US399420A

US399420A - Territory

Info

Publication number: US399420A
Authority: US
Publication date: 1889-03-12
Anticipated expiration: 1906-03-12

Description

(No Model.)

4 Sheets-Sheet 2. J. S. LAPISH.

AIR BRAKE.

No. 399,420. Patented Mar. 12, 1889.

WITNES$ES1 I INVENTORI ATTORNEYS.

(No Model.) 4 Sheets- Sheet 3.

J. S. LAPISH.

AIR BRAKE.

No. 399,420. Patented Mar. 12, 1889.

ATTORNEYS.

RS. PhnlmLllhegmpher. Washington. D. c,

' (No Model.) I 4 Sheets-Sheet 4. J.- S. LAPISH.

AIR BRAKE. No. 399,420. Patented Mar. 12, 1889.

i I -fi 1/ l Li li ?3 P "g'i' 1 a 6 a P! P I I I 6 Jy/J 5 /3 t k )3 INVENTOH:

WITNESSES:

' ling.

llnrrnn rarns aren't rrrcE.

JOSEPH S. LAPlSll, OF AMERICAN FORK, UTAH TERRITORY.

AIR-BRAKE.

SPECIFICATION forming part of Letters Patent No. 399,420, dated March 12, 1889.

Application filed August 4, 1888.

To all 107M712 it may concern:

Be it known that I, J osErH SETTLE LAPISH, of Ameri ran Fork, in the county of ltah and 'Jlerritor of Ftah, have invented a new and Improved Air-Brake, of which the following is a full, clear, and exact descri )t-ion.

The invention consists in certain improvements, which will be hereinafter pointed out.

Reference is to be had to the accompanying drawings, forming a part of this specification, in which similar letters of reference indicate corresponding parts in all the figures.

Figure 1 is any inverted plan view of the improvement as applied to the car. Fig. 2 is a transverse sectional elevation of the same on the linens .c of Fig. 1. Fig. 3 is an inverted plan view of the coupling as applied between two cars. Fig. lis a sectional side elevation of the same on the line g y of Fig. Fig. 5 is an enlarged side elevation of the valvechest. Fig. (i is aplan view of the same with the top cover removed. Fig. 7 is a sectional. side elevation of the same on line of Fig. 0. Fig. 8 is a similar view of the same 011 the line w of liig. (i. Fig. 9 is a sectional side elevation of the same on the line H" 21' of Fig. 6. Fig. 10 is a transverse section of the same on the line 21 u of Fig. (i. Fig. 11 is an enlarged plan view of the coupling, showing one-half in section. Fig. 12 is a transverse section of the same on the line 1- 1' of Fig. 11. Fig. 13 is a face view of one-half of the coup- Fig. 14: is a sectional end elevation of the same on the line if r of Fig. 13. Fig. 15 is a sectional side elevation of oneof the valves in the said coupling. Fig. 1G is an inverted sectional plan view of the same on the lines .9 of Fig. 16, and Fig. 17 is a sectional plan view of the same on the line 8 s of Fig. 15.

On the bottom of each carA are held transversely the two pipes 13 and (l, of which. the pipe B is the air-supply pipe, and the other pipe, (1, is the operating-pipe for actuating the brake meclminism. Both pipes l3 and C are connected, in the usual manner, with the main reservoir on the locomotivcy and both pipes are under the control of the engineer by a suitable cnginee1"s valve. From the pipes B and (3 lead the branch pipes 13 and (1, respectively, to a valve-chest, l), secured at one end oi the auxiliary air-reservoirE,

Serial No. 282,007. (No modelfi held on thebottom ot the car, and supporting at one end the brake-cyliinler F, in which operates, in the usual manner, the piston F, connected by its piston-rod with the lever G of the brake mechanism, of any approved construction.

The brake-cylinder F is divided from the auxiliary air-reservoir E by a transverse partition, E',hcld at the end of the said reservoir E, as is plainly shown in Fig. 9. The val ve-chest I) is provided with a top cover, D and with a bottom. cover, 1) The branch pipe 13 from the air-supply pipe B connects in the valve-chest with an aperture, (1, which leads to a check-valve, lI, held to slide in a chamber, ll, formed in the valve-chest D, and connected by a channel, a, with the interior of the auxiliary air reservoir E. \Vhen the engineer desires to charge the auxiliary air-reservoir E, he lets air from the main reservoir pass into the air-supply pipe 13, from which air passes through the branch pipe B into the aperture a and against the under side of the check-valve ll, so that the latter is lifted and the air can pass through the channel a into the reservoir E,in which the air is stored.

The operating-pipe G is connected by its branch pipe C with an opening, b, formed in the valve-chest- .l'). The opening I) leads to a vertical channel, I), which connects at its upper end by the channel IF with a cylindrical chamber, 1, in which is held to slide vertically a piston, I, carrying on its under side a stem, 1*, adapted to be seated on top of an opening, (7, leading into a channel, 1?", extending horizontally in the valve-chest l) and lead ing at one end into a chamber, .l, connected with the cylindrical chamber F, in which operates a piston, J, connected by a fluted stem, J with a piston, K, held to slide vertically in a chamber, K, formed in the said valvechest 1).

The stem .Fpasses through the chamber J and through an opening, 6, between the chambers J and K. The lower end of the vertical channel 1/ leads into a groove, 1), formed in the bottom cover, D of the valve-chest D. The groove Zfleads into the cylindrical cham ber J at the under side of the piston .l. The inner end of the horizontal channel 1' connects with a pipe, L, extending through the auxiliary reservoir E, and opening at the inner end of the brake-cylinder F by passing through the partition E of the auxiliary reservoir E, as is plainly shown in Fig. 9. The valve-stem I f the valve I passes through a transverse slot, 0, formed in the valve-chest D, and leading to the outside at each end. The opening d, connected With the horizontal channel d, also connects with the said transverse slot 0 whenever the valve I is lifted. The upper end of the chamber H is connected by an opening, f, with the chamber K ,as is plainly shown in Fig. 6.

In order to actuate the brakes, the engineer permits air to pass through the operating-pipe G into the branch pipe 0, and from the lat ter the air passes through the opening 1') into the vertical channel I). The air passes from the upper end of the latter, by means of the channel b into the chamber 1, acting on top of the piston I, so that the latter is pressed downward and the lower end of its valve-stem I closes the opening (I. Part of the air then passes from the lower end of the channel (1' through the groove b into the chamber J 2 and against the under side of the piston J, which is thus forced upward, so that the valve K is unseated, and air from the auxiliary reservoir E can pass through the channel C0, the chamber H, and the channel f into the said chamber K and through the opening 6 into the chamber J, the fluted stem J permitting such movement of air from the chamber K to the chamber J. The air then passes from the latter through the horizontal channel (1 into the pipe L, which leads into the brakecylinder F, so that the piston F is forced outward, actuating the brake mechanism, and thus applying the brakes. In order to release the brakes, air is released from the operating-pipe C, so that the valve I is raised by the pressure of air in the brake-cylinder F, the pipe L, and the channel cl, and the air from the brake-cylinder can escape through the said pipe L, the channel d, and the openin g cl into the transverse slot 0 and into the open air, thus releasing the brake mechanism and the brakes.

The auxiliary air-reservoirE is provided on top with a check-valve, N, establishing connection between the auxiliary reservoir E and the pipe N, leading to a second auxiliary reservoir, 0, secured to the under side of the car A, as is plainly shown in Figs. 1 and 2. The pipe N is connected by a pipe, N with the operating-pipe O, and in the said pipe N3 is held a valve, N carrying 011 its stem a'lever, N pivotally connected at one end with a rod, N leading to one end of the car A, and likewise connected at its other end with a rod, N, leading to the other end of the said car A. Thus when the lever N is turned the valve N is shifted, and so connects the pipe N with the operating-pipe C, or disconnects it from the same.

The ends of the pipes B and C at each end of the car A are connected by flexible tubes B and C respectively, with a coupling, P, connecting by similar flexible tubes, B and G with the ends of the pipes B and C on the next following car. (See Figs. 3 and 4.)

The coupling P may be of any approved construction,but so arranged as to transmit the air in the pipe B on one car to the pipe B on the other car, and in a similar manner to transmit the air to the pipe C on one car to the pipe C on the other car. The construction of the coupling shown in Fig. 2 consists of two parts, P and P each of which is provided with the channels P and P respectively,connecting with the flexible tubes B and C of the pipes B and 0. Each of the channels P and P leads to a valve, Q or B, respectively held in the respective part P or P of the coupling P, and pressed inward by a suitable spring, Q or R,SO that the two valves Q in the coupling abut against each other, as shown in Fig. 12, and the valves R press against each other, s 18 plainly shown in the same figures, and in a similar manner. The valves Q and R are so arranged that if the coupling breaks from any cause the spring Q or R forces the respective valve R or Q outward, so as to seat the same on its seat in the part P or P, whereby the channel P or P is closed.

On each of the parts P or P is secured a hook, S, engaging a slide, T, mounted to move longitudinally in suitable guideways secured on the outside of the respective parts P or P. The outer end of each slide T is pivotally connected with the end of the rod N or N, previously in entionedthat is, the rod N" at one end of the car A connects by the respective slide T with the hook S of the part P or P supported on the next following car, so that when the coupling P breaks the respective part exerts a pull on the rod N so as to turn the lever N", operating the valve N, which opens the connection between the pipe N and the operating-pipe 0, thus admitting air from the second auxiliary reservoir 0 to the operating-pipe O, and the latter, in the manner above described, operates the brake mechanism of the respective car. Thus it will be seen that when a train breaks apart the air from the second auxiliary reservoir 0 fills the operating-pipe C, which is shut off from the main reservoir by the respective valve B being forced outward by its spring R by the breaking of the coupling P. As soon as the train breaks apart and the coupling P is broken the brake mechanism of the cars is actuated, as the said operating-pipe C is charged with air from the second auxiliary reservoir 0, in the manner above described-- that is, the air from the auxiliary reservoir 0 passes through the pipe N, the pipe N and the valve N into the operating-pipe C, and from the latter by the branch pipe 0 into the valve-chest D, from which it passes into the brake-cylinder F, as above described, in order to actuate the brake mechanism G.

liavingthus described. myinvention,whatl claim as new, and desire to secure by Letters Patent, is-

1. In an air-brake, an o )erating-pipe and an air-supply pipe, both connected with the main reservoir and under the control of the engineer, in combination with a valve-chest connected by branch pipes with the said airthe car and adapted'to operate the said valve, substantially as shown and described.

2. In a car-brake, the combination, with two auxiliary reservoirs located on each car and connected by apipe, of an operating-pipe connected with the said auxiliary reservoirs, a valve located in the connection between the said operating-pipe and the said auxiliary reservoirs, and a coupling located between two adjoining cars and provided with two parts, of which one is connected by a rod with the said valve, to actuate the same in case of the breakin g apart of the two cars, substantially as shown and described.

JOSEPH S. LAPISII. lVitnesses:

Jacon E. J ENSAN, E. A, IInNnIoD.