port g5 is in communication with the port i and the nearest of the ports but not with the port t. Therefore, the small ejector is then acting to draw air from the trainpipe through the passage an, cavityport g, port i, and passage fix. In the posi- ,tion .fr ot' the handle f/ the port i4 is closed.

der oi the engine or tender brakes, the small ejector thusacting to keep those brakes against the wheels ot' the engine and tender.

NVhen the handle g is in the position x', to

take the brakes off quickly the air-ports IgAk and i? are closed, and the steam-ports f3 and ctx ,to the large ejector are open, and both the large and small ejector are then acting together to take oit' the brakes from the wheels, the port t* being then closed, and the cavity-port g5 is then in communication with one of the ports The cavity-port g5 is in every position of the handle gin communication with thesmall ejector through the port i, so that it is either exhausting air from the train-pipe or from the upper side of the sacks or cylinders for the engine or tender. The same handle g', diskvalves y and f, and arrangement of ports and passages which are used for automatic brakes will also answer for simple vacuum-brakes, the passage al being closed, and the handle g moved in the reverse directions for applying and removing the brakes; but when the apparatus is intended to be used for actuating and controlling simple vacuum brakes only the ports are more simple when arranged as shown in Figs. 10, 13, and 14, as the cavity port g5 and connected ports and passages are not then required.

In the ruiming position x of the handle g, Fig. 10, the small ejector for test or tell-tale purposes, which is constantly working, being IOO supplied by steam Yby the valve hx, the air- I ports g4 and i2 are closed, and there 1s only a small partial test-vacuum formed in the trai npipe. Consequently the brakes are all withdrawn from thc wheels of the train.

When the handle, Fig. l0, is in the position x2 to apply the brakes, the air-ports g4 and t2 closed, and the steam-ports f3 and LX to the large ejector are open, and astrong vacuum is formed in the train-pipes to apply the brakes.

When the handle is in the position x', Fig. 10, to take oit' the brakes, the steam-ports f3 and a t the large ejector are shut, and the air-ports gL and i are open to admitair'freely to take off the brakes.

For the last-described arrangement the passage X is dispensed with` and the cavity c5 is made to communicate directly with the cavity a".

Having thus described my invention, what I claim as new isl. The combination of a small and large ejector with steam and air valves, the steamvalve for the-large ejector and air-valve for the train-pipe being both simultaneously actuated by the same handle, substantially as and for the purpose specified.

2. The combination ofa small ejector within a large ejector having steam-valves, with a disk-valve for steam for the large ejector and a disk-Valve for air to the train-pipe, both actuated by the same handle, substantially as and for the purpose specified.

3. In apparatus for actuating and controlling vacuum-brakes,the combination ofthe following parts: a small ejector within a large ejector, a valve for controlling steam to the small ejector, a disk-valve for controlling steam to thelarge ejector, and a disk-valve for controlling air to the train-pipe, the disk-Valves for steam and air being connected and actuated by the same handle, substantially as and for the purpose specified.

4; In an apparatus for actuating and controlling vacunm-brakes, the combination of a combined inject-or and ejector with a steamvalve for the ejector and an air-valve for controlling air to the train-pipe, both operatedsimultaneously by the same handle.

5. The combination, substantially as described, of the injector-casing, the air-branch a2, the large ejector and the small ejector arranged therein, the valve c, and the lid e, having a passage, e, formed therein leading to the valve-chamber, for the purpose specied.

6. The combination, substantially as described. with the casing a, steam-branch ai, the air-branch a2, the large ejector c, and the small ejector c, of the disk-valvef, the valveseat t', disk-valve g, and suitable communication between said valves and the ejectors, and the handle g', said valves being arranged for simultaneous operation by means of said hanl `dle, for the purpose set forth.

7. rIhe combination, with the casing a, its air and steam branches a2 ai, and the ejectors c c', of the valves e and f, the disk-valve g,'and Valve-seat t', interposed between said valves f and g, and the handle y', said parts being arranged and constructed for co-opcration as de scribed, for the purpose specified.

8. The combination, with the casing a, its air and steam branches ot2 al, the cjectors c c', and the valve d', ofthe valves h., f, and g, and the valve-seat t', interposed between valves f and g, and a lever for operating the latter valves simultaneously, substantially as and for the purpose speciiied.

In testimony wliereofI affix my signature in the presence of two witnesses.

JAMES GRESHAM.

Witnesses:

PETER J. LIVsEY, J AMES Woon.

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