US471382A

US471382A - gresham

Info

Publication number: US471382A
Authority: US
Publication date: 1892-03-22
Anticipated expiration: 1909-03-22

Description

6 Sheets-Sheet 1.

(No Model.)

. J. GRESHAM. AUTOMATIC VACUUM BRAKE APPARATUS.

No. 471,382. Patented Mar. 22. 1892.

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6 Sheets-Sheet 2.

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J. GRBSHAM. y AUTOMATIC-VACUUM BRAKE APPARATUS.

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(No Model.) 6 sheets-sheet 3. A y J. GRBSHAM. l AUTOMATIC VACUUM BRAKE APPARATUS.

No; 471,3a2.

PatentedMar. 22v 1892.`

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6 Sheets-Sheet 4.

J. GRESHAM. AUTOMATIC VACUUM BRAKE APPARATUS.

No. 471,382. Patented MULZZ, 1892.

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AUTOMAPIG VACUUM BRAKE APPARATUS.

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(N0 Model.) 6 Sheets-Sheet 6,

J. GRESHAM.

AUTOMATIC VACUUM BRAKE APPARATUS.

No. 471,382. 4 Patented Mar.- 22, 1892.

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lJAMES GRESHAM, OF MANCHESTER, ASSIGNOR TO THE VACUUM BRAKE COMPANY, LIMITED, OF LONDON, ENGLAND.

AUTOMATIC vVACUUM-BRAKE APPARATUS.

SPECIFICATION forming part of Letters Patent No. 471,382, dated March 22, 1892.

Application filed May 26, 1891. Serial No. 394,184. (No model.)

.To all whom it may concern.-

Be it known that I, JAMES GRESHAM, engineer, a subject of the Queen of Great Britain and Ireland, of the rm of Gresham da Craven,Limited, of Craven Iron Vorks, Salford, Manchester, in the county of Lancaster, England, have invented new and useful Improvements in or applicable to Automatic Vacuum-Brake Apparatus, having reference more especially to the ejector and brake-controlling mechanism, of which the following is a specification.

In ordinary automatic vacuum-brake apparatus any water or moisture which may get into the train-pipe (with the atmospheric air which enters by leakage) is quickly educed and passes away through the continuouslyacting ejector, and water or condensed steam which may get into the train-pi pe from steamleakage through the steam-valves and stopvalves or from the chimney of the locomotive is prevented entering the train-pipe when the apparatus is not in use, and (the rules for working being observed) air is admitted to the train-pipe, thus destroying the vacuum. When, however, these rules are not attended to or the apparatushas been neglected or damaged, the valves may becomefleaky, condensed steam or water might then enter the train-pipe when the vacuum is left therein, though such moisture would be speedily removed when the ejector or ejectors is or are properly started to work again-that is, if no ice has been formed, so as to stop the passage of air through the train-pipe; but it should be noted that condensed steam leaking from or past the ejector does not enter the train-pipe and cannot become frozen, so as to block it, if a water-trap be used, as in the ordinary arrangement When properly fitted up. The water collects in the trap and is dischaged when the brakes are fully applied, at which time the air enters the train-pipe and the valve of the trap opens and allows the condensed steam or water to pass away, the valve closing again immediately, a vacuum or partial vacuum is 11e-formed in the train-pipe. in ordinary. ejector mechanism the valve for preventing the admission of air from the small lejector when not in action to the train-pipe is arranged axially, and that for preventing air from passing from the large ejector when not inaction is ahinged flap-valve placed within the casing below the ejectors. These valves are termed stop-valves.

The present invention has for its object an improved arrangement and construction of the parts of the ejector and brake-controlling mechanism with the view, mainly, of guarding against inattention, negligence, or oversight on the part of those in charge of the apparatus.

In carrying out this invention the stopvalves preferably employed are lifting or mushroom valves having seats in the casing above the ejectors, the guiding-stem of each valve being formed in a plug which screws into the upper side of the casing, thus giving easy access to the valves. The passages are so arranged that when both ejectors are in operation the air from the train-pipe first passes through the valve for the small ejector and then through that for the large ejector. Condensed water from any steam which may leak past the steam-valves cannot readily ascend to and pass through stop- Valves thus placed above the ejectors. The screw-plug for thesmall ejector stop-valve contains a ball-valve normally open to the atmosphere, but which is closed by being forced by atmospheric pressure against its seat when the small ejector is at work. When the `small ejector is not at work, the ball-valve is kept by gravity away from its seat, communication between the atmosphere and the space above the stop valve being thus opened. Vhen the ball-valve is open, there can be no vacuum above the stop-valve to draw leakage steam from the steam-valves or from the chimney of the locomotive into the passages communicating with the train-pipe. A pipe is provided to take away any condensed steam from the steam-valve pertaining to the large ejector, so that such condensed steam is discharged before it can ascend to the air-stop valve for the large ejector. The stuffing-box for the steam-valve spindle is screwed into the casing and may be readily inserted or removed. A ball-valve is used in the auxiliary pipe communicating with the brake-cylinders upon the engine and tender (when used) to prevent leakage past the brake-controlling IOO valve from destroying the vacuum in the brake-cylinders. Near this ball-valve there is a screw-plu g valve arranged so that, it" desired, air may be admitted into the brake-cyl inders upon the engine and tender.

When the engine and tender are provided with steam-brakes, the vacuum-brake-controlling and ejector mechanism may be combined with the steam-valves pertaining to such steam-brakes, so that both the automatic vacuum-brakes and the steam-brakes may be simultaneously controlled by one handle. The steam-brake valves may, however, be controlled independently when the large and small ejectors are arranged separately upon the engine.

In the accompanying drawings, Figure 1 is a view, partly in side elevation and partly in section, of the improved ejector mechanism, the section being taken on the line A B in Fig. 2. Fig. 2 is a horizontal section on the line C D in Fig. 1. Fig. 3 is a transverse section on theline E Fin Fig. 2, showingthe hollow arms or webs for enabling air and steam to pass from the annular spaces inside the main casing to the annular spaces round the steam-nozzle of the small ejector. Fig. 4 is a horizontal section on the line G H in Fig. l. Fig. 5 is a vertical section on the line GI-l in Fig. 1. Fig. G is a transverse section on the line I J in Fig. l. Fig. 7 is avertical section on the line K L in Fig. 64 Fig. 8 is a view, partly in end elevation and part-ly in transverse section, showing the combination of the improved ejector mechanism with the valve mechanism for the steambrakes on the engine or engine and tender, the section being taken on the line M N in Fig. 9. Fig. 9 is a corresponding view, partly in plan and partly in horizontal section, the section being taken on the line O P in Fig. 8. Fig. lO is a longitudinal vertical section on the line Q R in Fig. S or Q R' in Fig. 9.

The main casing a of the apparatus is formed in one casting, and is secured by preference in front of the tire-box of the locomomotive-boiler, its long axis being horizontal.

b is the pipe used for conveying exhaust steam and air to the chimney of the locomotive.

c is the pipe for supplying live steam.

The pipe CZ is connected to the trainpipe.

The casing e cX is madetin one casting and serves for both the small ejector and the large ejector. The part e is bored out at one end to receive the steam-nozzle e for the smail ejector and is coned at the other end. A collar e, near the inner end of the steam-nozzle e', fits with a steam-tight joint againsta fian ge in the interior of the casing e, as shown in Fig. 2. The outer end @10 of the steam-nozzle is provided with a screw-thread and screws into the part e. The nozzle e is supplied with air from the annular space e, between the nozzle and the interior of the part c, the air passing through a series of holes in that part of the nozzle between its outer end ci@ and the collar ef. The arms e12 connect the exterior of the part e with the part ex. arms contain two sets of passages, one set for air and the other set for steam. The steampassages are marked @13 in Fig. 3. The exterior of the part eX is turned and made to fit with airtight and steam-tight joints against flanges projecting from the interior of the main casing a. The part eX is screwed into placeby a wrench which fits over the heXagonal part em. The end ot' the main casing a is closed by a screw-cap a. The steam-nozzle f for the large ejector screws into the part eX. There are four annular spaces f2, e2, e7, and f4 between the part eX and the interior of the main casing ct. The space f2 extends round the steam-nozzle f', and is supplied with steam from the passage f3, the communication being controlled by a disk-valve i. The annular space e2 is also supplied with steam from. the passage f3, Figs. 4, 5, and 6, the communication being controlled by a valve e3, the stern of which works in a hole in the end of a spindle e, screwed into the casing, Fig. 5. The spindle e4 is made steamtight by a gland-packing, and is rotated by a handle c5. The steamflows from the annular space e2 through the passages cl3 to the aunular space e, between the interior of the casing e and the small steam-nozzle e. The annular space c7 is in communication with the passage es, Fig. l, which leads indirectly to the train-pipe (l. The annular space f4 is in communication with the passage f5, which also leads indirectly to the train-pipe. The air from the train-pipe d goes by a passage CZ to the cavity d2, Fig. 1, and then past the mushroom-valve dx. The latter has its seat in the casing a. lt is guided by wings on its lower side and by a tlat-sided guiding-stem on its upper side, the guidingsteni working in a hole bored in the cap d3, which is screwed into the main casing a. Thenguiding-stem is made with fiat sides, so that there may be communication between the passages d* and CV. On removing the cap d3 the valve may be taken out. In the screw-cap cl3 there is a passage d, leading from the hole in which the guidingrstem works to a ball-valve g. The latter rolls to and from its seating horizontally, and is retained in position when away from its seating by the end of a screw-pin g. Then away from its seating, as in Fig. l, there is communication between the passage d, and consequently the passage (Z7 and the atmosphere, so that in case of leakage past the valve dx while the ejectors are not working any partial vacuum between the valve dx and the ejectors which would tend to draw leakage, steam, or vapor into the train-pipe is destroyed. When the ejector or ejectors is or are at work, there is a-vacuum or partial vacuum in the passage (Z4. Consequently the valve g is closed and kept closed by atmospheric pressure. The air from the train-pipe (l, which passes the valve dx, goes along the passage (Z7 to the passage es,leading to the annular space e7, Figs.2

These IOO IIO

and 5, whence it flows through passages (similar to passages cl3) in the arms 612 to the annular space en. The mushroom-valve 015 is mounted similarly to the valve 01X, the screw-cap C16 being removable. Air from the train-pipe CZ may after passing the Valve (Z5 enter the passage f5, which communicates with the annular space f4.

Condensedsteam cannot accumulate in the passages in the ej 'ector-casing, as any that may be produced while the small ejector is at work passes through that ejector and is expelled by it. When the ejectors are not working, any condensed steam passes down the drip-pipe 1i, leading from the passage f5, Fig. l. The steam-valve for the large ejector f is a disk 0', having two ports i', Fig. 7, which when turned so as to come opposite the two ports i2, l and 6, allow steam to pass to the large ejector. v The disk 0' is formed with a U-shaped projection 71X, Fig. 7, in the cavity 2 of which the end of the spindle Z4 tits. On the spindle i* is a conical collar Z5, Figs. 2 and 6, which bears against a facing on the inside of the detachable stuffing-box i5, the latter containing a gland and packing for the spindle.- The box i5 is screwed into the main casing a, the joint between the parts being steamtight. The hollow annular disk valve 10 is secured upon the squared outer end of the spindle 'Z4 by ascrew-nut'f. lVhen,therefore, the hollow disk Valve 10 is turned by its handle 10', the spindle Z4, and consequently the steam disk valve 0', are also turned. The seat Z for the disk valve 10 is formed on the main casing a. The handle 10 is provided with a well-known device, by which it isvcaused to remain in the middle or running position, as in Fig. 7, or against either of the'stops 102 and 105: Vhen the handle 10 is against the stop 102, the brakes are oi and when it is against the stop 1i:3 the brakes are on. Consequently the steam disk Valve t' is open when the handle 10 is against the stop 102 and closed when the handle is in the middle position or against the stop 105. The face 104 of the valve 10, fits with an air-tight joint against its seat Z. The valve 10 is divided by partitions 109, Fig. 7, into two separate divisions 105 and 10G. Atmospheric air can enter the division 106 through a series ot' small holes 10X, drilled through the shell of the valve. No air can pass into the division 105 except that which passes through the ports in the valve and valve-seat. In the face 1040i` the valve 10 thereare four ports, two marked 107 in the division 106, and two, one marked 105, and the other extending between the points marked l, l, and 2 in the division 105. Air can pass from the passage CZ through the port Z2 into the division 105 and thence through the port Z into the cavity (Z2, past the stop-valve CZX and on to the ejectors. The two ports Z2 are in direct communication through the passage CZ with the train-pipe CZ. The port Z5is in direct communication with the auxiliary pipe 116. In the middle or running position of the ValveZr no air can pass to the train-pi pe from the division 106 through the ports 10'Tand'Z2; but the small ejector (which is constantly at work) can draw air from the train-pipe CZ through the cavity d2, the port Z', the division 105, the left-hand port Z2 in Fig. 7, and the passage CZ. When the handle 10 is againstthe stop 105, the ports 107 are opposite the ports Z2, and air rushes through the holes kx into the division 10, and thence through the ports 1v1 and Z2 into the train-pipe CZ. The communication between the small ejector and the lett-hand pont Z2 is closed; but the small ejector is in communication with the auxiliary pipe n.5 through the narrow continuation of the division 105 and the ports 108 and Z2. When the handle 10 is against the stop 102, both the ports Z2 are closed against the admission of air to the train-pipe; but air can pass from the trainpipe through the left-hand port Z2 in Fig. 7, the division 105, and the port Z to the two ejectors. The cock m, Fig. 6, screws into a hole fm', Figs. 4 and 5. By means o1" this cock lubricant is supplied to the steam-passage fsand is carried by the steam to the face of the steam disk Valve 0'. The hollow casting n, Fig. 6, is screwed into the hole n', Fig. l, and is in communication with the port Z3. It contains a seat for a ball-valve n2, the lift of which is limited bya pin a5. Below this valve there is a projection tapped to receive a screwthreaded valveplughfl. The inner end of the plug is conical and ts against a conical seat in the casting n. When the end of the plug is withdrawn from its seat by unscrewing the IOO plug, air can pass into the bore of the casting f n through a series of small holes, one of which a5 is shown in Fig. 6. The pipe n, coupled to the casting n, leads to the upper side of the diaphragm or piston of the brake-cylinder for actuating the brakes on the engine or tender. Vvhile the small ejector is at work and the plugn4 closed a vacuum is maintained in the pipe n.5, so that any leakage which would take those brakes vo is guarded against. The brakes just referred to may be readily released by unscrewing the cock n4, and so admitting air into the auxiliary pipe a5. This destroys the vacuum on the upper sidel of the diaphragm or piston, and the brakes fall olif under the influence of the weight of the brake-piston and other unbalanced parts.

In Figs. 8, 9, and l0 the main casing a of the air-brake apparatus is so modified that the mechanism for automatically actuating the steam-brakes on the engineand tender is combined therewith, thus permitting the airbrakes and the steamfbrakes to be'simultaneously operated by the same handle. The mechanism for actuating the steam-brakes shown in the accompanying drawings is similar to that described in the specification to British 'Letters Patent No. 1,494 ot' 1881.

The main casing p of the mechanism for actuating the steam-brakes is secured to the casing a by screws passing through the flange p2. The passage q in the casing a is for ef- IIO fecting communication between the steamsupply passage f3 and the steam-passage p in the casing p. The passage p leads to an annular recess p3 in the bore of the casing p. One end of the bore is stopped by a hollowr screw-plu g r, having openings, through which the steam from the annular recess p3 passes into its interior. The inner end of the plug fr forms a seat for a valve/1", which is screwed into the end of a piston r2, the latter being formed on the spindle T5 and working in an enlarged part of the bore, as shown in Figs. 9 and lO. On t-he spindle r, near the piston r2, is formed a conical valve r3, the seat for which is made upon the end of a bush r4, screwed into the bore. The spindle 915 works through the bush r4. A stuiiing-box is formed for the spindle 0'5 in the outerpart of the bush frl, r being the stuiiing-box gland. A small hole, (shown in dotted lines in Fig. l0 and marked r2) is drilled diagonally from one side of the piston r2 to a reduced part of the spindle r beyond the valve r3, in order to allow any steam which may leak past the flange 'T8 to escape. The pipe q', which conveys steam to and from the steam-brake cylinder, is connected by a union to the nozzle p1. One branch from the passage p5 is in communication with the annular chamber p9 round the steam-inlet valve o", the other branch leading t0 the annular chamber 1310, round the eX- haust-va-lve r3. The annular chamber p communicates through a hole p6 in the side ot the bush r4, with the passage p7, formed in. the inner face of the flange p2. From this passage p7 the exhaust-steam flows through a hole q2, drilled obliquely in the side of the combining-cone of the large ejector, and is finally carried away with the steam and air from the ej eetors. A screw s is passed through a hole in the end of an arm 198, and is secured in position by a nut on each side of the arm. The forked end of the screw S carries the fulcrum-pin s of the leve1S2,which passcsthrou gh a slot in the outerend of the spindle The lever s2 also passes through a slot in the piston-rod t2 of a piston t', which works in a cylinder 15, forming part of the casingp. The cylinder-cover 3,which need not make an airtight joint, forms a guide for the piston-rod t2. Air is freely admitted to the outer side of the piston if through a hole t1 in the cylinder-cover. The passage t5, Fig. 8, leads from the cylinder t to a ball-valve t, having its seat formed in the face of the flange p2, a cavity for the ball being formed in the side of the casing ct. From this ball-valve there is a passage Q3 in the casing a leading to the passage d', and so communicating with the train-pipe. The cylininder-cover t3 carries a fulcrum-pin u for the two-armed lever u 11,2. The arm u is provided with a handle and with a hook, the latter eugaging, when required, with a pin .93 in the lever s2. Then the hook is in engagement with the pin s3, the lever s2, acting upon the spindle T5, presses the inlet steam-valve lr' closely against its seat. The other arm u2 enters a slot in the piston-rod t2. When the piston t is in the position shown in Fig. l0, the outer end of the slot is in contact with the arm u2 and has moved the arm u so as to lift the hook out of engagement with the pin s3. This takes place when a vacuum is formed in the train-pi pe d. The lever s2 bears agai ust' a steel pin r9, passed through the spindle /1-5. The piston-rod t2 is furnished with a steel pin t7, which bears against the lever s2.

The action of the combined apparatus is as follows: Vhen the vacuum-brakes are taken oft', the steam-brakes on the engine and tender are also taken oit. Likewise, when the vacuum-brakes are put on the steam-brakes are also put on. Vhen the brakes are oit' there is a vacuum or partial vacuum in the train-pipe cl, and air is exhausted from the cylinder t through the ball-valve t6. This causes atmospheric pressure to act upon the outer side of the piston t', thus pullingin the lever s2, which, acting through the spindle fr, closes the steam-inlet valve r and opens the steam-outlet valve r3, so that any steam in the steam-brake cylinder or any leakage of steam past the inlet-valve r has free access to the exhaust, and the steam-brakes are withdrawn.

If the vacuum-brakes be applied, air rushes into the train-pipe CZ and closes the ball-valve t6, which acts to prevent the air from the trainpipe (Z passing too suddenly into the cylinder t. When the ball-valve t6 is upon its seat, air can only pass slowly from the train-pipe to the cylinder t through the hole sin the liange p2, thus providing for the steam-brakes and the vacuum-brakes being applied at about the same time. When the vacuum or partial vacuum has been destroyed in the cylinder', there is no pressure acting on the lever s2 to keep the steam-inlet valve 9" closed. The latter therefore lifts by the pressure of the steam until the exhaust-steam valve lr3 connes against its seat, whereupon the steam, being unable IOO IIO

to escape from the passage p5, goes along the pipe q' to the steam-brake cylinder and acts upon its piston to apply the steam-brakes. Vhen the locomotive is running by itself or workin g without the vacuum-brakes being in operation, the steam -brakes are prevented from operating by pressing the lever s2, so as to cause the hook on the arm u to engage with the pin s3.

What I claim as my invention, and desire to secure by Letters Patent, is-

1. In braking mechanism for trains, the combination, with the mechanism of a vacuum-brake apparatus,comprising ejectors and their valves, a casing a, inclosing said ejectors and provided with necessary inlets, ports, and passages for air and steam, the air-controlling and steam-controlling valves mounted on said casin g, and the steam-pipe c and trainpipe d, connected with said casing, of the mechanism of a steam-brake apparatus pertaining to the engine or locomotive, comprising a casing p, secured to the casing a and having its valve-chamber connected by a passage with the steam-supply passage of said casing a, a valve-spindle mounted in the valvechamber of the casing p, said spindle carrying valves which control the admission of steam to the brake-cylinder, a lever for operating said Valve-spindle, a cylinder open to the train-pipe, a piston in said cylinder adapted to be displaced when a partial vacuum is formed in the train-pipe, and intermediate mechanism, substantially as described, so that the movemeht of said piston is communicated to the lever which operates said valve-spindle, whereby the vacuum-brakes and steambrakes are put on or thrown off at the same time, as set forth.

2. In a braking mechanism, the combination of a casing p, having a steam-inlet and a steam-outlet, a valve-spindle T5, carrying valves mounted in the casing and controlling the inlet and outlet, a cylinder t, open to the atmosphere at one end and to the trainpipe at the other end, a piston in the cylinder adapted to be displaced by the formation of a vacuum in the train-pipe, the train-pipe, and the rod of the piston, said rod and the valve-spindle being coupled together, Whereby when said piston is moved it will displace the valve-spindle, as set forth.

3. In an automatic vacuum-brake apparatus, the combination, with the small and large ejectors and the casing inclosing them, of stop-valves in the air-passages, substantially as described, situated above the said ej ectors, for the purpose set forth.

4. In an automatic vacuum-brake apparatus, the combination, with the small and large ejectors and their respective stop-valves, of the casing inclosing said ejectors and valves, having an air-passage controlled by the stopvalve of the small ejector, and a normallyopen automatic valve which controls the admission of air to the passage behind that stopvalve, whereby when the small ejector is not in operation the vacuum behind the said stopvalve is destroyed by the opening of the automatic valve, as set forth.

5. In an automatic vacuum-brake apparatus, the combination, with the small and large ejectors and the casing inclosing them provided with air and steam passages, of the respective stop-valves dx and d5, pertaining to the said ejectors, the stop-valve dx preventing the passage of air both from the small ejector and from the large ejector, and the stop-Valve d5 preventing the passagelof air from the large ejector, substantially as and for the purposes set forth.

6. In an automatic vacuum-brake apparatus, the combination, with the small and large ejectors, the casing inclosing them, provided with connected air-passages d', d2, and C17, controlled bya stop-valve cZX,which opens to the passage CF, the stop-valves dx and d5, and the train-pipe d, connected with the passage d', of the screw-cap d3 in the casing behind the valve dx, and the normally-open gravityvalve g, which controls an air-inlet inthe said screw-cap and whiclris adapted to be closed automatically by atmospheric pressure when the small ejector is in operation, substantially as and for the purposes set forth.

7. In an automatic vacuum-brake apparatus, the combination, with the small and large ejectors, the train-pipe and the casing ixnclosing the said ejectors provided with a series of connected passages cl', cl2, d7, e8, e7, f5, and f4, of the stop-valve dx, arranged over the said ejectors and preventing the How of air from the passage d7 to passage d2, and the stopvalve d5, arranged above the said ej ectors and preventing the liow of air from the passage f5 to the passage 6X7, substantially as and for the purposes set forth.

8. Inavacuum-brake apparatus, the combination, with the ej ectors, their inclosing casing provided with ports and passages for the air and the train-pipe, of the-hollow annular disk valve 7c, mounted rotatively on a seat on the casing over the air-ports therein, said valve having its hollow partitioned, substantially as and for the purposes set forth.

9. In a vacuum-brake apparatus, the combination, with the ejectors, their inclosing casing provided with ports, inlets, and passages for air and steam, and the steam-pipe and train-pipe connected with said casing, of the hollow annular disk valve la, mounted rotatively on a seat on the casing over the airports therein, and the steam disk valve z, mounted rotatively on a seat in the casing and controlling the steam-ports therein, said valves z' and 7c being coupled, so that both rotate together, substantially as set forth.

JAMES GRESHAM.

Witnesses:

A. ED. GEO. ELLIS, JAMES M. ToLLEY.

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