US378657A - carpenter - Google Patents

Description

(No Model.) 3 4Sheets--heeis 1. J. E. CARPENTER.

AUTOMATIC ELECTRIC AIE BRAKE.

No. 378,657. ff

WITNESSES (No M0de1- s sheets-sheet 2. J. F. CARPENTER.

AUTOMATIC ELBGTRIG AIR BRAKE.

PatentedA Feb. 28, 1888.

ha m2 (No Model.) .8 sheetsnsneet 8.

- J. P. CARPENTER.

AUTOMATIC ELECTRIC AR BRAKE.

No. 818,887. P88811@ Peb. 28, 1888.

iUNrTs STATES PATENT Trice,

J. FAIRFIELD'GARPENTER, OF BERLIN, GERMANY.

AUTOMATIC ELECTRIC AIR-BRAKE.

SPECIFICATION forming part of Letters Patent No. 378.657, dated February 28, 1888.

Application iiled April 13,1887.

To @ZZ whom, t 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, haveinvented certain new and useful Improvements in Automatic Electric Air-Brakes, of which the following is a full, clear, and exact description.

This invention relates to that class of continuous brakes for railway-cars wherein compressed airis used to operate the same, and more particularly wherein the valves ernployed for controlling the admission of air to the brake-cylinder and-its exhaustion there from are electrically' operated.

The object of the invention is to enable brakes to be applied much more quickly than has heretofore been possible by the use of air alone, and this object I attain through the added agency of the electric current to work certain valves. The arrangement, however, is such that should the brakes, in case of derangement of the electric appliances or for other reasons, fail to work they could be operated by means of air, as heretofore.

The in Vention consists in a pneumatic valve mechanism constructed and adapted to be put in operation by electricity alone, or variations ofthe air-pressure in the main pipe, or by the conjoint action of the two, substantially in the manner and for the purpose hereinafter particularly set forth and claimed.

In the accompanying drawings,in the several figures of which like parts are similarly designated, Figure l is a horizontal section of the combined auxiliary reservoir and brake-cylinder and operatingvalves with mainpipe connections, the section of the valves being in the plane of line as x, Fig. 3. Fig. 2 is a vertical section, on a larger scale, of the valve for applying the brake, and. hereinafter designated the brake-valve, taken inthe plane of line y, Fig. 1. Fig.3 is a similar section, in the plane of line e', Fig. l, of the valve for exhausting the pressure from the brake-cylinder, and therefore hereinafter called the releasevalve. Fig. 4 is a transverse vertical section in the plane of line w w, Fig. l. Fig. 5 is a side elevation of the brakecylinder, reservoir, and valve mechanism, looking in the direction of arrow l, Fig. l. Fig. 6 is a vertical section, similar to Fig. 4, of a modifica- Serial No. 2.141%. (No model.)

tion; and Fig. is a longitudinal section in the plane of line e, Fig. 6. Fig. 8 is a diagram in elevation of part of a train equipped in accordance with my invention, said figure showing also the leverage for regulating the pressure from the auxiliary reservoir in acv cordance with the load of the car. Figs. 9, 10, and l1 are respectively front, top, and side elevations of a preferred form of magneto-generator for supplying the current necessary for operating the electric appliances of the valves.

The brakelcylinder c is provided with the piston b, having the piston-rod c and the return-spring d, of any approved. construction, and this brake-cylinder is made part of the auxiliary reservoir A. This auxiliary reservoir may be, and in this instance of my invention is, made in two compartments, c and e', separated by a partition, e2, and communieating through a passage, f, which passage is provided with a cock or turn-plug,f, adapted to open and close communication between the said two compartments of the auxiliary reservoir. Thehandlef2 ofthe cockf is connected to a rod, f, which in turn may be connected with the car-body by any suitable mediums which will operate the cock by the rising and falling of the car in accordance with its load. In Fig. 8 I have shown the tender and cars provided with arms or brackets ft, jointed to bell-crank leversf, fulcrumed to any suitable stationary member, j', of the trucks, and to these bellcranks the rods f3 are jointed. Hence, obviously, on the rising and falling of the car-body by the unloading and loading, respectively, of the car, this mechanism will serve to turn the cockfto close or open communication between the two compartments e and e for the following purpose: The pressure necessary to brake a car, stated in very general terms, is proportional to the weight of the car. For example, a loaded car requires greater pressure than an empty one, and it has been difficult heretofore to graduate this pressure conformably with the load. Generally speaking, the greater the quantity of air in the reservoir the greater the pressure exerted upon the brake piston, and consequently the brakes; but by my division of the auxiliary reservoir into two compartments I am enabled to use the air out of one or both com- IOO partments, in accordance with the pressure desired.

' The auxiliary reservoir communicates with the brake-cylinder through the valve mechanism B, now to be described. This valve mechism consists of a casting or shell, C, of appropriate shape and adapted to be bolted or otherwise secured at one end to the auxiliary reservoir, substantially as indicated in Figs. 1 and 5, and also provided with an inlet at its opposite end, which may be connected by a branch pipe, g, with the main pipe D, or it may be connected immediately to the said main pipe.

The casting or shell C is provided with two vertical wells or chambers, E F, which respectively receive the brake valve G and the release-valve H, and the said casting is also provided with a horizontal chamber between the chambers E and F and the rear end of the casting, which receives the three-way plug or cock J. This plug or cock J is provided with a handle, K, for operating it, so as to give to it the three positions indicated by the full and dotted lines in Fig. 5.

The valve G, for applying the brakes, consists of a piston, h, tted air-tight into the well or chamber E and made with a central opening, in which is arranged the winged stem h', having at its upper end or head a Hat valve, h2, and above this flat valve said stem is rigidly connected, in any suitable manner, to a flexible diaphragm, 1I. At its lower end the stem h is provided with a valve, h3, seated in a port leading to the passage h", which opens communication between the two chambers or wells E and F.

Above the diaphragm i is arranged a plate, j, which is provided with an opening or port, j', and this port is provided with a valve, 7c, arranged in a plate, la', which plate is the armature of the magnets k2. The magnets are supported in any suitable manner on the plate j, with the armature arranged between their cores and the said plate, and the casing or cover 7c3 is placed over them and suitably secured to the valve casing or shell. The diaphragm z' divides the well or chamber E into two chambers, herein designated 2 and 3, and the piston h makes still another compartment, 4, in said chamber or well. Communication between the compartments 2 and 3 is had by means of the port Z, which is a right-angled passage-way drilled in the stem h, and communication is had between the compartments 3 and 4 through the opening in the piston h when the valve h and the said piston are separated. l

The release-valve is composed of a stem, m, which is rigidly connected to the diaphragm ri,.above which is arranged the plate j, the said diaphragm and plate being also common to the brake-valve. (See Fig. 4.) The plate j has a port, m2, in it over the stem m, and above this plate j is arranged a second plate, a, forming the armature for the magnets a', the said plate n having in it-a valve, a2, co-operating with the port m2 in the plate j. The magnets in this case are supported in the same manner as the magnets for the brake-valve, and are also inclosed in the same cover, 7a3. (See Fig. 4.) The well or chamber F is divided into compartments 5 and 6 by the diaphragm t', and these compartments communicate through a right-angled port or passage, m3, bored in the stem m. The lower end of the stem m is provided with a iiat valve, .m4, which covers the exhaust-port m5. As already stated, and as will be seen by reference to Fig. 4, the chambers E and F communicate through the channel ht, the iiat valve h3 controls the communication of the said two chambers E and F with each other through said passage. and the tlat valve mt controls communication of the said chambers with the external atmosphere.

Thebrake-valve and the release-valve are in independent electric circuits, as indicated by the wires in Figs. 1, 6, and 8. The course of the air in flowing from the main pipe into the reservoir and then back again through the valve mechanism into the cylinder and applying the brakes, and thence out of the cylinder through the release valve to take off the brakes, is indicated by the three different kinds of arrows on the drawings at Z. In brief, the air comes from the main pipe through channel o directly past the valves G and H to the cock J, and passes thence into the channel or passage p,(see Figs. 2 and 3,) into the compartnient 3 of the chamber E of the brake- Valve, where its pressure, acting upon the piston h, separates the latter from the valve if and opens the port in the said piston, so that the air passes through the piston down into the compartment 4, and thence out through the passage q into the auxiliary reservoir.

IOC

The air returns from the reservoir in the same 'I course to the ,chamber E, but, being met by an equal or superior pressure, it cannot pass the piston h; but, as will appear farther on, if the pressure be removed from the compartment 2 between the diaphragm and the plate j, then the pressure beneath the said diaphragm and in the compartment 3 will serve to raise said diaphragm, and thus unseat the valve h3, and so open the passage 7L* to the valve H, or, strictly speaking, to the chamber F, whence the air travels through the passage r past the cock J and through the passage r into the brakecylinder. The exhaustion of the air from the brake-cylinder is effected through the passages r and r and out through the exhaustport m5. This exhaust-port, as will presently appear, is opened when the valve is lifted by the upward movement of the diaphragm m', caused by the exhaustion of the pressure from the compartment 5 between the diaphragm i and plate j, leaving free to act the superior pressure beneath said diaphragm in the compartment 6.

The air-pressure in the main pipe d is supplied by a pump on the engine, as usual, and normally fills the pipes, the valve-chambers, and the several reservoirs in the train. The

electric current is supplied from a dynamo or battery or other generator on the engine, so that the magnets of either the brake-valve or the release-valve Vmay be energized at will, any suitable arrangement of conductors being employed to this end. When the parts are in the position indicated in Figs. 2, 3, and 4, if the magnet 7a2 be energized, the valve 7c will be lifted, allowing the air in the compartment 2 to escape through the port j into the magnet chamber, -and thence through any suitable opening into the external atmosphere, thus enabling the pressure under the diaphragm i and in the compartment 8 to lift said diaphragm, and with it the valve h3, when the air passes from the reservoir through the compartment 4 and passage 7L into the chamber F, and thence into the brakecyliuder through the ports r and 1", thus applying the brakes. Il', now, the magnet k2 be demagnetized and the magnet n be energized, then the valve n2 will be lifted and the air exhausted from the compartment 5 through the magnet-cover into the external atmosphere, and the valve m* will be lifted, thus permitting the air in the brake-cylinder to return through the passages r and o into the chamber F, and thence through the port m5 into the atniosphere, thus releasing the brakes. The

piston his, in effect, a replenishing-valve for the reservoir and cylinder, for when the pressure under this piston falls below that above it said piston is pressed down, and thus air from the main pipe can enter the reservoir, and when the valve la is held open the valve h3 is also open, and the air can therefore pass directly to the brake-cylinder from the engine. It follows, therefore, that air can be pumped directly to the brake cylinder, thus holding on the brakes for any length of time with undiminished force.

In Figs. 6 and 7 the brake and release valves are modified somewhat in construction and arrangement. For the two spool-magnets used in the figures already described I substitute horseshoe magnets, and in the releasevalve I dispense with the diaphragm and its appurtenances and apply and release the brakes directly. The 'supplemental electric valves and their arrangement with relation to the air-valves is substantially the same as heretofore described. The air-valve, designated generally by the letter L, consists of a diaphragm, s, in which is arranged a tube, s', which is closed by a spring-pressed dat valve, s2, continued as a winged stem, s, the lower end of which has a flat valve, s, covering the port 35, which port communicates with the auxiliary reservoir, and also with the releasing mechanism M. The valve L replaces the piston ofthe brake-valve, just previously described, and in common with the other functions of that piston the said valve L applies the brakes automatically on the separation of the train by means of the pressure under the diaphragm coming from the reservoir.

The valve shown in Figs. 6 and 7 will supply the auxiliary reservoir as well while the brake is on as when off, it being remembered that the brake is applied by air-pressure,and, again, even though the supplemental electric valve be closed, the brake-cylinder may be charged and the brake applied directly from the main pipe, because the excess of pressure upon the upper side of the diaphragm will move the diaphragm and uncover the winged valve, and so let the pressure into the reservoir.

Right here I desire to call attention to the fact that the magnets have very little weight to lift, and hence a very weak current may be used to operate the valves. Moreover, the valves IL and a2 operated by the magnets are mere auxiliaries for the operation of the release and brake valves, the said release and brake valves being positively moved, not by the electric current or the magnets therein, but by the air-pressure itself.

Vhile I do not limit my invention to any special form of electrical apparatus for operating the valves, still I prefer the form shown in Sheet 3 of the accompanying drawings. The generator (designated N) is amagneto-machine for producing electric currents,and consists of a series of horseshoe-magnets, t, with a rotary armature, a, arranged near the poles of the said magnets between the limbs of said magnets in recesses made therein. Such a generator gives a full current instantly, and in this respect differs essentially from a dynamo, and for this reason is especially applicable in an electro-pneumatic brake system such as mine, in which there is employed for operating the brakes an intermittent as distinguished from a constant current,which latter has been used in all prior systems to me known. ,In such last-named systems--those employing a constant current-a dynamo or battery necessarily has been employed.

The magneto-generator shown by me is of well-known construction and needs no detailed description.

That I claim ism l. In an electro-pneumatic brake system, a combined brake-cylinder and auxiliary reservoir,in combination with an electro-pneumatic valve for applying the brakes, a second electro-pneumatic Valve for releasing the brakes, a three-way cock interposed in the passages between the main pipe, the brake-cylinder, auxiliary reservoir, and valves, and a casing common to and containing the valves and cock, substantially as described.

2. An auxiliary reservoir for air-brakes divided into communicating compartments, a cock interposed in the passage-way between 'said compartments, and connections between the car and said cock whereby the air-pressure may be regulated in accordance with the load in the car as the latter rises and falls, substantially as described.

3. In an electro-pneumatic brake system, a brake-cylinder and a connected auxiliary reservoir,combined with a main pipe and an elec- IPO IIO

tro-pneumatic valvular apparatus interposed in or between the reservoir and brake-cylinder on the one hand and the main pipe on the other, and comprising in one shell or casing an electro-pneumatic valve for applying the brake, an clectro-pneumatic valve for releasing the brake, and a threewaycock arranged in the passage-Ways between the main pipe, valves,brake-cylinder, and auxiliary reservoir, substantially as described.

4. The combination, with a main pipe, an auxiliary reservoir, andabrake-cylinder, of an electric circuit anda valve comprising in one shell or casing ports communicating with the said pipe, cylinder, and reservoir,and a chamber divided by a septum intotwo air-receiving compartments, an electric valve in one of such compartments and an air-valve in the other, substantially as described, whereby the electric current or variations in air-pressure, or the two agencies combined, may be employed l to operate the valve.

5. The combination, with a main pipe, a

brake-cylinder, and an auxiliary reservoir, of

ervoir, a septum dividing the shell into two airchambers, an electrically-operated valve in one of said chambers,andailoating piston-valve in the other, su bstantiall y as described, the said first-named valve being rendered operative by variations in air-pressure, substantially as described.

6. An electropneumatic valve for applying brakes, an electro-pneumatic valve for releasing the brakes, and a three-way cock controlling passages leading to and from said valves, combined with a casing common to all and which contains and incloses them, substantially as described.

In testimony whereof I have hereunto set my hand this 5th day of April, A. D. 1887.

J. FAIRFIELD CA RPENTER.

Witnesses:

R. IMMIsoH, C. D. HAND.

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