US441432A - Engineer s air-brake valve - Google Patents

Description

(No Model.)

R. E. MARSHALIJIM BNGINBBRS AIR BRAKE VALVE. No. 441,432. Patented Nov. 25.1890.

.HMAH

UNiTED STATES:

PATENT OFFICE.

ROBERT E. MARSHALL, OF VILMINGTON, DELAWARE.

ENGINEERAS AIR-BRAKE VALVE.

SPECIFICATION-forming part of Letters Patent N o. 441,432, dated November 25, 1890.

Application filed May 1, 1890.

To all whom t my concern,.-

Be it known that I, ROBERT E. MARSHALL, of Wilmington, county of New Castle, State of Delaware, have invented a certain new and useful Improvement in Engineers Air-Brake Valves, of which the following is a true and accurate description, reference being had to the drawings, which form a part of this specification. l

My invention relates to the air-brake sys- 'tem of railway-trains, and especially to what is generally known as the engineers brakevalve, my object being to provide a simple and inexpensive brake-valve by which a gradual escape of air from the train-pipe will take place in making service stops and a rapid escape in making emergency stops.

The. nature of my invention will be bestunderstood as described in connection with the drawings, in which it is illustrated, and the novel features which I desire to protect by Letters Patent are hereinafter pointed out in the claim.

`In the drawings, Figure l is a side view of part of a train equipped with the air-brake system; Fig. 2, an elevation of my improved valve with the casing shown in section; Fig. 3, a transverse section through my valve on the line X X of Fig. 2, and Fig. .4 a similar section showing the plug turned in the proper position for making service stops.

A is the locomotive; B, the tender; C, a oar. D is the pump ot' the air-compressor; E, the air-compressor; F, a pipe leading from the compressor to the main reservoir, which is marked G; H, a pipe leading from the main reservoir to the engineers brake-valve I g J, a pipe leading from the brake-valve to the train or brake pipes, (indicated by the letters J J K K indicate couplings in the train-pipe. jj are branches connecting the train-pipe with the auxiliary cylinders L L. All these parts, with the exception of the engineers brakevalve, are of ordinary and well-known construction and are used with the ordinary auxiliary mechanism, brake-cylinders, the., which are not shown in the drawings, as they form no essential part of my present invention, and I may here state that my device is as well adapted for use with what is known as the Westinghouse quick-acting brake as with Serial No. 3,501134. (No model.)

the older and better known types of brake mechanism. A

Referring now to the engineers brake-valve, it consists, as shown, of a casing M, in which are formed ports m m', connecting, respectively, with the train-pipe or a pipe leading to it and with the pipe leading from the main reservoir. A third port m2, is formed in the casing for the exhaust. In the casing a plug N is secured in any convenient way. This plug is provided with a port n, adapted to connect lthe ports m and m in the casing, as shown in Fig. 3. A third port 'n' is formed in the plug and leads into the port n at such an angle that when the plug is turned so that one end of port n will fully register with port m2 the port n will register with the port m, leading to the train-pipe. On the inside 'of port HQI form a small auxiliary port a2. Said port, which when compared with the port n may be called a notch, is arranged so that it will register with the port m leading to the train-pipe, when the end of port n has partially passed the edge of port m2. (See Fig. et.) The top of the plug N, as shown in the drawings, is square at 0, and a handle O is connected with it, as shown in the drawings.

The operation of my device will be at once understood.: The normal position of the plug is .that shown in Fig. 3. The main reservoir and train-pipe being thus connected together, when it is desired to make a service stop the engineer turns the plug N to the position indicated in Fig. 4, causing the auxiliary port n2 to register with the port n and open a passage from the train-pipe to the exhaust-port m2, while at the same time all connection with the main reservoir is cut off. The size of the auxiliary port is such as will permit a properly-graduated escape of air from the trainpipe to eiect an application of the brakes with the ordinary promptness required for service stops. When i or any reason it is desired to make a very quick stop, the engineer turns the plug so that its port n will fully register with the port m, while at the same time the exhaust-port m2 is fully opened. The air then IOO course be indicated to the engineer by any ofthe usual means-notches, apointer,alatch, or any other convenient device.

The chief merit which I claim for my invcntion is its exceeding simplicity of construction, whereby it is at once cheap and less likely to get out of order than the more coinplicated devices heretofore used to effect sim ilar results.

Having now described my invention, what I claim as new, and desire to protect by Letters Patent, is-

In combination with the pipes or conduits leading from the main reservoir of an airbrake apparatus to the train or brake pipe, an engineers brake-valve I, consisting ot' a R. E. MARSHALL. Witnesses'.

LEWIS R. DICK, 'FRANCIS F. CHAMBERS.

Images