US439528A - Frank lansberg - Google Patents

Description

(No Model.) 1f F. LANSBERG.

AIR BRAKE.

No. 439,528. Patented 001;. 28, 1890.

MIV/

VAI/[1711107] UNITED STATES PATENT OFFICE.

FRANK LANSBERG, OF ST. LOUIS, MISSOURI, ASSIGNOR TO THE IIANSBERG BRAKE COMPANY, OF SAME PLACE.

AIR-BRAKE.

SPECIFICATION forming part of' Letters Patent No. 439,528, dated October 28, 1890.

Application tiled June 16,1890. Serial No. 355,568. (No model.)

To all whom t may concern.-

Be it known that I, FRANK LANSBERG, of the city of St. Louis, in the State of Missouri, have invented a certain new and useful Improvement in Air-Brakes, ot' which the following is a full, clear, and exact description, reference being had to the accompanying drawings, forming part of this speciiication.

My invention relates to that class of airbrakes wherein the air is admitted from the auxilary reservoir to the brake-cylinder for service stops, and wherein a greater reduction of air in the train-pipe than is necessary for service stops permits an increased pressure of air in the brake-cylinder for emergency stops.

Myinvention consists in features of novelty hereinafter fully described, and pointed out in the claims.

Figure I is a vertical sectional view showing the piston-valve in its upper position admitting air to the auxiliary reservoir. Fig. II is a detail View of the slide-valve. Fig. III is a detail sectional view, hereinafter described. Fig. IV is a detail view of the piston-valve, showing the face of the valve secured to it, as hereinafter described; and Fig. V is a detail section on the line V V, Fig. IV.

Referring to the drawings, 1 represents a portion of the train pipe communicating through a port 2 with a piston-valve chamber 3.

4 represents the pipe leading to the auxiliary reservoir, and 5 the pipe leading to the brake-cylinder.

6 is a valve-chamber leading from the chamber 3 to the pipe 4 of the auxiliary reservoir, and in this chamber is located a slide-valve 7, preferably of the form shown in Fig. II. The chamber G is round in cross-section, and the valve being ilat on two of its sides permits the passage of the airfrom the chamber 3 through the chamber G. The valve 7 is provided with a groove 8 at its back to receive the inner end of a plug 9, by which the valve is held from turning in the port. The plug 9 is heldin an opening 10 of the housing by means of a nut or screw-cap 11, between which and the plug a spring 12 is placed, which serves to keep the face of the valve up snugly against the wall of the chamber G. The valve 7 has a notch 13 on the front or face side of its upper end, and it is provided with a port 14, extending from its face in an inwardly direction to about its center, from where it extends in a downwardly direction a short distance, (see Figs. I and II,) and then in an outwardly direction through the side of the Valve. In this chamber there is a seat 15 to receive the conical upper end of a stem 16, having a shoulder 17 just beneath the valve 7, and below this shoulder the stem has secured to it a piston-valve 18, fitting and working in the chamber 3. The stem 16 is secured to the valve 7 by means of a transverse key 19. But a slight movement of the stem within the valve is permitted by making the opening in the stem through which the key passes larger than thekeyin a vertical direction, or of course the opening through the stem might be the same size as the key, and the opening in the valve through which the key passes made larger in a vertical direction than the key.

At the lower end of the chamber 6 is a seat 20, against which bears a conical portion 21 on the upper face of the piston-valve 18. This portion 21 of the valve 1S has a notch or groove 22, and by this portion 21 the valve 18 is prevented from coming quite against the upper end or surface of the chamber, leaving a space 23 between the upper face of the valve 18 and the upper end of the chamber.

24 represents a small groove or port in the upper portion of the side of the chamber, through which when the valve is raised the air passes from the train-pipe into the chamber 3, and escaping through the notch or groove 22 enters the chamber 6 and passes to the auxiliary reservoir, as shown by the arrows in Fig. 1.

The part-s thus far described form no part of my present invention, and are the same as the corresponding parts of my application iiled April 2G, 1890, Serial No. 346,642.

25 represents a passage forming a communication between the chamber 3 and pipe 5. In this passage there is located a check-valve 26, having a seat 27, and the function of which is to prevent the air in the cylinder-pipe from IOO .passing to the chamber 3, while not preventing the passage of the air from the chamber to the brake-pipe when an emergency stop is being made.

28 represents a projection on the pistonvalve 18. This proj ection is preferably formed on the under side of the valve 18, and is adapted to control the opening 29, leading from the chamber 3 into the passage 25. The

face of the projection 28 neXt to the wall of the chamber 3 may be made to conform to the contour or bore of the chamber, so as to produce in itself a valve controlling the opening 29; but I prefer to locate the projection 28 back a short distance from the edge of the valve 18 and to place between the projection and the wall of the chamber a bearing piece or block 80, which is suitably held to the projection and against the face of the chamber, springs 31 being preferablyemployed to hold the block or piece against the face of the chamber and compensate for wear, the springs being held in openings made in the projection 28 by means of plugs 32. (See Fig. III.) At the upper end of the projection 28 there is an opening 33, and if the block or piece 30 is used a like opening 34 would be made therein.

The operation is vas follows: Supposing the train tobe running. The airin the train-pipe will keep the piston-valve 18 in its upper position, and the air will pass through the port or groove 24, through the space 23, through the notch or groove 22, and through the chamber 6, around thevalve 7 to the auxiliary reservoir. Now suppose a service stop is to be made. The air is reduced in the train-pipe, say, three pounds to the square inch, and the piston-valve 18 descends, closing the port 24 and moving the valve 7 down with it as soon as the lost motion of the opening through which the key 19 passes is taken up. The lost motion between the key 19 and stem 16 just referred to permitsthe said stem 16 to descend a short distance independently of the valve 7 and remove its conical upper end from the seat 15, thus opening the port 14. As soonas the valve 7 descends far enough for the port 14 to come opposite or register with a port 40 leading to the passage 25, the air passes from the auxiliary reservoir to the brake-cylinder, through the ports 14 and 40, and through the passage25 to the brake-cylinder, thus ap- -plying the brakes. To release the brakes, the air is admitted to the train-pipe again, and the piston-valve and the valve 7 rise to their normal position, as shown in Fig. I, when the air will exhaust from the brake-cylinder and passage 5 through the valve-cavity 41 and the exhaust-port 41:2 The reduction of the air for a service stop is not sufiicient to permit the valve 18 to descend far enough for the opening or passage 33 to come opposite the opening or passage 29,y so that a direct connection between the train-pipe 1 and the passage 25 is not permitted when a service stop is being made. 4

In case an emergency stop is to be made the air in the train-pipe is reduced more than is necessary for a service stop and the pistonvalve 18 drops -farther than it did for the service stop, and the opening or passage 33 is brought opposite the opening or passage 29, and, as Will be plainly seen, a direct communication will be made between the train-pipe and the brake-'cylinder through Vthe passage 25, and thus by means of a very cheap and durable construction I am enabled to establish a direct communication between the trainpipe and brake-cylinder and produce a most eiiective emergency stop.

I claim as my invention- 1. In an air-brake, the combination of a train-pipe, a valve, a chamber in which said valve Works, a passage forming a communication between said chamber and the brakecylinder pipe, and a projection closing said passage when the brakes are off and when a service stop is being made on said valve, said projection having an opening adapted to register with an opening leading to said passage when an emergency stop isto be made, substantially as set forth.

2. In an air-brake, the combination of a train-pipe, a valve-chamber, a valve located in said chamber, a passage forminga communication between the chamber and the brakecylinder, a perforated proj ectionon said valve, and a spring-actuated block placed between the projection and the wall of said chamber, substantially as and for the purpose set forth.

3. In an air-brake, the combination of a train-pipe communicating with a valve-chamber, a passage leading to the brakecylinder and communicating with said valve-chamber, a valve located in said chamber, a projection depending from the valve and having an opening or passage, and a block located between the projection and the wall of the valvechamber and having a passage corresponding to the passage of said projection, substantially as and for the purpose set forth.

4. In an air-brake, the combination of a slide-valve for a service stop, a piston-valve controlling said slide-valve, a chamber in which said piston-valve is located, a passage forming a communication between said chamber and the brake-cylinder, and a projection on said piston-valve adapted to close said passage, said projection having an opening or passage which forms a communication between said chamber and said passage when the air in the train-pipe is to be reduced more than is necessary for a service stop substantially as and for the purpose set forth.

FRANK LANsBERG.

In presence of E. S. KNIGHT, THos. KNIGHT.

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