US405197A

US405197A - George a

Info

Publication number: US405197A
Authority: US
Publication date: 1889-06-11
Anticipated expiration: 1906-06-11

Description

2 S E K A R .B

AG w GR B E N I G N E Patented June 11, 1889.

WITNESSES: INVENTOR W. J41? 25. Zf

BY l3 MW ATTORNEY.

mgnphun Wash UNITED STATES PATENT OFFICE.

GEORGE A. BOYDEN, OF BALTIMORE, MARYLAND, ASSIGNOR TO THE BOY DEN POWVER BRAKE COMPANY, OF SAME PLACE.

ENGINEERS COCK FOR AIR-BRAKES.

SPECIFICATION forming part of Letters Patent No. 405,197, dated June 11, 1889.

Application filed May 19, 1887. Serial No. 238,738. (No model.)

To aZZ whom it may concern.-

Be it known that I, GEORGE A. BOYDEN, a citizen of the United States, residing at Baltimore, in the State of Maryland, have invented certain new and useful Improvements in Engineers Cocks for Air-Brakes, of which the following is a specification.

My invention relates to an improved aircock, such as is employed 011 locomotives whereby a partial movement of the cock-lever will first apply the brakes on the cars independently of those on the locomotive and tender; and a further movement of the same lever will apply the locomotive and tender brakes; or, if an emergency or sudden stop be necessary, the full movement of the lever can be given at once and the brakes of the entire train (cars, locomotive, and tender) will thereupon be applied simultaneously. An advantage of first applying the brakes to the cars, and later to the locomotive and tender,is that the bunching or pushing of the cars upon the engine is avoided.

A further and an important advantage possessed by this invention is, that when the locomotive is detached from the train no adjustment or preparation is needed to enable the engineer to operate the direct system on the locomotive and tender.

The invention consists of the combination, in one air cock, of two separate compartments-one for operating the automatic system of brakes and the other for operating the direct system-both of which are governed by a single arm or lever which controls the supply of air from the reservoir.

In the further description of my invention reference is had to the accompanying drawings, in which- Figure 1 is a side elevation in full of the air-cock, pipes, and the air-reservoir. Fig. 2

is an inverted plan of the parts shown in Fig. 1. Fig. 3 is a side elevation of the cock partly in section. Fig. 4: is a plan or top view of the cock, showing the stops for the lever. Fig. 5 is a section through the cock on the line 5 5, showing the automatic compartment. Fig. 6 is a section through the cock on the line 6 6, showing the direct compartment.

The letter A designates the barrel of the air-cock, B the plug ground into the barrel, and O the lever by which the plug is governed. This cock controls the supply of air which is stored up in the main air-reservoir D, usually carried on the locomotive or tender. A pipe, E, leads from the air-reservoir to the cock. A pipe F from the cock leads to the train to supply the automatic brake mechanism of the cars. A pipe G from the cock is the exhaust for the automaticbrake mechanism. A pipe H from the cock leads to the direct brake mechanism on the locomotive and tender, and a pipe I fromthe cock is the exhaust for the said direct brake mechanism.

The lever O is attached by one end to the plug spindle a and may be of any desired shape. In the present instance it is bent and doubled back, giving it an approximate U shape, the lower prong I of which constitutes a spring whose end engages with any one of the five stop-notches c to c on the barrel, which serve to retain the lever in the position at which it may be set by the engineer. The said U shape and the stop-notches are useful, but are not essential to the operation of the two separate compartments referred to.

The barrel A receives the plug B at its upper end, and at its lower end, below the plug, has a central port F, which is connected by the automatic supply-pipe F with the automatic brake system on the cars. The barrel is provided with four vertical passages E G H I, placed equidistant around the sides. One of the four passages E is the main supply, and is connected by the pipe E with the air-reservoir D. This main supply-passage has two ports 8 g. The lower one e is for communicating with the lower compartment f in the plug, by which compressed air is supplied to the automatic brake system, and the upper one g is for communicating with the upbe established through the barrel-passages E and H, the plug-ports h and 77. and the pipe H, and thereby the direct system of brakes be applied.

It will be seen from the above description of the manner of operating that in the first position of the cock-plug B both systems of brakes will be off. In the second position a preparatory but no immediate change will have been made in either of the systems. In the third position the air will be released from the trainpipe F, and the automatic system of brakes will be applied, though no change will have occurred in the direct system. In the fourth position the train-pipe F will still be open to the atmosphere and the automatic system of brakes will be applied. The movement to the fourth position makes no change in the brakes of the direct system, being but a preparatory movement, In the fifth position the train-pipe F remains open to the atmosphere, and, of course, the automatic brakes still remain applied. This movement to the fifth position will have opened a communication between the reservoir D and the mechanism of the direct system of brakes, whereby said brakes will be applied.

The movement of the lever to the second position confines the air-pressure in the trainpipe F, and this pressure may be increased or released,at the will of the engineer,whereby the automatic brakes may be applied and kept on with any desired pressure. The lever at the fourth position serves to operate and hold the direct system of brakes under the control of the engineer with any desired pressure. The reversal of the movement of the lever C from the fifth to the first position admits the air to the train-pipe F, and, releasing the air from the mechanism of the direct system, as above described, takes all the brakes off. It will be seen, further, that the construction of the air-cock is such that it is adapted to the use of any of the present systems of power-brakes, and that either automatic or direct, or both, may be operated, as

hereinbefore described.

Having described my invention and the manner of operating the same, what I claim, and desire to secure by Letters Patent of the United States, is

1. In a cock for controlling air-brakes, the combination, with the barrel A, havingacentral valve-seat, of a series of vertical passages E G H I, at equal distances around the seat, and ports g, e, c', and k, and the plugvalve 13, having side ports h, 71 and f and a central port f connecting with the portF, leading from the central seat of the valve, substantially as and for the purposes specified.

2. The combination, with the valve-barrel having a central seat, side passages, and connecting-ports, and the plug-valve having corresponding ports arranged as described, of the spring-lever 0, attached to the plug-spindle a, adapted to engage the stop-notches c to c on the barrel, whereby the respective ports of the plug and barrel. are retained in proper position when the valve is shifted, substantially as specified.

In testimony whereof I affiX my signature in the presence of two witnesses.

GEORGE A. BOYDEN.

Witnesses:

JOHN E. MORRIS, JNo. T. MAnDoX.

' (I oooooo I M01. J. n. CARTER.

DIAPHRAGM TO BE USED IN STENCIL PRINTING.

No. 405,198. Patented June 11, 1889.