US445254A

US445254A - Fluid-graduating device

Info

Publication number: US445254A
Authority: US
Publication date: 1891-01-27
Anticipated expiration: 1908-01-27

Description

(No Model.) 4 SheetsSheet 1."

W. P. RICHARDS.

FLUID GRADUATING DEVICE.

No. 445,254. Patented Jan. 27,1891.

l6 w 20 26 22 2s 2s 18 WITNESSES: I INVENTOI? dd y fgwga/ ATTOHN S.

4 Sheets-Sheet 2.

(No Model.)

W. F. RICHARDS.

FLUID GRADUATING DEVIOE.

m VE/VTOR Arm/M575.

we noumssarins 00., wonumd, wmu-mox, u. c.

(No Model.) 4 Sheets-Sheet 3. W. F. RICHARDS.

FLUID GRADUATING DEVICE. I No. 445,254. Patented Jan. 27,1891.

IS Q |7 ATTOI? my me NORRIS PETERS cm, moTom-mm, WASHINGYDN, n c,

(No Model.) 4 Sheets-Sheet 4.

W. F. RICHARDS.

FLUID GRADUATING DEVICE.

No. 445,254. Patented Jan. 2'7, 1891.

WITNESSES: INVENTOI? 2w 6 w v BY 54;, ATTORNEYJ.

NlTE rATns PATENT OFFI E.

'WILLARD F. RICHARDS, OF PITTSBURG, PENNSYLVANIA.

FLUID-=GRADUATING DEVICE.

SPECIFICATION forming part of Letters Patent No. 445,254, dated January 27, 1891.

Application filed April 24, 1890. Serial No. 349,228- (No model.)

To (all whom it may concern.-

Be it known that I, WILLARD F. RICHARDS, a citizen of the United States,and a resident of Pittsburg, county of Allegheny, and State of Pennsylvania, have invented certain new and useful Improvements in Fluid-Graduating Devices, of which the following is a specification, the principle of the invention being herein explained, and the best mode in which I have contemplated applying that principle so as to distinguish it from other inventions.

My invention has for its object the construction of a valve applicable to brake-cylinders on railroad-cars and analogous purposes, whereby the air or other fluid admitted to said cylinders and the power generated from or through them to the brakes can be regulated or graduated as to its amount or force, and thereby the applied power of the brake be controlled or graduated.

As is well known, a brake or system of brakes adequate to hold in check an empty freightcar, for example, may be an inadequate power to properly check or brake a loaded car; or, if abrahe or system of brakes applied to a car is constructed of sufficient power properly to check and brake a heavilyloaded car, then it will be of too great power to be economically applied to the same car when empty, as itwill bind the wheels too tightly and cause them to skid on the rails and wear flat on their peripheries.

Referring to the drawings, Figure l. is a lon gitudinal section taken through the valvecasing, showing the graduating-valves and connections as they appear when air is entering to the brake-cylinder. Fig. 2 is an end elevation, partly in section, of the same parts shown in Fig. 1. Fig. 3 is a longitudinal section through the valve-casing, showing the position of the graduating-valve when the brakes are just released and air is passing from the brake-cylinder out of the supplypipe. Fig. 4 is a longitudinal elevation of a car fitted with my improved air-graduating valve, certain portions of the car being shown in section to more adequately illustrate the connecting mechanism. Fig. 5 isaplan view of the bottom of the car shown in the preceding figure. Fig. 6 is an enlarged view of the valve-piston, representing the same position as shown in Fig. 1. Fig. 7 is an enlarged view of the valve-piston with the valve 16 seated and valve 18 open, as shown in Fi 3. Fig. 8 is a longitudinal detail elevation of a modified form of lever and fulcrum. Fig. 9 is an end view of the parts shown in Fig. 8. Fig. 10 is a sectional view taken on the line C D of Fig. 8 and in the direction indicated by the arrow. Fig. 11 is a sectional view of the parts shown in Fig. 8, taken on the line A B of said figure and in the direction indicated by the arrow.

Referring to Figs. 1, 2, and 3, 1 is a valvecase containing a movable fulcrum 2, provided with tooth 2-}, and mounted loosely on rod 3 and held in position on said rod by

springs

4 and 5, which respectively have hearing on opposite sides of said fulcrum in the plane of its movements.

Collars

6 and 7, secured to rod 3, hold the respective springs in position. The object of said spring is to prevent the vertical movement of the car on its springs from moving fulcrum 2 when the brakes are applied.

Rod 10, Fig. l, is pivotally secured at its lower portion to spring-plank 27, or any other suitable member of the car-truck. which receives no motion from the car-truck spring, and may be termed a fixed support-i. e., fixed relatively to the car itself. Said springplank is rigid with the car-truck, and hence receives no motion from the varying load of the car, and it is in this sense that the term fixed support is used. tremity said rod is pivoted to the pivotal bellcrank 9 that is secured to the car-body, and which transmits the load movements of the car to a movement substantially at right angles thereto. Connecting-rod S has its respective extremities secured to said bell-crank and rod Returning to Figs. 1, 2, and S, a lever 11 is provided with notches 11%, and also with pin 12, that moves freely in slot 13 in case 1. Connected to one end of lever 11 is a piston 14, that is of greater area than valve-piston 15, that is secured to the opposite extremity of said lever. Said valve-piston has attached to it a cut-off valve 16, and also a cage 17, containing an exhaust-valve 18, that is normally held to its seat by a spring of ordinary construction. Valve 16 has a seat at 21, and valve 18 at 26. An air-pipe 20 is connected At its upper ex with the notches of lever 11.

with case 1, and leading therefrom is passage 22, that connects with pipe 23, which latter leads to the brake-cylinder 24. Passage 25 is also connected with passage 22, and leads,

thence to the under side of piston 14:.

The operation of my device is as follows: hen the brakes are applied, through any suitable valves onengine and under the car, air enters bypipe 20 from reservoir 19 at any variable pressure, and passes to the under side of

valves

16 and 18, lifting both, opening the former and closing the latter. The air then enters passage 22, and thence through pipe 23 to brake-cylinder 24:, from which it applies the brakes by means of the ordinary combined levers, brake-beams, and shoes; also air passes at the same time through passage 25 to the under side of piston 14, and the fulcrum and one of the notches of lever 11 engage, according as the weight of the load has moved the fulcrum one way or the other. Piston 14, having greater surface area than piston 15, will force said latter piston down and close valve 16, thereby cutting off air and limiting pressure in the brake-cylinder in proportion to such restriction of the air, thereby reducing the braking-power, which in this manner is shown to be controlled by the position of the fulcrum in its engagement The variation of the load in the car, shifting the fulcrum from one notch of the lever to the other in the engagement of said parts, increases or diminishes the lifting-power of piston 14: to depress piston 15 and close valve 16, and in this manner the amount of pressure of air passing from pipe 20 to pipe 23 and to the brake-cylinder 2% is regulated or graduated. Fulcrum 2 follows thelongitudinal movement of rod 3, as rod 3 is moved by rod 8 and bell-crank 9, under the influence of the load. As theload of the car increases, rod 3, with the fulcrum, moves to the right hand, as seen at the front end or right hand of the car in Fig. 4, and toward the left hand at the rear end of the car, as seen in the same figure of the drawings. This shifting of the fulcrum by the shifting of rod 3, relatively to the different notches of lever 11, is what fixes the ability of piston 14 to control piston 15 and valve 16- that is to say, when the brakes are applied and fulcrum 2 is in engagement with one of the notches of lever 11 nearest the central point of said lever, then air is cut off more tardily from cylinder 24 and the brakes than as though the fulcrum was in engagement with one of the notches of the lever farther away from its middle point. The surplus area of piston 14 over that of piston 15 enables it in all cases to control said piston 15 and seat-valve 16 by whatever notch the fulcrum is in engagement with the lever, although the amount of time requisite for piston 14 so to do is dependent upon t-helocation of the fulcrum relatively to the central point of the lever. should be sufficiently greater than the circum- The surface area of piston let ferential area of piston 15 to insure its ability always to seat valve 16 and to keep it firmly seated against all counteracting tendencies that might cause it to jump from its seat, and especially if there should be any leakage in cylinder 24. Valve 16 will remain seated until the pressure in cylinder 2: c is reduced by excessive leakage or the position of fulcrum on lever 11 is changed, when it would lift from its seat and admit air enough to cause piston 14 to again reseat it.

To describe somewhat more in detail the operation of my device, suppose that the car is fully loaded and brakes are all applied. Fulcrum 2 will then normally be in engagement with lever 11 by a notch slightly to the right hand of the central point 2 of said lever, and through its diminished leverage the relatively low power of piston 14: is about entirely overcome by the resisting-power of piston 15, and a full current of air flows through

passages

22 and 23 to the brake-cylinder 24:, causing the brakes to be applied to their extreme point of efficiency. Then, if the carload be diminished, say, one-fourth, fulcrum 2 moves correspondingly to the left relatively to the center pointof lever 11, and as these parts are in engagement, then piston 1% has gained an increase of power against piston 15 one-fourth, and said piston 14 operates piston 15 in the same proportion the more quickly, shutting down valve 16 and so cutting off or restricting in the same proportion the amount of air admitted to the brake-cylinder, and so in the same proportion reducing the braking efficiency of the brakes. Then,further, if the load be diminished another one-fourth, rod 3 with its attached fulcrum moves still farther to the left or away from the central point of lever 11, affording piston 14 still another corresponding increase of power against piston 15, (when the brakes are applied,) and valve 16 is shut down or seated correspondingly quicker than before, and in the same proportion the amount or force of air operating the brakes is reduced.

As each end of the car is supplied with one of my devices, the effect of one of them on one end of the car will differ in amount from the eifect of the one 011 the other end of the car in proportion as the load at one end of the car differs in amount from that on the other end of the car; also, when the brakes are released and valve 16 is seated, as shown in Figs. 3 and 7, air is exhausted from pipe 20, and pressure under exhaust-valve 18 being thereby releasedflthe retreating air from cylinder 24 will force down said valve 18 from its seat, thereby opening outward passage for that when the fulcrum and lever engage with each other the grip of the jaw upon the wedgeshaped edge of the lever is very tight, affording an intense degree of friction to operate against any tendency of lateral displacement of the fulcrum underthe jolts of the car when brakes are applied, which contrivance I consideras productive of a finer graduation than even that of the notches.

The foregoing description and accompanying drawings set forth in detail mechanism embodying my invention. Change may be made therein provided the principles of construction respectively recited in the following claims are employed.

I therefore particularly point out and distinctly claim as my invention 1. In a fluid-pressure brake, the combination of a shiftable fulcrum controlled in its position by the load depression of the vehicle-body, a fulcrumlevcr operating by contact with said shiftable fulcrum, and a differential-valve mechanism operatively connected to the fulcrum-lever and serving to tilt the latter and thus graduate the effective brake-pressure, substantially as set forth.

2. In a fluid-pressure brake, the combination of a shiftable fulcrum controlled in its position by the load depression of the vehicle-body, a ftllCllll'H-lBVGI operating by contact with said shiftable fulcrum but separate therefrom, and a differential-valve mechanism operatively connected with said lever and serving to move the latter into and out of contact with the fulcrum and to tilt the lever and thus graduate the effective brake-pressure, substantially as set forth.

3. In a fluid-pressure brake, the combination of a shiftable fulcrum retained in normal position by sprin g-pressu re and shifted by the load depression of the vehicle-body, of a fulcrumlever operating by contact with the fulcrum, and a differential-valve mechanism operatively connected with the lever and serving to tilt the latter and thus graduate the effective brake-pressure, substantially as described.

4. In a fluid-brake mechanism, the combination, with a train-pipe, an auxiliary reservoir communicating therewith, and a brakecylinder also communicating with said pipe, of a shiftable fulcrum controlled in its position by the load depression of the car-body, a fulcrum-lever operating by contact with said fulcrum, and a differential-valve mechanism in communication with the reservoir and brake-cylinder and operatively connected to the said lever so as to tilt the same and thus graduate the fluid braking pressure, substantially as described.

5. In a fluid-brake mechanism, a shiftable fulcrum mounted upon the car-body and operatively connected to a stationary portion of the truck, in combination with a fulcrum-lever operating by contact with said fulcrum, and a differential-valve mechanism the opposing members of which are operativelyconnected to opposite ends of said lever, said Valve mechanism serving to tilt said lever and thus graduate the effective brake-pressure, substantially as set forth.

6. In a fluid-brake mechanism, the combination of a shiftable fulcrum mounted upon the car-body and controlled in its position by the load depression of the vehicle-body, a fulcrum-lever operating by contact with said fulcrum, piston-valves of different areas operatively connected to opposite ends of the lever, and an exhaustvalve carried by the valvepiston of lesser area, substantially as set forth.

7. In an attachment for fluid-brakes, the combination of a casing having valve-chambers of different areas communicating with each other and provided with ports for communication with the fluid-cylinders, a fluidbrake mechanism, valves of different areas located in said chambers, a lever operatively connecting said valves, and a shiftable fulcrum located within said casing and in proximity to said lever, substantially as set forth.

8. In a fluid-graduating device, the combination of a supporting-body movable under variations of load, an adjustable springpressed fulcrum connected with said supporting-body, and alever adapted to engage with said fulcrum, substantially as set forth.

9. In a fluid-graduating device, the combination of a car-body movable under variations of load, a fixed support connected to said car-body, a pivotal bell-crank connected to said ear and said fixed support, a movable fulcrum also connected with said bell-crank, and a lever adapted to engage with said fulcrum and carrying on one extremity a valve and on its opposite extremity a piston, said valve controlling opening of a fluid-passage that is in connection with said piston, substantially as set forth.

10. In a fluid-graduating device, the combination of a car movable under variations of load, a fulcrum connected therewith and spring-pressed in the plane of its movements, said fulcrum provided with a tooth portion, and a lever provided with a series of notches with which said fulcrum is adapted to engage, substantially as set forth.

ll. In a fluid-graduating device, the combination of a car-body movable under variations of load, a fixed support connected with said car, a pivotal bell-crank secured to said car and connected with said fixed support, whereby it is moved with the load movements of the car, a fulcrum, a rod connected with said bell-crank and on which said fulcrum has bearing, springs located on either side of said fulcrum and in engagement with it, alever adapted to engage with said fulcrum, a valve-piston connected to one extremity of said lever, and a second piston of greater area than said valve-piston connected to the opposite extremity of said lever, said valvepiston controlling communication with a fluid-passage leading to said piston of greater area, substantially as set forth.

12. In a fluid-graduating device, the combination of a supporting-body movable under variations of load, a fulcrum connected with said supporting-body and adjustable longitudinally thereon, a lever adapted to engage with saidfulcrum, a piston attached to each end of said lever, one of said pistons being of greater area than the other, a fluidpassage connecting said piston-cylinders, a cage structurally connected with one of said pistons, and a valve located in said cage and adapted to operate both said pistons, substantially as set forth. W

13. In a fluid-graduating device, the combination of a supporting-body movable under variations of load, a fulcrum connected with said supporting-body and adjustable relative thereto by the load movements of said body, a lever adapted to engage with said fulcrum,

a piston attached to each end of said lever, one of said pistons being of greater circumferential area than the other, said piston-cylinders being connected by a fluid-passage, and a hollow cage structurally connected with one of said pistons and having a spring-pressed exhaust-valve adapted to be controlled by said pistons in their positive movements and controlling them in its open position, substantially as set forth.

In testimony that I claim the foregoing to be my invention I have hereunto set my hand this 21stday of April, A. D. 1890.

\VILLARD F. RICHARDS.

Witnesses:

EDWD. B. CLARK, F. O. VAN GoRDER.