US412168A - Air-brake - Google Patents

Description

10 SheetsSheet 1.

(No Model.)

T. S. E. DIXON.

AIR BRAKE.

No. 412,168. Patented Oct. 1, 1889.

(No Model.) 10 Sheets-Sheet 2.

- T. S. E. DIXON.

AIR BRAKE.

No. 412,168. Patented Oct. 1, 1889.

(No Model.) 10 Sheets-Sheet 3. T. s. HDIXQN.

AIR BRAKE. No. 412,168. Patented Oct. 1, 1889.

(No Model.)

10 Sheets--Sheet 7.

TS. amXoN.

AIR BRAKE.

No. 412,168. Patented Oct. 1,1889.

jhv'n 024, M 522.

(NuModeL 10 Sheets-Sheet 8. T. s. 1-1. DIXON.

AIR BRAKE.

No. 412,168. Patented Oct. 1,1889.

Eli

' III III '10 sn'eets -sheet (No Model.)

4 T. S. E. DIXON-- A13 BRAKE.

No. 412,168. Patented Oct 1 1889:.

V f AHHHIHV (No Model.) 10 eeeeeeeeeeeeee 0.

T. E-.'DIXON'.

A R B A E.

- No. 412,168. v Patented-Oct. 1, 1889.

ATENT rrrciE.

THERON S. E. DIXON, HYDE PARK, ILLINOIS.

Al R-BRAKE.

SPECIFICATION forming part of Letters Patent N 0. 412,168, dated October 1, 1889.

Application filed July 22, 1889. Sen'al No. 818,296. No model.)

To all 1071,0722, it may con-c0772.;-

Be it known that I, THERON E. DIXON, a citizen of the-United States of i imericn', residingat Hyde Park, in the county of Cook and State oflllinois, have invented certain new and usefulImprovements in Air-Brakes, of which thefollowing is a specification.

Referringto the accompanying drawings, whereinsinlilar reference-letters indicate the sameor corresponding part-s, Figure l is a plan viewslipwing the general arrangement;

Fig. 2, a section illustrating the preferred formof governing-valve to be' used with my present improvement; Fig. 3, a longitudinal vertical section of limiting-valve E, taken in line 3 3 of Fig. 4; Fig. -.t,a transversevertical section or" the same,taken in line I l of Fi Fig. 5, a vertical section of the liiniti-ngwalve E Fig. (3, an elevation of a jacketed airpnmp, having a portion 'of the outer Wall broken away; Fig. 7, a section showing the typical construction of the differential regulatingvalves, Fig. 8, a horizontal section showing the practical application of the differential regulating-valves; Fig. 0, a partial vertical section of the way-cock and one of the diiferential regulating-valves; Fig. 10, a partial elevation of the way-cock, showing portions. in: vertical sections; Fig. 11, a horizontal'fs ion in line 11 11 of Fig. 10, and Fig; 1? a 19. 2. and its-.eonneetions.

I In the following specification and clain' s for purposes of brevity I use the term waycook to denote the engineers valve or other device operated by the attendant to initiate or produce variations of train-pipe pressure, theiterm governing-valve to indicate the valvedevice, whereby su ch variations control the brake-cylinder ports, and the term brake mechanism as meaning the group of instrumentalities, under each car, consisting of the brake-cylinder, auxiliary reservoir, and governing-valve coaeting together. "I regard as general equivalents a cock and a valve, a diaphragm, and a piston, and' where I describe a spring for producing differential actionupon a valve 1 intendto include its known equivalentsfor th at purposesuch asa Weight, a diiferential piston or diaphragm, an independent columnof fluid nnderpressure-and .ontalsection of the cutoff cock A I use the term diltcrential valve to indicate a \alve capable of being moved in onedireetion by a fiuid-pressurc insufficient to move it in the opposite direction.- In mentioning pounds of air-pressure I mean pounds per square inch.

This invention relates more particularly to that class of air-brakes commonly known as automatic air-brakes, in which an air-pump actuated by the stemn-pressure of the locomotive-boiler compresses airinto a main reservoir, or main reservoirs, on the engine or tender, from which it is delivered to the trainpipe, and thence to the auxiliary reservoirs along the train, and from them to the several brake-0y]inders,the auxiliary reservoirs being charged byventing air from the main reservoir or main reservoirs into the train-pipe, and the brakes being applied at the Will of the engineer by suftiriently reducing the pressure in the train-pipe and released by suificiently increasing smh pressure.

\Yhile applicable in many diiferent forms of air-brake and vacuum-brake apparatus,

of the main valve when it arrives at the service-port, as'will -n1ore fully'appear by refer-r ence to my said patent. 4

5 1116 objectsof my present invent-ion are',w..=

first, to increase the general efficiency and reliability of the automatic air-brake systeni; and, secondly, to enable the engineer'to opcrate iteasily and without danger of error.

To these ends iny invention comprises, first, 7

improved means for enabling the main reservoir or reservoirs to carry un'limitedpress .nres, but vent'only the properly limited press- Ioo nreinto thetrain-pipe secondly, means for 111- i creasing theefiiciency of the air-pump for the 6' m n: m ir the train-pipe, both conproduction of'such high pressures; thirdly,

means, for automatically regulating the dew of air to and from the train-pipe when the:\vaycock is open; and, fourthly, an improved method of: controlling said automatic regulabionr v I v Other improvements will be sufficiently in- 1 dicated by the description and the claims appended thereto.

or separately, and in various forms of apparatus,1the form here illustrated being preferred because it enables me to combine them in a, structure which occupies but little room J latter about twenty pounds below the pressure in the former, is objectionable for at least two reasons-viz: first, it involves the practical necessity of'employing devices to regulate or limit the 'actionof the air-pump in order not to charge the main reservoirs too high,-andthus unduly limit'their storage capacity; and, secondly, it unduly limits the maximum pressure of the train-pipe when the main reservoir has become partially depleteds The true principle is to charge the main'reservoirs to their full capacity, and to employ in said passage a limiting-valve, which will automatically close it when the trainpipe pressure reaches its allowed maximum, but leave the'passage free at all other times. Attempts have already been made coapply this principle, but by devices more or less defective in their operation,

One of my improvements consists in combining with the train-pipe and main reservoir a valve which is opened by aforce independent of the mEllI-IGSGI'VOlI pressure and closed by a rise of train-pipe pressure sufficient to overcome said force, andwhiqh, when closed, is tight-1y held to its seat by the superior press- The best form in which I have contemplated the application of.

ure of the main reservoir.

this improvement is'as follows:

Assuming by way of illustration that the ordinary maximum limit of pressure allowable in the train-pipe and auxiliary reservoirs forworking purposes should he, say, sixty pounds to the square inch,-and that for quick and certain releaseof thebrakes when the auxiliary reservoirs are full or nearlyfu'll the engineer shouldfbe ableto raise the train-pipe pressure for a fewmonients say, twenty-five pounds higher than this limitltill the release v-isefliectedu I'provideas usual two passages,

are passage having two branches 0 0' from sages or branches 0' sixty-pound passage) isintended to raise I These improvements may be used con j oiutly simple form of way-cock having subtrolled by the way-cock, 'oneof which pasthe train-pipe pressure-to the, sixty-pound limit, and the other 0 (herein termed. the eighty-'five-pouud passagefibr' high-press (herein, termed the.

ure passage,) is intended to 'i'ai'se the train-r pipe pressure to a'possible-maximum of about.

eighty-five pounds, using one main reservoir, or two 0 O, as maybe preferred by; the constructer. In the sixty-pound passagelplace the limiting-valve'deviceE, Figs. 3' and 4, the

construction of which is as f0llows:-

E i the valve-casing pump containing two chambers E E separated by-a valve-seat E provided, preferably,'with two ports ee and a central recess e2. E? .is a slide-valve seated on the partition'Efi, register with the ports e, and preferably held to its seat by a. spring E E is a diaphragm, subject at its inner side having ports to to the air-pressure in chambersE and at its} outer side to atmospheric pressure andthe action of a strong spring E, which tends o."

hold itvno'rmally att-heinner limit 0 traverse.

' E is a screw-cap, serving to tn'close and 'adand E -is a rod, suitably just the spring;

guided at e which, by means of an arm o connects thediaphr'agm E7 to the slide-valve E so that movements of the former willactu-I ate thelatter to open and close the ports -e e.

Preferably the rod or stem E vis passed through a hole in theai'm- E, which it accu rately-fits and is secured by a screwe, the

end of the arm extending into a recess in the valve E and slightly rounded at the lateral points of contact, so that the valve while re'-'- spending to the slightest movement of the accurately to its seat, as itwould not be able perfectly to do werethe arm-integral with the valve, instead of being, as here shown, prac v able material to protect the rubber from the oil contained in the air after" its passage through the, air-pump. The diaphragm is subject to effective air-pressureonlyom one side, and to support it against this pressure I arrange behind it a block E, closelyfitting:

the walls of the. chamber which inclos'es the spring and slightly round the approximate corners of the block and thecasing', as shown at e 6, so as to present convex surfaces to the diaphragm instead of the -con'cavei surfaces hitherto generally employed in connec 1 .tion with a flexible. diaphragm, and thus-more efiectually support thedi'aphragm.

In the passage leading :from the li'mitinge valve to the train-pipe the constructor-Tynan].

it he prefer,.pl ace aeheek-valveise tt tiglg -f I 5 stem will be able at all times to adjust itself ward inward thclim-iting-valve; but I do not deem it necessary toillustrate the chccle valve, as its form is well known to mechanics.

The operation is as follows:

First. \Vhenthe way-cock is turned to the proper positiomthe eduction end of the passage is put into communication with the train-pipe, and the diaphragm E is therefore subjectto train-pipe pressure. So long as this is belowsixty'pounds'spring153' will hold ports e open and allow air to pass freely from the main reservoir to the train-pipe, but the moment it rises above sixty pounds it will overeomcthe spring force, close said ports;

- at El", as a limiting-valve, the construction shown in Fig. 5, in order to insure a very copious'tlow during the brief period while this passage'i's'open to the traimpipe. In this urc e e are two eoned annular valve-seats, the smaller end of the larger seat bein g equal in diameter to the larger end of the smaller seat and in line therewith, so that the valve 6 having'faces c ecorresponding to said seats, can readily be. introduced and ground to a perfect bearing. An annular recess e is made in the wall of the casing between the valve-seats, and a corresponding recess a in the valve between its bearings, so that air at the induction side of the valve uill extend entirely around it, balancing it both laterally and longitudinally. A passage e extends centrally through 'the valve, and is spanned by an arm 6 to which the valve-stem E is fastened bya screw-nut or other device 6 The stem is connected to a diaphragm E actuated by air-pressure at its inner face and by the eighty-five-p'ound spring E at. its outer side, as already described. I prefer to make the diaphragm of steel, tempered, nickelplated in the rough, and lined with brass or German silver to protect it from corrosion. I also prefer to arch the casing above the valve,

- as shown at e ,in order to'deflect the air-currents downward through the central opening e rovidin assagese to. admit airress-' 7 P a. c

VVlth this we to the face of the diaphragm. construction when the valveunseats, air will vent around it both upward and downward charge. When. the air thus vented reaches a pressure of eighty-five pounds to the inch at the education side of the valve-ports, the valve will automatically close and stop further in crease: v

To insure a quick and certain release of the brakes at any time, it is'only necessary that the train-pipe pressure should be raised for a moment about twenty-five pounds higher than the auxiMary-reservoir pressure existing at the time, and any greater increase of trainpipe pressure than 1 this is for many reasons I As a further in] provem'ent,

undesirable. therefore, the constructer may, if he prefer, set the spring E, Fig. 5, at about twenty-fivepounds pressure, and by a pipe A (shown in Fig. 5 in dotted lines) admit to the back of the diaphragm E air from one of the auxiliary reservoirs, preferably theone in use on the tender. In such case whenever the wayeoch is open to admit air from the main reservoir through the passage 0 to the train-pipe, the pressure in the train-pipe will rise twentyfive pounds higher than the pressure existing in the auxiliary reservoirs along the train, and thereupon the limiting-valve will automatically cut off the rapid flow, and the brakes being now released the engineer will If from defective construction or long use the diaphragm E of Figs. 3 and 5 should accidentallybreak,t11e engineer can readily close the sprin g-con tainin g chamber by turning the scre-Wcap E", and thereby prevent loss of main-reservoir air, the chamber having a venthole ez pvhich in Fig, 3 is closed by screwing close the way-cock to prevent the auxiliary reservoirs f romattai ning too high a pressure.

the cap down, and in Fig. 5 by merely turn-;

ing the cap. I

Fig. 1 shows the service-main reservoir 0 and reserve-main reservoir 0' of my said patent, the connections to the air-pumpdieing effected by a pipe o,'providedv'ith a checkvali'e o, seating toward theseirice-main reservoir. I

Third. In charging the main reservoirs even "to the limited pressure heretofore allowed,

the air-pump has been liable to occasionally becomeheated, and when heated its working capacity is known to be considerably-impaired. In charging to the high pressures now rendered. available by substituting limiting-valves for the old reducing-valve, the? air-pump will be ren dered still more liable to overheating, and therefore I provide means for obviating this difiicultyf To thisend I from the tank to the chamber within the injector P Fig. 1, so that the latter'will draw or force the feed-water through the jacket and jacket, and thence tothefeed-water pump or in contact with the'wa-lls of the punip,.and i the cur-rent thus established wi carry- 0ft and .utilize any-excess of'heat thatlrnay be liberated by the action of the "pump.- The same provision protects the pump from freezv ing in extremely cold weather. This improave- 1 ment will bean advantage'infall cases where an airspulnp is used on the locomotive.

' Fourth. n three of .myimprovements the means forapp up their pref viz. the brakes or grading vill without accidentally applying the e e'i'gency-stop, the means for grading down their pressure at will without accidentally releasing them, and themeans.

'for refilling the auxiliary reservoirs without releasing the brakes-J combine the way cock with an automatic differential valve in such a manner that. the turning of the 'waycocktov a predetermined position in eachcase.

will cause the trainpipe pressure to be 'pre? litni'riarily increased or reduced to the. degs red extent above or below the auxiliaryreservoir pressure, and thereupon the valve will .tal;e control of the train-pipe pressure and 1 automatically maintain substantially the re- 'r i reservoir pressure be meanwhile reducing by 1 :venting into the brake-cylinders,

supplementary device,

" u Qway-"cock, the diiferentialfiforce being so aptplied as to aid the fluid-pressure, which tends lation thus established so long as the waycojck remains open, even though the auxiliarying by refilling from the train-pipe. This important result I accomplish by means of a termed by me the differential regulating-valve) consisting, essentially,in a differential valve controlled by two opposed "fluid-pressures, one of which is in turn contr lied by the-valve and alsoby the to hold the valve-port open, or,'as the equivalGl'lfi thereof, to resist or reduce the effective 7 action of the fluid-pressure which tends to hold 4 ,psaid port closed. One of these two fluid-p ressuiesserves'as a controlling or regulating ure whichfs to be by suitable pipe zp'ressure,

mechanism, governs the trainthe ultimate objectbeingto so .coflntrol'the train-pipe pressure directly .or indirectly as to at the will of the engineer such a relacause it to assume-and to maintion to the auxiliary-reservoir pressure as v is competent to effect the desired result at the governing-valves along the train without roducin an undesired result. The princi- 1 ple-of operation involved consists in causing fss the opening of a passage by the way-cock to freely increase or reduce theregulated press- ;u-re to a iven extent and thou causing the ifferential valve totake control of said passage and automatically regulate its flow to a substantial correspondence with that which may be. taking place at the time into or out of the receptacle containing the regulatingpressure, thereby continuously holding the regulated pressure in the desired relationto the regulating-pressure, whether the latter be meanwhile subject to variation or not, and

or increas.

ening material 9 may any whatever may be the means employed-to pro =duce suchvariation. I \Vhile, as above stated, the differential regulating-valve is adapted to operate with 7:;

suitable regulating fluid-pressure, great practical advantages result from the direct use of the auxiliary-reservoir pressure itself- ,as the controlling or regulating force,-and one of my inventions resides in the new method, or improvement in the art, involved in the employment of the auixiliaryueservoir pressure as aregulating-force to regulate the fiow of air into or out of the train-pipe at-the'.

engine whenthe way-cock is turned to the proper position therefor. Coming now to. the mechanical embodiment .of these principics, the differential regulating-valve is typifled in the device shown in Fig. 7, wherein F F are two fluid-pressure chambers or receptacles of any preferred'form, separated from each other by a flexible-diaphragm G. G is a valve connected to and operated by the,

diaphragm G, and provided witha' port g,;

which acts in conjunction with a port or passage h in the wall of the casing, and G -is a v spring acting against the diaphragm or valve.

The movement of :the diaphragm'inay be limited by stems g' g -striking against stops g 9 and wooden blocks or other sound-deadceive the imp'act'of the stems against the stops. The spring is employed to'aid the be interposed to re-- air-pressure. in one direction and thus render Y thevalve differential in its action, and the effective force of the spring determines the y I If strongsprings may readily be employed amount of the differential; are preferred, they by arranging two of them so as to oppose each others action, and making one sufliciently stron ger tial required-for example,by placing a spring at each side of the diaphragm. If it be desired to limit the possible-decrease of fluid-pressure in chamber F to a certain number of pounds below thatdn chamber -F, then the port g than the other to create the differenwill be-so arranged and the spring-force so applied that, the fluid-pressure in chamber F plus the spring-force port g h open against the resistance of the fluid-pressure atmosphere and will be used as an exhaust. On the other hand, .if it be desired to-limit the possible increase of fluid-pressure in chamber Etc a certain numb'erof pop nds F", then the port 9: i

above that in chamber will be so arranged and the spring force so applied that the fluid-pressure in'c'hambe'r F plus the spring force will tend to hold. the port 9 h open against the resistance of "the fluidpressure in chamber'F, and the'passage h will be arranged to communicate with the will tend to hold'thc 1 1 5 in chamber F, and the passage '71, will be arranged to communicate with the sixty-pound passagefrom the main'reservo'ir f ,s

and used as a supply-port.

No. 1, is the arrangement shown at L,;Fig. 8,-

The former, termed by me differential regulatingvalve number of pounds below the anxiliary-reseis f pipe pressure a given nu (0.

communicate at its Voir pressurmto apply the brakes or grade up their pressure at will without danger of accidentally applying the emergency-stop; and the'latt'er, termed by me differential regulating-valve No. 2, is the arrmigenient' shown at M,Fig. 8, forincreasing the trainm ber of pounds above the auxiliary reservoir pressure to grade dojivnthe brake-pressure at will without dangegof accidentally releasingthe bra-kesand alshown at N, Fig. 8, for increasing the rain-pipe pressure to a smaller extent above fieauxiliary-reservoir pressure, to automatrefill the auxiliary reservoirs without accidentally releasing the brakes. '-*Fifth. For applying the differential regulating valves No. 1 and "No. "spective uses the simplest-and best form of ineans which I have contemplated .is as folows: J, Figs. 8, 9,aud10,is acastiug adapted tosnpport the several members. I isa hollow Qconical way-cock so ar anged in castingd as train-pipe and provided with two'ports i i through its wall. .Through the wall ofthe casingJ are arranged, preferably, six ports, vizz'A port 7:, leading to the atmosphere; a port Z, leading to chambcrF of differential regulating val ve 'L; a port m, leading to chamber 'F of differential regulating-valve M; aport n, leading to chamber F of differential regulating-valve N; a portoicommunicatin g 4 vo1rs,ipreferably the one in use in the brake with the sixty-pound main-reservoir pipe'o', and-a port 0 communicating with the high pressure pipe 0 from the main reservoir. In each of the dilferentialregulating-valves the chamber F communicates, through the pipe A, with one of the auxiliary reserjnechanism of the. tender. The port hi'in regulating-valve L communicates with the atmospherain regulating-valve M with the 1 sixty-pound'pip'e o, and in regulating valve .N, preferably by a' pipe or passage R, with chamber F ofregulating-valve M, although it may communicate directly with the. sixty pound pipe ifpreferred. It is best to connect pipe A to. the lower side of chambers F and ports Z m 02, at the lower edge of chambers F, to drain 05 any watertha't may deposit in said chambers. In the dilferential regulating-valves LM the spring should be adjusted to act with an effective force equal, say, to'three pounds fluid-pressure on dia- Iphragnis G; and in difierent ial regulatingvalve N to act with a force of, say, one pound fiuid pressure on the diaphragm.

.j The operation'is as follows:

First. Upon turning theway-cochsoas tobring port i to port k,the train-pipe pressure will suddenly exhaust to'the atmosphere and apply the emergency-stop.

-Seeoncl. Upon turning port 17 to port Z the train-pipe pressure will reduce three pounds below the auxiliary-reservoir pressure and 2 'to their re-" lower end with the.

apply the ser\ice-stop, or'grude up thebra'zc:

either case the auxiliary-restu'voir pressure will reduce by venting in to t heb'rake-cylinders along the train; butthrough the action .bf the ditfcrontial regulating-valvethe train pipe pressure will red uce- I justrhree pounds below way-cork is open.

it selling as the This continues to hold the service-ports open and gradeup the brakeprcssure. When the engineeris' satisfied with the amount; of ln'a-l c-1.n"es'sure obtained, he closes the way-cock and stops further increase; or he may,- if he desires, allow the b ralcep ress u re ders and auxiliary reservoirs equalize, whereupon the valve G will automatically'close port 71 and stop furtheroutficw from the train-pipe.

Third.v Upon turning port- 2' to port mfluidpressure from the sixty-pound pipe 0' will pass through;chamber F of regulating-valve M to the train-pipe and raise thepressure of the latter th re reservoir pressure. This, with my brake the supplementary valves 0 inward without disturbing the main valves 0-, and will thereby open a leak from the brake-cylinders to the atmosphere and grade the brake-pressure. down. During the operation, if the governin g-valves are provided with equalizing-ports, as contemplated inmy said patent, the air will slowly equalize from the train-pipe to the auxiliaryreservoirs, thus tending to reduce the pressure in the formerandfrais' that in the latter; but the differential regulating-valve M Willautomatically keep the train-pipe pressure three pounds higher than the auxiliary-reservoir pressure so long as the way-cock is opengnotwithstanding such action 'of the. governing-valves. lVl1enever the avay-cock is closed, the'equa-lization referred valves to closethe leak from the brake-cylin ders. Hence this device enables the engineer to grade the brake-pressure down at)? will "without danger of accidentally releasing the brakes. It the governing-valves are not-aprovided with equalizing-port s, then the differential regulating-valve will allow the train pipe pressure to rise three pounds above the anXiliary-reservoir pressure and will hold-it there, the regulating-valve itself remaining openonlysofar as is necessary to'supply the loss occasioned by any accidental leakage from the train-pipe, and in this case the en'- gineer stopsthe grading down whenever he.

pressure, it it. has al early becnapplied. In

to will immediately cause "the governingwith it and keep to run up till the brake-cylinmechanism patented April 30, 1889', will move IIO desires by discharging a pound or two of air-' pressure from thetrain pipe.

Fourth. Upon turning port 2 to port o? air at sixty-pounds pressure will vent freely into,

thetrain-pipe and release the brakes ifthe auxiliary reservoirs are not already substantially refilled. I If they are, the way-cock should be turned to the next port to release the brakes.

than that existing at the time in the auxil-' iary reservoirs will ventinto the train-pipe and insure the quick release of the brakes.

Sixth. Afterthe en ineer by turning the way-cock to any of said positionshas eifected the result desired, he turns it backto the normal position, wherein port 1" communi cates'with port 11. Air reduced inchamber fFof regulating-valve M to a pressure three pounds above the auxiliary-reservoir pressure now passes through pipe Rto regulating- .valve N, where its head of pressure is reduced to, say, one pound-above the auxiliaryreservoir pressure, and it is thence vented through thefeed-ports n i to the train-pipe.

' This small increase of train-pipe pressure is iliary-reservoir pressure so long as the refill-' insuflicientto move the supplementary valves 0' of the governing-valve apparatus along the train, but will vent throughf suitable refilliliary I reservoirs and slowly refill them to their allowed maximum of sixty pounds, the regulatin -valves M N holdingthe train-pipe ing is taking place, The engineer leaves the way-cock in this position to supply a'nyaccidental leakage through the couplings. The refillingpassa'ges maybeprovided in the governing valve devices along the trai'n'by suit- V ably enlarging the small equalizing-leak described 'in'my-patent of April 30, 1889, orin any other appropriate manner. In those positions ot'the way-cock which open the ports '5 Z, 'i m, or z" 47, the train-pipe pressure can I ne'vcr'rise above or fall below the auxiliary'-' reservoir-pressure to an amount exceeding the difierential force of the spring; hence no. efiect upon the governing-valves which requires-a. greater variation of pressure can possiblyv be produced.

stance, the engineer i'stherefore required to exercise no judgment or skill, but merely to turn the way-cock to the proper port, and

0 when the resultis seen to have been accom- 'plished turn'it back to the normal. .Atthe maximum [of sixty pounds, whether the brakes be held set orreleased. In a brake system thus guarded against accident the springs c of the governing-valves may be set at eight, or ten pounds resistance instead of fifteen or tweniy, as heretofore, and the emergencystop I be thereby rendered considerably quicker of application. Y It will be observed that when in action the valves G,

ments of the occasion, furnishing an auto-' matically-regulated flow which holds the, two opposing pressures in the exact relation deis very slow, being equal only to that which 'bute its momentary pressure through the ex- I v To accomplish PI'Q-I cisely the-result which he desires in each in-v normal the feed-port Q1 n is open and the ap-' paratus at once commences automatically'to: refillthe, auxiliary reservoirs totheir alloweda recess in the .end of the cock, and from tube If to handle I? by ablock I", attached 'to the sired. This automatic action in applying the brakes for a service-stop prevents any aecu mulation of fluid-pressure in the front end'of 7.0 the train-pipe tending to accidentally release the brakes on the forward cars when the wayoock is suddenlyclosed, because at the momentwhen the -way-cock is thus closed the vent that is taking place from the train-pipe 7'5 istaking place from one auxiliary reservoir into its brake-cylinder, and hence no mate rial rain of. air-pressure is effected by such closing. v r

Seventh. Another provision also enables me to counteract the effect of any such ram and generally to render the movementsof'iair in the. train-pipe cquable and ,uniform;- -.This I provision consists in an expansion-chamber 85 D at the forward end of the train-pipe made,- preferably, by simply enlarging the diameter of said pipe immediately behind the way-cock. An outflowing air-current suddenly stopped by closing the Way-cock, or-an infiowing curo rent suddenly-producedv by opening the waycock will initiallycrowd'the expansion-cham-. ber aud t-hen .flow back through the smaller train-pipe muchm'ore regularly and equably. than when-such chamber is' not employed. Should air accumulate by leakage in any of the small chambers F while the way-cock is closed and vent-suddenly through the wayco'ck when opened, this provision will-distri-.

IOO panding-chamber, and so'reduce its head as to prevent it 'from'producing any disturbingeltect upon-the sensitive governing-valves. As one result of the expansion-chamber a relatively small train-pipe may beused with corresponding, economy of 'airin practically operating the system. V

Eighth. In order to save room in the cab and to produce away-cock of neat and handsome appearance, I-design attaching the casting J "to the floor of the cab,"'and preferably to the under side thereof, where it will be out of sight as well as out of the-way, and boltholes j arepro'vided for its attachment to the In such case I screwa vertical tubular standard J to the upper 'end' of the casting J, leaving a spac'e'jf, if desired, to be filled with oil through a hole j and used as a lubricating-chamber. A tube or roe-{17; constituting an operating-shaft, or spindle, extends .up through the standard J and sup- "ports the handle I at its upperend', connectlOIi' being made from tube'I'tocOckI byaf block I, attached to the tube an d stepped into tube and fitting into a recess in the under side of the handle. Immediately above the block I theupper surface of the handleisrecessed,

as shown at 2' A'curved plate .1? extendsip from tube J'- up over recess ifl-and'a screwboltJi'screwing down-through said arm, fits into. the recess' z and serves to regulate the friction of cock I against its conical seat, or,

' itwill apply the service-stop orgrade upthe in other words, to resist the tendency of the train-pipe pressure to loosen cock I in its scat. lly this provision the, cock' is made to work with very little friction, and fectly air-tight, and it may readily and conveniently adjusted in these respects. ;I prefer a tubular to a soltd rod 1, merely because it-ii's. less liable'to bend or buckle under the forceof theadj u sting-screw. ;A n lndicatingplate'l is attachedto the overhanging end of the euryed'plate J so as to lie in ahorizon tal position just above the shank of the handle 1 and a retaining-spring T, at-

tached to'the underside of the handle, comes a up through a slot the'reinand bears against the inner edge'of the indicating-plate, which is provided with suitable notches or shoulders to mark the several operative positions of the handle'and properly retain it therein. The peculiar arrangement described exposes the indicating notches or shoulders at the upper side of the plate'and. outside of the spring,

an'd thus enables i, the engineer to see them much more readily and easilythan when arranged as heretofore.

Whether the brakes be he'lds'etor releasedthe handle will normally be carried. at the feed position, (marked, 10 Fig. 11,) where it automatically refills the auxiliary reservoirs tot-heir allowedmaximum Without dist-urb ing the brakes. One point tot-he right, at w,-

brakepr'essure at will without applying, the emergency-stop. At the extreme right 111 it will apply theemergency-stop. At u, one

' point to. theleft oft-henormalposition, it will grade down the brake-pressure at will and'in-; cidentally increase the auxiliary -'reservoir pressure withou-treleasing the brakes.--- At u,

two points to the left, it will release and-refill, and at 21?, the extreme.left,it willqu'iekly release and: refill. -If the train should contain 'cars nota'dapted to the refilling of the auxiliary reservoirs, with the brakes held set, the handles can be carried while the brakes are set at' the small notch niarkedo immediately at the right of the normal position it in which case the feed-port t" n will be held closed and out of action. It will be observed thag all positions which decrease the traimpipe pressure and apply the brakes, areat the right of the notch'v, (as the engineer stands,) in the order of the violence of their action, and all positions whichfinerease .the train-pipe pressure and refill or release, or both, are atthe leftof said notch, in similar order, so that, Without gross negligence, no mistake can occur, either as to the direction or'e xtent of the movement of the handle-in the practical operation of the sys'temlfor the different purposes hereinlreferred to The extreme simplicity and oertainty of operationwill be appreciated when handleholds the brakes in whateyfer position they may have assumed, while if moved one a point to the rightit gradually raises their pressure, and if moved one point to the-leftyet is kept per-- at any time be it is observed that at its normal position theit gradually lcwerstheir pressure, the amount of increase or decrease depending entirely upon the length of time duringwhieh itis so held. I a a I prefer,- to use the auxiliary reservoirof the tender to supply air to chambers I because it is always with, the engine, and therefore available. In such 'case' the brake mechanism of thete'nd er should preferablylbe of the same dimensions as those of the other cars, in.

order to insure uniformityof action, andif,

- when so constructed,'its brake force be i too great for the tender, a, res i sting-'spring may be arranged 'to take up a portion of such force, as shown at Q, Fig.1; v

In" the ,retilling-feed-passage -i' n'a further principlecomes into operation; The amount of air which ought tobe fed to the train per second necessarilyv depends upon the number of auxiliaryreservoirs to be simultaneously refilled along the train, and the amountof air that will be fed per second through apassage of I any given size depends upon the head of pressure forcing the air through said. passage; hence, in order to feed a full supply .Without danger of accidentally releasing the brakes, both the capacityof the feed-port and the head of pressure feeding tln-ouglsitshould be capable of regu'lation.- With the dilfere'ntial regulating valve N applied as described,

both of these objects are attained, the valve automatically adjusting the capacity of the feed-passage at the engine to the capacity of thefaggregate number of refilling-ports in operation along the train, and thehead of pressure being rendered uniform whether the difference between the train-pipepressure and main-reservoir pressure be great or little;

' In case any or all of -the three regulating- 'lead to the several rcgulating valves, and ad- ,j-ust within the casing a conical cock A provided with a handle A, and having a segmental valve-surfaceA adapted to close any too . s valves should accidentally get out of order,

IIO

one of the four ports, leaving the other three open,' or to stand between two of the ports when in its normalposition,leaving them all open, as shown in the drawings. A cock '2' s placed in the pipe R for adjusting the capacity of the feed'passage.

, Having thus described my several improvements, what -I claim asnew, and desire to se cure by Letters Patent, is as follows:

1. Ina railway-air-brake system, incom binatioh with the main reservoir, train-pipe, connecting-passage, and engineers valve, a limiting-valve actuated by'variatien-s of train;

pipe pressure independently of, the pressure v in the main reservoir, and so arranged that the superior force of the latter pressure tends stant-ially .as described.

, to hold the valve to its seat when closed, sub- 2."In a railway-air-brake system, thecour bination or the main .reservoir, train-pipe,

connecting-passage, and enginee'rs val'vewith a valve-seat hav ng a suitable port or ports which, when open, vent air from the main reservoir to the train-pipe, a valve interposed between said valve-seat'and the main-reservoir, and so constructed and arranged with relationto its port or ports that the main-reservoir pressure tends to hold itato its seat when closed, a diaphragm actuated by train- H l pressure against the resistance of a alve,- wh ereby the latter is actuated t-ions of train-pipe pressureacting I upon the diaphragm, substantially as de-.

In a rallway-air-brake system, the com-. b natlon of a main reservoir. and. train-pipe with a connecting-passage controlled bythe engineers valve, an'dwith a limiting-val ve -de ,vice consisting of a diaphragm, valve, and

spring, said spring being supplemented in. its

action by fluid-pressure independentof the main-reservoir pressure, combined and oper-- ating substantially as described, whereby the spring, aided by its coacting fluid-pressure, tends to hold the valve-port open, and the train-pipe pressure at a predetermined limit above said coacting fluid-pressure closes it. 1

4. In a ra ilway-air-brake system, the combination of the main reservoir, train-pipe,

connecting-passages, engineers valve, and

auxiliary. reservoir with a limitingwalve device consisting of a diaphragm, spring, valve,

- and air-passage from .an auxiliary reservoir, wh ch 1s independent in'its pressure fromthe .main air-reseiwoir to the back of the diaphragm, combined and operating substantially as described, whereby the springand auxiliary reservoir pressure coact to hold the valve-port normally open and the train-pipepressure at a predetermined limit above the auxiliary-reservoir pressure closes it. 1

- i 5. "In a fluid pressure-brake systennthe combination of the engineersvalve with a differential valve governed by the p'ressure of the auxiliary reservoir of one of thmbrake mechanisms, substantially as and to r the purposes described'.

6. In a fluid-pressure-brake system, the combination, with the train-pipe or other air-receptacle the pressure of wl'iich to be regir' lated, of a separate air-chamber and a diaphra'g nl interposed between them and actuated in opposite directions "by the two fluid pressures, a passage communicating with the train-pipe or air-receptacle the pressure in "which is to'be regulated,- an engineefis valve to open and close said passage at will, a valve controlled by said diaphragm to automatig, and a connection from the diaphragm.

cally governsaid passage when it is opened by the engineers valve, and a spring to aid one of said pressures in holding the valve-port openagainstthe opposition of the other,substantia-lly as described.

7.111 a fiuid-pressn re-brake system, the combination, with the train-pipe or other air-receptacle the pressure in which is'to be regn-' lated, of a separate air-chamber the pressure in which corresponds to the pressure in the auxiliary reservoirs of the brake mechanism, and-a diaphragm interposed between them and actuated in opposite directions by the twov fluid-pressures,i a; passage communicating with the train pipe or air-receptacle the pressure in. which is to be regulated,'. 'tn engi-' neers valve to open and close said passage at will, a valvecontrolled by said.- diaphragm.

to automatically govern'said passage when it is opened by the engineers valve, and a spring to aid one of said pressures vin holding the" valve-port open against the opposition of the other, substantially as described.

8. In a fluid-pressure-brake system having governing-valves provided or combined. with refilling-passagesto permitthe refilling of the auxiliary reservoirs from tlie-ti-aili pipe while .the. brakes are set without releasing them,

the combination. of the main reservoir and train-pipe'with a feed-passage leading from the auxiliary reservoirs from the train-pipe while the brakes are set without releasing them, the combination of 3 the following elements, viz: a feed-passage leading-from the source of fluid-pressure to the train-pipe, an engineers valve to open and close said feedpassage at will, and meansfor limiting the head of feed-pressure to" a predetermined amount above the train-pipe pressure, substantially as described. 1 1

Y '10. In afluid-pressure-brake-systemhaving governing-valves provided or combined with refilling-passages 101581111) the refilling of the auxiliary reservoirs from the-train-pipe.

while the brakes are set without" releasing them, the combination of the following ele- 'ments, viz: a feed-passage leading from the source or fluid-pressure to the train-pipe, an

engineers valve to open and close said feedpassage at will, moansfor independently ad- 'justing the capacity of the feed-passage, and

means for limiting the head of feed-pressure to a predetermined amount above the trainpipe prcssu re, substantially as described.

11. In a fluiii-presslire-brakesystem, the

combination of the train-'-pipe'\\-'-ith. an expansion chamber arranged between the engineers valve and the governing-valves, and

If located at or near the engineers valve, subi-stanhally as and for the purpose described.

' In a railway-air-brake system, the combination of a way-cock and its casing adapted to be arranged at or beneath the floor of the cab, with a tubular standard extending upward from the engineers valve-casingan operating-shatt extending upward from the Way- 'cock through the tubular standard and pro-" .f-bination of a way-cock, a curved indicating plate or rim, a handle so arranged as to leave the upper surface of the plate or rim entirely -e' posed, and a retaining spring engaging arr-1th the inner or concave edge of the plate or rim to retain the handle in its several positions, substantially as described.

14. In a railwayraii brake' system, the combination of a way-cock casing, a tubular standardenlarged at its lower end to screw into .the top of the'casing, a screw or pin to retain the standard in proper relation to the casing, f

a way-cock arranged in the casing, a shaft extending up from the engineers valve and provided with a handle, acurved plate extending from the standard upover the top of the shaft and held in roper relation to the standard by a screw or pin, a screw extending through the curved plate and bearing downward upon the upper end of the shaft, and an indicating-plate or retainingspring, substantially as described. V

15. In a railWay-air-brake system provided -w ith means for applying the auxiliary-reservoir pressurelof the tender to regulate the flow of air to or from the train-pipe at the engine, the combination of the brake-applying rods and levers of the tender with a spring to reduce the eiteotive force of the air-pressure upon the brakes, substantially as and for the purposes described.

' 1 3. In arailway-air-blfake system provided with means for applying'the auxiliary-reser- -voir pressure of the tender to regulate the *flow of air to or from the train-pipe at the engine, the combination of a pipe leading from said auxiliary reservoir, a valve-casin g connected to said pipe, branch pipes or passages leading from said valve-casing to the regulating devices, and a cock arranged in said casing adapted to open all the pipes andpassages communicating with the casing, or to 5 6e close any one of them and leave the others open, substantially as described.

17'. 'In a railway-air-brake system, the combination of a valve-casing having a tapering internal chamber circular in cross-section, a pipe A, leading from the auxiliary reservoir of the tender to said chamber, branch pipes or'passages leading from said cliamber to described.

ure in the auxiliary reservoirs along the train,

and provided with a valve controlled by a piston or diaphragm for automatically limiting the extent of such variation, the hereindescribed method of governing the action of said valve, consisting, essentially, in subject ing said piston or diaphragm on one side to an air-pressu re Whose variations substantially coincide with those of the train-pipe and on the other side to an air-pressure whose varia" tions substantially coincide with those of the auxiliary reservoirs along the train.

19. In an engineers brake-valve, the combination of a piston or diaphragm and a connected discharge-valve controlling the exhaust'of air from a brake-pipe, said piston or diaphragm being adapted to close the discharge-valve by a disturbance of equilibrium of pressure to a predetermined extent on its opposite sides and to open and maintain the opening of the discharge-valve by a restoration of such equilibrium, whereby, when the engineers valve is opened, the flow of air from the brakepipe is automatically regulated, substantially as described.

20. In an engineers brake-valve, the combination of a piston or diaphragm and a connected supply-valve controlling the supply of air from the main reservoir to the brake-pipe, said piston or diaphragm being adapted to close the supply-valve by a disturbance of equilibrium of pressure to a predetermined extent on its opposite sides and to open and maintain the opening of the supply-valve by restoration of such equilibrium,whereby,when the engineers valve is opened to the reservoir-port, the flow of air into the brake-pipe is automatically regulated, substantially as de- 21. In a railway-air-brake system, the combination of a brake-pipe or other'air-receptacle whose pressure is to be reduced, an exhaust-passage therefrom controlled at one point by a hand-valve and at another point by an automatic valve, and a piston or diaphragm connected to the automatic valve and adapted to close the same by a disturbance of equilibrium of pressure to a predetermined extent on its opposite sides and to open and maintain the opening of the same by a restoration of such equilibrium, wherebymhen the en gineers valve is opened, the How of air from the brake-pipe is automatically regulated, substantially as described.

:22. In a.railway'air-brake system, the combination of a brakepipe or other air-recap 'taele whose pressure is to be increased, a sup- I re ply-passage leading from the main reservoir to said brake-pipe or receptacle, controlled at one point by a hand-valve and at another v point by an automatic valve, and a piston or 5 diaphragm connected tothe automatic valve and adapted to close the same by a disturbance of equilibrium of pressure to a predetermined extent on its opposite sides and to open and maintain the opening of the same [0 by a rest-oration of such equilibrium,whereby,

when the engineers valve is opened to the valve, said piston or diaphragm being adapted to close the discharge-valve by a disturbance of equilibrium of pressure on its opposite sides sufiicient to enable it to overcome the resist-ance of the spring and to permit the spring '2 5 to open and maintain the opening of the discharge-valve upon the restoration of such equilibrium, substantially as described.

24. In an engineers brake-valve, the combination of a piston or diaphragm anda con- 0 nected supply-valve controlling the supply of air from the main reservoir to the brakepipe, with a spring to oppose the closing of the valve, said piston or diaphragm being adapted to close the supply-valve by a dis- 3 5 turbance of equilibrium of pressure on its 0pposite sides suflicient to enable it to, overcome the resistance of the spring and to permit the spring to open and maintain the opening of the supply-valve upon the restoration 40 of such equilibrium, substantially as described.

25. In a railway-'airwbrake system, the combination of a brake-pipe or other air receptacle whose pressure is to be reduced, an exhaust-passage therefrom controlled at one a point by a hand-valve and at another point.

by an automatic valve, and a piston or diaphragm connected to the automatic valve, with a spring to resist the closing of said valve, said piston or diaphragm being adapted to close the automatic valve bya disturbance of equilibrium of pressure on its opposite sides sutficient to enableit toovercome the resistance of the spring and to permit the spring to open and maintain the opening of said valve upon the restoration of such equilibrium, substantially as described.

26. In a railway-air-brake system, the combinationof a brake-pipe or other air-recepta- 50 cle whose pressure is to be increased, a supplypassage leading from the main reservoir to said brake-pipe or receptacle, controlled at one point by a hand-valve and at another point by an automatic valve, and a piston or diaphragm connected to the automatic valve, with a sprin g to resist the closing of said valve, said piston or diaphragm being adapted to close the automatic v-alve by a disturbance of equilibrium of pressure on its opposite sides sufficient to enable it to overcome the resistance of the spring and to permi the spring to open and maintain the opening of said valve upon thegestoration of such equilibrium, substantial y as described.

27. In an engineers brake-valve, the combination of an automatic discharge-valve controlling the exhaust of air from a brake-pipe I v or other air-receptacle whose pressure is to be reduced, a piston or diaphragm connected to said valve, adapted to close the same by a disturbance of equilibrium of pressure .to a predetermined extent on its opposite sides and to open and maintainthe opening of the same by a, restoration of such equilibrium, and a valve actuated by-hand for efiecting an exhaust of air through the passage controlled by the automatic valve at one side of the piston or diaphragm, and forcausing by the same movement a slower exhaust of the air at the opposite side of the piston or diaphragm, substantially as described, whereby, when the hand-actuated valve is open, the automatic valve is so controlled by the two varying air-pressures as to initially permit the one to reduce to the predetermined extent below the other, and then to allow both to reduce together without any substantialdist-urbance of the diiference thus initially es-..

.tablished. I

28. In an engineers brake-valve, the combination of an automatic supply-valve controlling the admission of air from the main reservoir to a brake-pipe or other air-receptacle'whose pressure is to be increased, a piston or diaphragm connected to said valve, adapted to close the same by a. disturbance of equilibrium of pressure to a predetermined extent on its opposite sides and to open and maintain the opening of the same by a restoration'of such equilibrium, and a valve actuated by hand for effecting an increase of pressure through the passage controlled-byv the automatic valve at one sideof thepistonor diaphragm, and for causing by the same movement a slower increase of pressure at the opposite side of the piston or diaphragm, substantially as described, whereby, when the hand-actuated valve is open, the automatic valve is so controlled by the two varymg air-pressures as to initially permit the one to rise to the predeterminedv extent'above the other, and then to allow both to rise; together without any substantial disturbance ofythe 'difierence thus. initially established.

29. In a railway-air-brake system, the combination of a brake-pipe or other air-recep-. tacle whose pressure is to be reduced,'an exhaust-passage therefrom controlled at one point by a hand-valve and at another point by an automatic valve, a spring to resist the closing of the automatic valve, a piston or diaphragm connected to the automatic valve,

adapted to close the same. by a disturbance of equilibrium of pressure 'on' its opposite

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