US377989A

US377989A - carpenter

Info

Publication number: US377989A
Authority: US
Publication date: 1888-02-14
Anticipated expiration: 1905-02-14

Description

` z sheets-snee; 1.

(No Mol'clel.)

' JQF. CARPENTER. 1VALVE POR AIR BRAKES..

10-377.989 Patented Feb. 14, 41888.

Reservoir a (No'Moae1.)i 2 sheets-snm V2.,

J. P. 0'ARP'BNTBR-, Y

' VALVE PoR A IR BRAKBS. A j No. 377,989.v\ Patnted'reb. 14,j 1888.

www

w I HNI f k www "mj UNITED l' STATES PATENT OEEic. Af

J. EATREIELE CARPENTER, E BERLIN, GERMANY.

VALVE FOR Al R-BRAKES.

SPECIFICATION forming part of Letters Patent No. `377,989, dated February 14, 1888. Application'filed April 8, 1887. Serial No. 234,194. l (No model.)

To @ZZ whom, it may concern:

Be it known that I, J. FAIRFIELD CARPEN- TER, a citizen of the United States, residing at Berlin, Prussia, in the Empire of Germany, have invented certain new and useful Improvements in Valves for Air-Brakes, of which the .following is a full, clear, and' exact descrip- Y larly set forth.

In the accompanying drawings, in the several gures of which like parts are similarly designated, Figure 1 is a sectional elevation of one form of valve. Fig. 2 is atop view of the same. Fig. 3 is a vertical sectional elevation of a modification; and Fig. 4 is a section in the plane of line a: x, Fig. 3.

The valve is designed for use more especially in connection with that system of air-brakes employing an auxiliary reservoir and a brakecylinder under each car of a train, connected with the main air-pipe.

The shell a has a nipple, b, for connection with the main air-pipe, and also has a threeway cock, c, interposed between the valve proper and the auxiliary reservoir. This threeway cock may be of any approved construction. A horseshoe-magnet, cl, is arranged in a proper electric circuit, and this magnet has for its armature a plate, e, carrying a valve, f, which operates in connection with a port, g, in a plate, g', which latter is shaped to form a chamber beneath it, the bottom of the chamber being formed by a flexible diaphragm, h. This diaphragm is normally depressed by a spring, i. To the diaphragm is secured a stem,

j,whieh is winged atj, and has a head,j2,which. acts as a valve to a oating piston-valve, 7c, the

said valve being normally seated in said piston, so as to close its port by means of a spring,

Z', interposed between the piston lo and a shoulend in the chamber in which the piston k doats.

The stem isfurther provided with a slide-valve,

rn, in frictional contact therewith-as by means of a spring-*said slide-valve being arranged to cover the exhaust-port 2 and passage`3 4'5 to 5 5 the brakecylinder. l Y

The operation of this valve is as follows: When the magnetd is energized, the'valve j' will Vbe opened and the air in the'chamber between the plate g and diaphragm h will es; 6o

cape into the magnet-chamber, and thence into the atmosphere through any suitable opening in said magnet-chamber. The valve normally being under pressure from the main pipe, the' pressure below the said diaphragm will lift the piston-valve or floating pistou k, and with it the slide-valve m, thereby opening the passage from the brake-cylinder (not shown) to the reservoir. When the circuit is .broken and the valve f is again seated, air-pressure 7o immediately fills the space above thediaphragm through the port k2, forcing said diaphragm down, and with it the slide-valve; but inasmuch as the slide-valve has a certain amount of play on the stem j, it will, by this 7-5 movement, be forced only about half-way down and stand in a position to close the port to the cylinder without opening the exhaust. When-V, ever extra pressure. from the main reservoir ati" the engine is let in through the pipe on top of 8o the piston k, said piston is forced down, and itsv boss k3, then coming in contact with the slide-valve, completes the stroke of said slidevalve, so as to open the exhaust-port and permit the air to escape from the brake-cylinder into the atmosphere through such exhaustport, thus releasing the brake.

Letting theair out of the main pipe will cause the piston k to rise, owing to the pressure from the reservoir,th us applying the brake 9o i i the'same as if operated by the electrical devices above set forth. It will thus appear that this valve may be used as an automatic airbrake and as an electro-pneu matic brake quite independently of each other. 9 5

It will be observed that by this valve the brakes are only applied electrically, their release being effected by means of air-pressure, and in order to avail of this form of valve for electrically releasing the brakes I may comroo a stem or rod, n, which is connected by aslipjoint with a lever, o, pivoted in the case,which lever has a tappet engaging a Vtoe,p, on the slide-valve m, so that when the stein n is operated electrically by its magnet the lever 0 will be actuated to shift the slide-valve when the brakes are to be released.

What I claim is- 1. A valve for electro -pneumatic brakes, comprising a shell having an inlet-port from the main pipe, ports for connecting with the brake-cylinder and auxiliary reservoir, and an exhaust-port, a cock for controlling such ports with relation to the valve proper, a septum dividing the shell into two air-chambers, anelectrically-operated release-valve in one of said chambers, a iioating piston-valve in the other chamber controlling the inlet, the reservoir, and the cylinder-ports, and a slide-valve arranged in connection with the cylinder and exhaust'portsand operated from the ioating piston-valve, substantially as described, the

J. FAIRFIELD CARPENTER.

Witnesses:

R. FENMIsoH, C. D. HAND.